Bryan,
Successful operation of the scoop is the result of good shiphandling, the correct installation of equipment and a practised crane operator. Constant drills aim to achieve a high prospect of recovery and an actual rescue was accomplished in a Force 11. The first line of survivor recovery from a North Sea rescue vessel is via fast Rescue Craft (FRC) which can be launched day and night in less than five minutes. However, FRC have weather limits and that is when devices such as the scoop come into play.
In respect of recovery by chopper, every live rescue in the North Sea (+105) since ca. 1977 has been performed by a Rescue Vessel (or standby vessel as they were formerly known) and
none by helicopter. The latter have always operated in support of the marine assets, transferring survivors when required. Even in-field SAR choppers need about 20 mins to get airborn and by that time - in most instances - survivors have been picked up by the Rescue Vessel. This is not to decry the helicopter but it is complementary to the Rescue Vessel and does not replace it. BP recently had to admit this when it tried to get rid of the marine assets; a cost-cutting measure although they denied it.
As far as "outdated fishing boats" are concerned, you are correct. They are outdated and they have gone. I suggest you have a look at
http://www.errva.org.uk for a briefing on the current position.
Advances in maritime SAR in the North Sea have too often been driven by tragic incidents and some operators will still go for the cheapest vessels but the responsible ones - and these
are in the majority realise that
safety pays and provide a good service.
Between 1980 and the mid 90's, North Sea rescue vessel specifications, crew training standards and conditions of service were progressively raised. This was charterer-driven because frankly the dayrates were such that few (but not all) owners could or were prepared to commit to investment.
How do I know the above? Because from 1977 until 1996 I was employed by a major oil operator and responsible among other matters (1980 - 1996), for the specification, chartering and direction of all our standby vessels/rescue vessels in the Northern and Central North Sea - some 30+ vessels when the relief vessels were counted in. The Industry Guidelines for Vessel Specification/Operation and crew employment in force since 1997 are based on those that I created for my own employer while I sat on the industry committee that produced the Crew Training Guidelines. Incidentally, don't be fooled by that term "Guidelines". The offshore operators have undertaken not to employ any vessel that does not meet the Guidelines or can be proven to achieve the same objectives albeit by differing means.
Just to wind this up, before scoops were introduced I had been approached by the manufacturers to undertake a trial. This was arranged and although the results were promising I could not get financial approval to develop the project. Then there was a helicopter crash. The weather was too bad to launch FRC. The only way to recover survivors was for the crew to reach over the ship's side and attempt to grab them as they drifted past. In the subsequent debrief, I shall never forget the sight of a hard-bitten bosun reduced to tears as he described grasping a man by his lifejacket becket only to see him slip through the webbing and drift away to his death.
Very quickly two things happened: a) aviation lifejackets were fitted with crotch straps - a move which the aviation boys had resisted because of fears over snagging during aircraft evacuation and b} I had a very large budget to get scoops fitted and crews trained in their use plus the provision of any other bit of kit I thought useful.
Incidentally the USCG did (does?) send its crews for training to the same Stonehaven-based Training establishment that trains Rescue Vessel crews.
I hope you find this useful.
Regards,
Barry M