Bristow and the Dutch SAR Coastguard contract, The Netherlands. Updates, etc....
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Bristow and the Dutch SAR Coastguard contract, The Netherlands. Updates, etc....
...this was published on the NRC-newspaper website, the Dutch equivalent of the Telegraph, UK.....
https://www.nrc.nl/nieuws/2023/08/01...eland-a4171057
/
https://www-nrc-nl.translate.goog/ni..._x_tr_pto=wapp
https://www.nrc.nl/nieuws/2023/08/01...eland-a4171057
/
https://www-nrc-nl.translate.goog/ni..._x_tr_pto=wapp
Rescue with helicopters took a long time: from Den Helder via Rotterdam to the cargo ship above AmelandFremantle Highway fire
After the fire in the North Sea, the Coast Guard helicopters left later than agreed.Doubts have existed for some time about the quality of the service provided by the rescue helicopters.
Andreas Kouwenhoven Karel SmouterAugust 1, 2023 at 10:35 PM
Reading time 3 minutes
wo Coast Guard helicopters involved in the rescue operation on the ship Fremantle Highway, at The Hague Airport.
Two Coast Guard helicopters involved in the rescue operation on the ship Fremantle Highway, at The Hague Airport.
Photo Marco van der Caaij/ANP/Mediatv
During the fire on the Fremantle Highway, which broke out late Tuesday evening last week,
it took more than twice as long as the agreed twenty minutes for the two Coast Guard rescue helicopters to be airborne.
The flight time was further extended due to the limited number of seats on board.
There was not enough room to take a fire team in one aircraft.
That is why a helicopter stationed in Den Helder had to detour via Rotterdam, instead of going directly to the crash site.
This is evident from flight data from the helicopters and conversations with aid workers and pilots.
After the helicopter requested by the captain did not arrive soon, part of the crew was forced to jump overboard.
The ship was carrying thousands of cars, several of which caught fire in the course of the evening.
From there, the fire spread further.One of the crew members was killed, others were injured.
With the exception of the captain and the pilot, the other twenty crew members have since been released from hospital.
Rescue helicopters of the Dutch coast guard often do not respond quickly enough to emergency calls.
Since November 2022, the Coast Guard has rented helicopters from the British-American company Bristow, which also provides the crew.
Responsible minister Mark Harbers (Infrastructure, VVD) was already warned during the tendering process that the company would not be able to fulfill the promises,
but then stated that the "international company, with years of experience"
would even achieve a response time of ten minutes.
From Den Helder via Rotterdam to the ship above Ameland.
Too few chairs
Not so with the fire on the Fremantle Highway, on the night of July 25-26.
According to data from the Flight Radar 24 site, which monitors air traffic, the helicopters only took off 40 minutes (Den Helder) and 49 minutes (Midden Zeeland) after the first report.
Why that took longer than promised is not clear.
Instead of flying to the scene of the accident, both helicopters first went to Rotterdam to pick up a specialist fire brigade team.
The emergency workers and airmen involved say that this extra flight movement was necessary because only four seats per helicopter were available for the firefighters,
while the firefighting team is larger.
During the tender, Bristow promised that more seats would be available,
but according to those involved, these were not available.
According to one insider, “a stamp was missing.”
Promises
It went wrong before.
Two weeks before the fire on the freighter, an employee on a platform in the North Sea had to go ashore urgently because of appendicitis.
This employee had to wait a long time for help, according to internal correspondence about the incident.
The northern helicopter, in Den Helder, did not have the required papers at that time.
When the reserve helicopter proved unavailable,
he Confederate helicopter /Zuidelijke / Southern/ Zeelandse Bristow helicopter was called in.
It took at least twice as long to travel from Arnemuiden to the oil rig.
Moreover, that helicopter was only in the air for almost an hour after the report – instead of the required twenty minutes.
The company also fails to keep other promises that Bristow made during the tender.
For example, according to flight data, the promised reserve helicopter is not always in the Netherlands.
It is regularly located in the United Kingdom, where Bristow has a branch.
At the southern base, at Central Zeeland Airport, according to Flight Radar data,
sometimes no helicopter was available for days.
This can have consequences if an emergency occurs in that area.
In May this year, for example, there was no helicopter present at that base, when a diver died in an accident in Lake Grevelingen in Zeeland.
A helicopter from Nijmegen had to fly in. (Dutch HEMS trauma helicopter H135...)
Training courses are also regularly canceled because the helicopters are not available, say pilots and aid workers with whom NRC spoke.
According to international treaties, the Netherlands is obliged to provide search and rescue (SAR) on the water.
The fact that Minister Harbers had been warned in advance about these problems
is apparent from internal documents that were previously released under the Open Government Act (Woo).
The Rotterdam security region sent a letter to the management of the Ministry of Infrastructure and Water Management on 1 June 2022,
stating that the transition to Bristow would lead to longer flight times,
the lack of a reserve helicopter and a lack of training.
Harbers then went to the Department of Defense, which had selected Bristow,
but dismissed all concerns.
In the end, Harbers assured the House of Representatives in a letter that everything would be fine.
Outgoing minister Harbers says that monitoring compliance
with the contract is "now primarily the responsibility of the coastguard".
Bristow also refers by email to “our customer, Netherlands Coast Guard”.
The Coast Guard itself refers to Defense.
And the Ministry of Defense says after a day and a half that it will not respond to any question from NRC.
The questions about the too long flight times, the lack of capacity and training and the lack of reserve helicopters
fall under "operational information", says a Defense spokesperson.
"And we just don't make any statements about that."
SAFETY REQUIREMENTS NO ENFORCEMENT
There have been concerns about the quality of Bristow's services for some time.
Earlier this year it became clear that Minister Harbers had decided not to enforce some safety requirements that Bristow did not meet.
The ministry was reprimanded for this by the European aviation authority EASA.
The Dutch Association of Traffic Pilots finds it "worrying" that the helicopters do not have to comply with some rules.
After the fire in the North Sea, the Coast Guard helicopters left later than agreed.Doubts have existed for some time about the quality of the service provided by the rescue helicopters.
Andreas Kouwenhoven Karel SmouterAugust 1, 2023 at 10:35 PM
Reading time 3 minutes
wo Coast Guard helicopters involved in the rescue operation on the ship Fremantle Highway, at The Hague Airport.
Two Coast Guard helicopters involved in the rescue operation on the ship Fremantle Highway, at The Hague Airport.
Photo Marco van der Caaij/ANP/Mediatv
During the fire on the Fremantle Highway, which broke out late Tuesday evening last week,
it took more than twice as long as the agreed twenty minutes for the two Coast Guard rescue helicopters to be airborne.
The flight time was further extended due to the limited number of seats on board.
There was not enough room to take a fire team in one aircraft.
That is why a helicopter stationed in Den Helder had to detour via Rotterdam, instead of going directly to the crash site.
This is evident from flight data from the helicopters and conversations with aid workers and pilots.
After the helicopter requested by the captain did not arrive soon, part of the crew was forced to jump overboard.
The ship was carrying thousands of cars, several of which caught fire in the course of the evening.
From there, the fire spread further.One of the crew members was killed, others were injured.
With the exception of the captain and the pilot, the other twenty crew members have since been released from hospital.
Rescue helicopters of the Dutch coast guard often do not respond quickly enough to emergency calls.
Since November 2022, the Coast Guard has rented helicopters from the British-American company Bristow, which also provides the crew.
Responsible minister Mark Harbers (Infrastructure, VVD) was already warned during the tendering process that the company would not be able to fulfill the promises,
but then stated that the "international company, with years of experience"
would even achieve a response time of ten minutes.
From Den Helder via Rotterdam to the ship above Ameland.
Too few chairs
Not so with the fire on the Fremantle Highway, on the night of July 25-26.
According to data from the Flight Radar 24 site, which monitors air traffic, the helicopters only took off 40 minutes (Den Helder) and 49 minutes (Midden Zeeland) after the first report.
Why that took longer than promised is not clear.
Instead of flying to the scene of the accident, both helicopters first went to Rotterdam to pick up a specialist fire brigade team.
The emergency workers and airmen involved say that this extra flight movement was necessary because only four seats per helicopter were available for the firefighters,
while the firefighting team is larger.
During the tender, Bristow promised that more seats would be available,
but according to those involved, these were not available.
According to one insider, “a stamp was missing.”
Promises
It went wrong before.
Two weeks before the fire on the freighter, an employee on a platform in the North Sea had to go ashore urgently because of appendicitis.
This employee had to wait a long time for help, according to internal correspondence about the incident.
The northern helicopter, in Den Helder, did not have the required papers at that time.
When the reserve helicopter proved unavailable,
he Confederate helicopter /Zuidelijke / Southern/ Zeelandse Bristow helicopter was called in.
It took at least twice as long to travel from Arnemuiden to the oil rig.
Moreover, that helicopter was only in the air for almost an hour after the report – instead of the required twenty minutes.
The company also fails to keep other promises that Bristow made during the tender.
For example, according to flight data, the promised reserve helicopter is not always in the Netherlands.
It is regularly located in the United Kingdom, where Bristow has a branch.
At the southern base, at Central Zeeland Airport, according to Flight Radar data,
sometimes no helicopter was available for days.
This can have consequences if an emergency occurs in that area.
In May this year, for example, there was no helicopter present at that base, when a diver died in an accident in Lake Grevelingen in Zeeland.
A helicopter from Nijmegen had to fly in. (Dutch HEMS trauma helicopter H135...)
Training courses are also regularly canceled because the helicopters are not available, say pilots and aid workers with whom NRC spoke.
According to international treaties, the Netherlands is obliged to provide search and rescue (SAR) on the water.
The fact that Minister Harbers had been warned in advance about these problems
is apparent from internal documents that were previously released under the Open Government Act (Woo).
The Rotterdam security region sent a letter to the management of the Ministry of Infrastructure and Water Management on 1 June 2022,
stating that the transition to Bristow would lead to longer flight times,
the lack of a reserve helicopter and a lack of training.
Harbers then went to the Department of Defense, which had selected Bristow,
but dismissed all concerns.
In the end, Harbers assured the House of Representatives in a letter that everything would be fine.
Outgoing minister Harbers says that monitoring compliance
with the contract is "now primarily the responsibility of the coastguard".
Bristow also refers by email to “our customer, Netherlands Coast Guard”.
The Coast Guard itself refers to Defense.
And the Ministry of Defense says after a day and a half that it will not respond to any question from NRC.
The questions about the too long flight times, the lack of capacity and training and the lack of reserve helicopters
fall under "operational information", says a Defense spokesperson.
"And we just don't make any statements about that."
SAFETY REQUIREMENTS NO ENFORCEMENT
There have been concerns about the quality of Bristow's services for some time.
Earlier this year it became clear that Minister Harbers had decided not to enforce some safety requirements that Bristow did not meet.
The ministry was reprimanded for this by the European aviation authority EASA.
The Dutch Association of Traffic Pilots finds it "worrying" that the helicopters do not have to comply with some rules.
Last edited by Stratofreighter; 2nd Aug 2023 at 17:58.
The Dutch government have a patchy history with contracted SAR - They need to remember they signed a contract in 2015 for NHV to replace the Dauphins with H175, and ended up with Dauphins for most of the contract.
Their requirements are often vague, and open to interpretation so I would be surprised if they embarrassed themselves by becoming too punative with the operator - you get what you pay (ask) for at the end of the day.
Their requirements are often vague, and open to interpretation so I would be surprised if they embarrassed themselves by becoming too punative with the operator - you get what you pay (ask) for at the end of the day.
The Irish Coast Guard are about to sign with Bristow for a 189 solution. My reading of the Dutch requirement has a similar MIRG requirement . However the Irish Contract requires 15 survivors to be lifted. The Dutch from my understanding requires something different.
It doesn’t bode well for Irish sar. It has been clear to many in ABZ that even UKSAR is short staffed but the drain on resources for NL was always going to be too much. Having a head of training with no sar or type experience probably didn’t help.
The hard copy NRC newspaper today (linked in first post) has a cartoon on the inside page, showing a SAR helicopter and the pilot on the end of the wire - because there’s not enough room in the cabin for everyone. Not great PR…..
because there’s not enough room in the cabin for everyone.
I do understand though that UK SAR are now determined to significantly reduce staff, aircraft and costs in an effort to boost profits and reduce morale in equal measure.
If their complaint about not enough seats is regarding the fire team then it is valid, if it is about casualties, as P3 says, it is not.
Unless you have a MIRG team stationed at every SAR base, of course you are going to have to fly somewhere else to pick them up - that's a Dutch Fire Service issue not Bristow.
Since the previous contract had Dauphins without proper kit for over water night SAR for much of it, the Dutch should probably count themselves lucky.
it does seem like Bristow have stretched themselves a bit thin with aircraft though and AFAIK the impending rear crew shortage still needs to be addressed.
Unless you have a MIRG team stationed at every SAR base, of course you are going to have to fly somewhere else to pick them up - that's a Dutch Fire Service issue not Bristow.
Since the previous contract had Dauphins without proper kit for over water night SAR for much of it, the Dutch should probably count themselves lucky.
it does seem like Bristow have stretched themselves a bit thin with aircraft though and AFAIK the impending rear crew shortage still needs to be addressed.
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There’s a lot more than meets the eye to this story and alot of it is to do with sour grapes and new competition in the NL area.
One hopes that Bristow will actually defend itself. Speaking to some of those involved the article appears to be complete BS.
LZ
One hopes that Bristow will actually defend itself. Speaking to some of those involved the article appears to be complete BS.
LZ
I wasn't supporting the validity of the cartoon - just stating it existed.
Survivor numbers and team deployment are very different things. We stumble through this problem all the time in MR, though intelligent SAR Commanders who use the stats to try to see into the future mitigate some of it through their fuel policy. Take an S-92A for instance, the big bruiser type that is about to retire from Scotland and Ireland. Yes, wouldn't it be great to have all that space for deploying people to do big searches? Contracted number of survivors = 8. Advertised maximum = 21. MRT carried upon first arrival at summer incident after 48nm transit = 3!
given the size of the Irish AO and the stringency of the regulations compared to UK, it’s madness selecting an AW189 solution IMO. It just can’t cut it
The Irish requirement is very broad and includes both 15 survivors, and a MIRG type deployment with the Irish maritime medical and fire teams but not at the same time obvs.
given the size of the Irish AO and the stringency of the regulations compared to UK, it’s madness selecting an AW189 solution IMO. It just can’t cut it
given the size of the Irish AO and the stringency of the regulations compared to UK, it’s madness selecting an AW189 solution IMO. It just can’t cut it
Yes, but you probably have to land on a deck to get them in safely.
What does 15 survivors look like in the grand scheme of things?
It covers the crew size of the majority of fishing vessels and coastal cargo vessels.
The NAWSARH requirement was 25 but experienced aircrew have questioned that number.
The UKSAR2G, having re-evaluated their requirement based on 4 years of data REDUCED their threshold requirement for larger aircraft from 8 (inc. 2 stretchered) down to 6 (inc. 2 stretchered). They did however express an ambition for 10. The smaller aircraft requirement, remains at 4.
A big winch evacuation would probably be 8 or more but most are 3 or less.
Aircrew exhaustion or fuel remaining may limit winch evacuation before accommodation.
If it is such a major disaster that you need such high capacity, you are probably going to send more than one helicopter anyway.
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Originally Posted by [email protected]
If it is such a major disaster that you need such high capacity, you are probably going to send more than one helicopter anyway.
The Irish requirement is very broad and includes both 15 survivors, and a MIRG type deployment with the Irish maritime medical and fire teams but not at the same time obvs.
given the size of the Irish AO and the stringency of the regulations compared to UK, it’s madness selecting an AW189 solution IMO. It just can’t cut it
given the size of the Irish AO and the stringency of the regulations compared to UK, it’s madness selecting an AW189 solution IMO. It just can’t cut it
If the AW189 is being offered by a company and accepted by the customer it must be passing the compliance thresholds of the bid requirements?
Reading between the lines of the legal disputes and media reports it looks as if rival bidders can’t accept losing or not winning contracts these days. By winning NL, UKSAR2G, DCCG and ISAR are competitors not asking themselves why they’re losing out to Bristow?
LZ
Reading between the lines of the legal disputes and media reports it looks as if rival bidders can’t accept losing or not winning contracts these days. By winning NL, UKSAR2G, DCCG and ISAR are competitors not asking themselves why they’re losing out to Bristow?
LZ
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https://www.flightglobal.com/helicop...154443.article
Bristow Group is eyeing further expansion in its government services business – which next year will account for up to one-third of revenues – as more countries look to outsource the provision of search and rescue (SAR) services.
That ambition will be significantly enhanced by a recent appeal court decision, lifting a temporary injunction that prevented the signature of a new multi-million-euro SAR contract in Ireland.
Historically a major player in the market for offshore oil and gas support operations, Bristow has over the last decade seen SAR services become an increasingly important part of its portfolio.
From an initial anchor contract with the UK government that started in 2015, the US firm has since won long-term SAR work in the Falklands Islands, the Netherlands, the Dutch Caribbean islands, and, most recently, Ireland, where on 31 May subsidiary Bristow Helicopters Ireland was revealed as the preferred bidder for a 10-year €670 million ($737 million) deal.
Presenting Bristow’s second-quarter earnings on 2 August, chief executive Chris Bradshaw welcomed Irish government’s selection, noting that “we expect to finalise the contract soon”.
That process had been held up by an appeal by incumbent CHC Ireland, which claimed the Department of Transport (DoT) had conducted a flawed tender, automatically triggering an injunction preventing the contract award.
CHC’s complaint, which ran to 58 pages, included the claim that ”Bristow’s winning [bid] was based on an ‘abnormally low tender’.”
However, the injunction was lifted by an Irish High Court judge on 25 July, with that decision upheld by Court of Appeal three days later.
In their joint submission against the injunction, Bristow and the DoT pointed out that “if it were not for the automatic suspension obtained by CHC”, the contract would have been signed on 3 July.
Bristow will take over the Irish SAR service from 1 July 2025, with a transition period due to run for nine months from 1 October 2024.
Five new Leonardo Helicopters AW189s, plus one used example, will be deployed on the contract, alongside an undisclosed fixed-wing aircraft, Bristow says. It will make capital investments of around $140 million over 2023 and 2024 in the lead-up to the start of operations, says Bradshaw.
“The Irish Coast Guard contract will represent the second largest contract in our portfolio, and it is expected to contribute a substantial amount of high-quality, stable cash flow,” says Bradshaw.
He sees further growth potential in the segment, with Australia likely to be the source of the next “sizeable” opportunity in the coming years.
“But again, looking forward, we think that this trend for the outsourcing of this critical but very specialised service is likely to continue with other governments considering doing the same,” he says.
Bristow sees the government services unit generating operating revenues of $340-355 million in 2023 and $340-360 million in 2024, from respective totals of $1.2-1.3 billion and $1.29-1.46 billion.
However, the firm is also eyeing the benefits from a resurgent oil and gas market.
“We do think that we’re in the early stages of what should be a multi-year growth cycle in offshore energy services,” says Bradshaw.
“And because we see so much potential there, we actually see the growth rates for that segment being higher than any of our other service lines at this time.”
Bristow forecasts oil and gas operating revenue of $755-830 million in 2023, and $850-970 million in 2024.
For the second quarter, total group revenue stood at $319 million, generating EBITDA of $39 million.
That ambition will be significantly enhanced by a recent appeal court decision, lifting a temporary injunction that prevented the signature of a new multi-million-euro SAR contract in Ireland.
Historically a major player in the market for offshore oil and gas support operations, Bristow has over the last decade seen SAR services become an increasingly important part of its portfolio.
From an initial anchor contract with the UK government that started in 2015, the US firm has since won long-term SAR work in the Falklands Islands, the Netherlands, the Dutch Caribbean islands, and, most recently, Ireland, where on 31 May subsidiary Bristow Helicopters Ireland was revealed as the preferred bidder for a 10-year €670 million ($737 million) deal.
Presenting Bristow’s second-quarter earnings on 2 August, chief executive Chris Bradshaw welcomed Irish government’s selection, noting that “we expect to finalise the contract soon”.
That process had been held up by an appeal by incumbent CHC Ireland, which claimed the Department of Transport (DoT) had conducted a flawed tender, automatically triggering an injunction preventing the contract award.
CHC’s complaint, which ran to 58 pages, included the claim that ”Bristow’s winning [bid] was based on an ‘abnormally low tender’.”
However, the injunction was lifted by an Irish High Court judge on 25 July, with that decision upheld by Court of Appeal three days later.
In their joint submission against the injunction, Bristow and the DoT pointed out that “if it were not for the automatic suspension obtained by CHC”, the contract would have been signed on 3 July.
Bristow will take over the Irish SAR service from 1 July 2025, with a transition period due to run for nine months from 1 October 2024.
Five new Leonardo Helicopters AW189s, plus one used example, will be deployed on the contract, alongside an undisclosed fixed-wing aircraft, Bristow says. It will make capital investments of around $140 million over 2023 and 2024 in the lead-up to the start of operations, says Bradshaw.
“The Irish Coast Guard contract will represent the second largest contract in our portfolio, and it is expected to contribute a substantial amount of high-quality, stable cash flow,” says Bradshaw.
He sees further growth potential in the segment, with Australia likely to be the source of the next “sizeable” opportunity in the coming years.
“But again, looking forward, we think that this trend for the outsourcing of this critical but very specialised service is likely to continue with other governments considering doing the same,” he says.
Bristow sees the government services unit generating operating revenues of $340-355 million in 2023 and $340-360 million in 2024, from respective totals of $1.2-1.3 billion and $1.29-1.46 billion.
However, the firm is also eyeing the benefits from a resurgent oil and gas market.
“We do think that we’re in the early stages of what should be a multi-year growth cycle in offshore energy services,” says Bradshaw.
“And because we see so much potential there, we actually see the growth rates for that segment being higher than any of our other service lines at this time.”
Bristow forecasts oil and gas operating revenue of $755-830 million in 2023, and $850-970 million in 2024.
For the second quarter, total group revenue stood at $319 million, generating EBITDA of $39 million.
Originally Posted by [email protected]
If it is such a major disaster that you need such high capacity, you are probably going to send more than one helicopter anyway.
In the case of the NL SAR contract CHC shot them selves in the foot on the ESPD phase. Put in the wrong paperwork or missed something.
In the case of Ireland they are the only piece of the puzzle that can be pushed under the bus after the Rescue 116 crash final report. The customer and the authority are not for changing so that only leaves the operator.
Bristow won because they are not CHC.
they are offering the 189. The requirements are public so any right minded SAR crew know the difference between an S92 and a 189.
17 in the back of a 189 against 22/23 in the back of a 92. Cabin size , ceiling height and equipment ergonomics in a 92 beat a 189 .
IRCG went with the 189 because it’s cheaper to operate but not a rugged or versatile as a 92. The IRCG aviation advisor who help shape the requirements and select the winner has to stand over its selection. If rumours are true a degree in ergonomics trumps SAR crew operator experience . I’m sure there will be some interesting conversations during transition acceptance with the new Bristow crews
Finally also what if CHC was cheaper?
In the case of Ireland they are the only piece of the puzzle that can be pushed under the bus after the Rescue 116 crash final report. The customer and the authority are not for changing so that only leaves the operator.
Bristow won because they are not CHC.
they are offering the 189. The requirements are public so any right minded SAR crew know the difference between an S92 and a 189.
17 in the back of a 189 against 22/23 in the back of a 92. Cabin size , ceiling height and equipment ergonomics in a 92 beat a 189 .
IRCG went with the 189 because it’s cheaper to operate but not a rugged or versatile as a 92. The IRCG aviation advisor who help shape the requirements and select the winner has to stand over its selection. If rumours are true a degree in ergonomics trumps SAR crew operator experience . I’m sure there will be some interesting conversations during transition acceptance with the new Bristow crews
Finally also what if CHC was cheaper?
Last edited by Franks Town; 8th Aug 2023 at 18:13.
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That may be so, but that was not how the requirement was written