Canal Bottom

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  1. Canal Bottom

    Colleges dropping sailing as a varsity sport..

    Football is the only sport that is actually profitable. Everything else costs dollars to be competitive.
  2. Canal Bottom

    Colleges dropping sailing as a varsity sport..

    The $$$$ costs and the risk to student safety and school image will doom many school sports and off campus activities of all types. I few profitable FB programs will continue many school boards will simply walk away from anything that adds risks and costs monies.
  3. Canal Bottom

    J Class and Superyacht drone footage

    Stunning that no one is talking? Both boats are dead NDA paid silence. Where is “Global Media” when you need him. No trial by SA in a abstentia ? Charlie Olgatree was running one boat with Vince trimming with a host of prominent others.
  4. Canal Bottom

    Epic Boat Loss

    The Loss of KELAERIN (JUNE 17, 2018) The following is information about the recent loss of the 46’ sailboat KELAERIN, and the rescue (by USCG helicopter) of her crew. The text below is from the owner of the boat, and in her words. It is a very vivid description of what happened and how conditions were at the time. I have highlighted by bold some of the points to note. This is one of the best descriptions I have read outside of a book. I am making no judgement of this incident or loss. I am glad the crew is safe. I also commend the USCG rescue of these sailors. The helicopter crew was at the limit of their fuel, and landed with just one minute of fuel left, after the rescue 180 miles offshore! Heroic. I am sharing this account here with the sole intention of helping others see what can happen to even experienced sailors on a well found cruising boat. This boat is 46 feet long. Sailed by an experienced couple who had 17 years of experience. This happened to them as they neared the end of their circumnavigation. Note the description of how the boat was inside after the wave strike. Note the loss of the dinghy and the life raft. Note the multiple inoperable electric bilge pumps and why. Note the inoperable SSB radio. Note the onset of hypothermia. Note the importance of the ditch bag. Please remember this post is NOT a criticism of them. Instead, note these things can happen to anyone. They were experienced cruisers and have 17 years of cruising experience. This couple had previously sailed a very long distance around the world, almost a circumnavigation. They crossed the Atlantic, went through the Mediterranean and the Suez Canal, and had crossed the Pacific on their way home to Washington state in the USA. I am also including a link to the video from the USCG helicopter. It shows the sea state about four hours after the EPIRB signal was sent. I am also including a still image, captured from the USCG video. Watch the video. Coast Guard Helicopter Video https://cdn.dvidshub.net/…/DOD_105750002/DOD_105750002-1024… _________________________ Loss of Kelaerin, June 17, 2018 The owner of KELAERIN wrote: “For months, I had been imagining the end of our circumnavigation. We would finally pass by the Fuca Pillar make our way into Neah Bay and have a good two days rest, or three, and get the boat all cleaned up. Our daughter wanted to meet us at the visitor’s dock in Squalicum Harbor, Bellingham so she asked that we not get in until Sunday, June 24, as she lived in Portland, Oregon and needed to have the time off from work to be there waiting for us. We would drive up to the dock with all our courtesy flags from over 50 countries flying on the staysail halyard, banners from various rallies and events we had participated in hanging on the lifelines and personal burgees from different organizations raised up the signal halyards. I hoped to make a banner showing a globe with our circumnavigation route over the 17 years. There would be our daughters on the dock and maybe a few interested friends waving us in and then a celebration with champagne and M&Ms, a tradition we started back in 1991 in Costa Rica. Then we would toast our life’s dream accomplished and rest on our laurels a bit before entering the next phase of our lives. Whatever that was, it would still certainly include boats. A completely different scenario took over. We had left Oahu, Hawaii on May 26, 2018. After weeks of watching the “high” develop in the north Pacific, we felt we could safely leave now and have reasonable weather for the 21-27 day trip to Bellingham, Washington. We sailed just west of the high and had somewhat rough conditions for several days, but that was to be expected. Uncomfortable, not dangerous for us. When we got to latitude 38 degrees north we were able to make easting in the westerly winds blowing on the top of the high. So far so good, all as planned, although still kind of rough for the most part with confused seas much of the time. Finally, at around 137 degrees longitude we were making a nice northeast course, and according to the chart plotter, heading straight for Cape Flattery. Kelaerin was making good an average of over 5 knots through the whole trip. The horse could smell the barn, so to speak, and we were becoming excited now that this trip would be over soon. On the evening of June 15, Jim downloaded a grib file and came up to the cockpit, discouraged. For the previous week, we saw that about this time we should be seeing light to variable winds from the southwest. We could expect to have to raise the spinnaker for the light winds or motor part of the way. But suddenly the reports were different. The wind was to be 21 to 26 knots from the north/northwest so it would still be a bumpy ride to the very end. The conditions, although uncomfortable, were nothing that should stop us from making progress. On June 16, the winds slowly increased throughout the day. As we entered the night hours, we had winds well into the mid-30’s and seas were building. Still, Kelaerin was sailing fine, however, we were losing our direct line to Cape Flattery and making easting towards the Columbia River. The seas continued to build to over 4 meters, then 5 and now we were heading directly south with the waves on our stern, paralleling the coast, and sailing away from our destination. Eventually we were sailing bare poles at almost 5 knots down steep waves, the largest waves I had ever seen while cruising. I estimated they were 30 feet. We decided to keep one hour watches. I went to bed around 2:30 for a quick nap and to warm up under the covers. I awoke around 3:30 to first a hard hit by a wave, so hard it literally felt as though we had been hit by a train while sitting on the tracks. I was suddenly on the ceiling and tons of water came in through the companionway hatch. The noise inside the boat was deafening. I managed with some difficulty to swing out of the berth and when I put my feet on the floor I was standing in water up to my ankles. The water was sloshing violently back and forth and from bow to stern. I could barely comprehend what I saw. The aft cabin companionway ladder was across the cabin and bashed into the louvred door of the hanging locker. One of the two scuba tanks was out of their snap holders behind the ladder and sitting in the hanging locker. Jim called me from the cockpit and I answered him, telling him I couldn’t get out of the aft cabin. (If I had needed to escape, it would have to be through the deck hatch over the berth.) I was able to move the ladder and the scuba tank from the doorway into the pass through. Everything that was on the quarter berth was now on the floor. Stuff had been piled there and secured for years for passages, but now was a heap on the cabin sole. But the second scuba tank was now in that bunk. We had a bag of laundry sitting in the shop that was behind the engine and all the clothes were sloshing around the cables and chains of the steering. The heavy, sliding doors to the engine room were bashed into the pass through. I had some difficulty getting those out of the way and navigating myself through the mess and now into the main cabin. The sight was so horrifying and complex that I could barely take it in. Almost every locker door was open or broken and the lockers were bare, with the contents sloshing back and forth on the cabin sole. The bilge hatches were gone – they weren’t always the easiest to get up with their pull rings -- and the water tanks exposed to view. Locker lids either flat or on the cabin sides were askew and shelves were broken. It just couldn’t be possible that my beautiful boat, the one we had for 27 years and was so lovingly maintained, could look like this. I got to the main cabin companionway and saw Jim at the wheel. He had blood covering half of his face. He looked shocked but was steering us down a huge wave. I had a hard time taking this view in as well. I was looking at clear sky where once there had been a full cockpit enclosure. I asked, “Where is the dodger?” and Jim just said, “It’s gone.” He asked me to get on the VHF and put out a MAYDAY call. I felt strange doing this, even hesitated for a few seconds, as I never pictured us asking for help. We never had since our first time together out in sailboats back in 1978. We got no answer. He then asked if I could take the wheel, which I did while he went down below to check the damage and make sure we weren’t taking on water. While behind the wheel I had to keep the stern to the waves. I concentrated on steering and at some point as I looked forward I could see that the dinghy was gone. The handrails it had been tied to were broken, snapped like twigs. Then I realized something else was missing….the liferaft. I leaned over to see if it had maybe been caught in between the cabin top and the lifelines or blanketed by the main sail but it was not there. It had been tied to a stainless steel luggage rack that we had constructed and bolted to the cabin top just forward of the dodger. The teak coaming that ran across the cabin top was broken off with a part of it in the cabin. It was probably that which had hit Jim and gashed him above his eye. The mainsail had been spilled out of the stack pack and was hanging down to the deck and possibly some of it over the lifelines and I could see that it was shredded in places. All these things had compiled in my mind and unbelievably I was ledgering the costs of the damage and what it would take to fix all of this. Never had I thought that at the end of our voyage we would have to rebuild our boat. Jim appeared at the companionway and said that the SSB radio was dead. The two VHF radios were on but since no one answered our MAYDAYS we weren’t positive they were sending out our messages. He was pretty sure, he said, that we weren’t taking on any more water. It had been almost two hours since the wave had tossed us now and we were both showing signs of hypothermia. Jim said my lips were turning blue and the blood caked on his face looked ghastly. I was doing o.k. with steering but every once in a while a bigger wave broke near me and we would begin to broach. I had to hold on to the wheel with everything I had to keep it stern to. I screamed now and then. I know this because my voice was getting hoarse. We were in very dangerous shape now, with no communications and no way to get a weather report. No one was answering our MAYDAY calls. The boat was seriously damaged and we had tons of water going back and forth in the cabin. Things that had been in the aft cabin, including our spare Aries windvane which was tied down beneath the aft cabin berth, had been propelled incredibly through the walkthrough and into the main cabin and had managed somehow not to hit me when I was still in the bunk. I wondered why I saw the carton of milk on the cabin sole, the contents of our refrigerator and freezer scattered about the boat. The refrigerator lid was heavy with a pull ring and it took a little doing to get it up in normal conditions. Jim assessed that we had been turned upside down. When the wave hit, he was wearing his SoSpenders but not tethered. Jim has great reflexes, thankfully, and said he had to hold on to the steering pedestal with all his might or he would have gone over. In retrospect we don’t think the tether would have helped seeing as how so many other things had been ripped off the boat. He described the enclosure as shredding and blowing off like newspaper in the wind. Later inspection showed that the pedestal had broken at the base. It was lucky we had steering at all at this point. When he lifted the chart table lid there was nothing in it now, except a lone can of tuna fish. Nothing was dry, the stove was broken and the water tanks were probably fouled through the vents. The engine itself may have worked but the starter motor was surely dead as it was now underwater. The engine wouldn’t have helped anyway, not unless we could get closer to shore and now we were getting farther away every minute. We had 4 electric bilge pumps, one was a large capacity pump. All 4 clogged with debris. The debris was from all the soft back books we had on board. The cheaper paper turned to mush with all the sloshing and went right through the screens into the pumps. There was no way we could operate the manual pump in these conditions and to get that much water out. While Jim was describing this to me, I kept looking over to where the liferaft had been. Then the reality of our situation seemed to be clear to both of us. I said, “I think we should activate the EPIRB” and he agreed. We had a 406 Mhz EPIRB and he went to get it out of its holder and brought it up to our binocular box on the cabin (the binoculars were gone) and set it in there and and pushed the button. We couldn’t be sure that anyone would be able to get to us or hear us. We had the EPIRB properly registered and overhauled with new batteries every few years as required. Originally we had our daughters on the contact list, but we got frustrated with trying to get them at times. It could be days before we ever heard back and that could happen while we were in distress. Jim had asked old buddies of his if they would be contacts. Ed was a HAM radio operator and Richard was a tugboat captain. Both of these guys were in almost daily contact with Jim through winlink and Jim would report our position to them and the sea conditions. We had set off the EPIRB around 0538. The coast guard immediately contacted Ed and Richard to verify that we were indeed in trouble and they reported back our position the evening before, our course, our destination and that we had reported rough conditions. Then they went into action. Almost 4 hours later, as I was at the wheel, I heard the Coast Guard call us on the old VHF radio in the aft cabin. I reached in to answer, “This is Kelaerin”, and immediately felt we just might survive this ordeal after all. They were coming from the Warrenton, Oregon base. They said they were 20 minutes away from us. I told them that incredibly the chart plotter was still functioning and I could give them our exact position, which I did. They informed me that when they arrived they would have only a few minutes with us and we needed to make the decision: they could give us a dewatering pump and we would be on our own or they could extract us from the vessel. I looked at Jim and asked, “which?” and he answered, “the dewatering pump”. Still at this point, I did not envision us leaving Kelaerin. The pilot radioed back that we had to think about that and have our possessions we wanted to take with us ready to go. Jim got back on the wheel for awhile while I changed clothes (a few things were still dry) and I went about the boat collecting hard drives, cameras, etc. This was much harder than I had anticipated. I could not get over all the stuff floating around inside the boat to get to the box where our passports and cash were. Jim’s wallet had been in the chart table and was just gone. My backpack which held my wallet was nowhere to be seen. Jim’s good Nikon camera was in a locker up forward with all kinds of stuff blocking the way. I got the hard drives, the go pro camera and the little Nikon Coolpix I used. Jim’s new LG phone was gone but mine had survived. I had a small dry bag and stuffed everything I could in there. Jim had gone up to get the cash but when he went into the cockpit he pulled it out of his pocket and the cash began flying in the wind out of his hands. I stuffed what was left into a small cooler. Then I went back to steering while Jim continued to try and get water out of the boat. The Coast Guard continued to call me asking me to count down so their RDF could locate us. For a while I wondered if they would find us in time, but eventually I saw them coming. They informed me that they would drop a swimmer in so I told them we would lower the stern ladder and Jim would stream a heavy line so the swimmer could grab it. I informed them that I was going bare poles at 4.6 knots at that time and there would be no way whatsoever I could turn around. I’m sure they already knew that. I asked if they would drop the swimmer on the port side of the boat as the mainsail was blocking my view off the starboard side. The helicopter dropped low, on the starboard side, and the swimmer jumped in but I could not see any of this, only the blades as they whipped around near me. I was not aware when he came aboard. I kept looking for him not realizing he had already boarded and was discussing the situation with Jim at the stern. I was waiting for the pump and then looked over to see the Coast Guard swimmer coming towards the cockpit and informing me that we were getting off the boat. “No,” I said. “We are staying on the boat, we just need the pump.” Then Jim was behind him and said, “Joy, we are getting off.” I was incredulous. It was beyond comprehension that we would ever leave the boat. I still felt that, although, we were in serious trouble here, that we could save Kelaerin. How could we possibly leave her, after nearly 70,000 miles of cruising and 27 years together with only 150 miles to go? Jim had always said he wouldn’t abandon the boat unless he had to step up into a liferaft. So when he confirmed the Coast Guardsman’s declaration, with all his experience at sea, I knew finally that this battle was over. The sea had won. Then everything went at hyperspeed. The Coast Guard swimmer said I had just a minute to go and gather my things. This is when good sense left and stupid crazy set in. Since we had not planned to leave the boat, I was not prepared well at all. I ran down below, threw out the computer, my “pink book” with all our personal and important info in it, my dry bag, and the red cooler into the cockpit. The CG had taken over the wheel and he kept telling me to be quick, “Go, go, go” he said. I ran back to the aft cabin (this was when nonsense set in for a bit) to retrieve some jewelry. Later I couldn’t believe I had done that as it had taken precious time when I could have better secured the more important items. I threw out my forearm crutch which I needed to walk and he was now telling me there was no more time and I had to get back to the stern of the boat. I asked, “what about my computer and the red cooler?” and he said he would get it and urged me back. Jim grabbed the red cooler and threw it towards the stern and it lodged out of my reach. I again said, “I need my computer and the red cooler” and the CG swimmer said, again it was OK. He told us to inflate our sospenders and jump. What!!!!! Of course this was the only thing to do, but I hesitated for a second and looked at the giant wave coming at us and said, “I’m not jumping in that” and he said GO NOW, Jim said JUMP and I was in the water. Jim later said he had never seen me swimming so fast. I just wanted to get to that basket being lowered before a wave tumbled me under and I might possibly never come back up. Getting into the basket was easy, I just rolled in and moments later I was in the helicopter. The basket lowered again for Jim and he was helped out into the helicopter. Then the swimmer came up and I was hoping that I would see the computer and the red cooler but, of course, it wasn’t there. I knew it wouldn’t be there. The doors were closed and we started to fly away. I had to restrain myself from shouting that I wanted to go back. The hardest moment of both Jim’s and my lives were when we could see Kelaerin through the window and we both realized she was probably lost forever, that somehow we had failed her when she had been so good to us for so many years. The ride back was over an hour long. The pilots made conversation with us through miked up helmets they provided. We all introduced ourselves. I was just amazed at how professional and highly trained these guys were. The swimmer had to grab the line behind the boat and pull himself into the ladder as we were going nearly 5 knots, which he did in just seconds. His job was to get us off the boat in short order once Jim had made the decision to leave Kelaerin. He was not cruel or impersonal when ordering me to get going. All through that I realized he had a job to do and could not brook any nonsense from me. He was completely in charge and trained to handle this situation. They must come up against some serious stubbornness when trying to get people off boats and they know how to handle it. When we were about to land Jim heard the pilot tell ground control that they were landing off base at an alternate site near Astoria as they were down to one minute of fuel. ONE MINUTE!!! They had been at the far extension of their range when they had reached us 180 miles out to sea and no time to spare. When we disembarked the copter, I hugged all four Coasties, Jim shook their hands. The pilots came around with smiles on their faces….a job well done, a successful rescue. Then they told me that I was pretty cool on the radio and it helped them a lot. Thank God, I did something right. The EMTs were waiting for us and now I realized we were without any ID whatsoever, we were soaking wet and shivering, no shoes for me and I didn’t have my forearm crutch so I had to be supported across the tarmac to the ambulance. My small dry bag which held my phone and the camera filled with water as I swam to the basket. Incredibly the phone still worked and I was able to call our girls. Our daughter, Kelly, lived in Portland so she dropped everything and came to Astoria to pick us up. Our oldest daughter, Erin, was visiting friends in Missoula and immediately booked a flight to Portland. They took excellent care of us, even buying us some clothes and Erin helped us get back online by buying a computer for us until our credit cards came within a couple of days. I share this story in the hopes it helps anyone else for preparation or even the realization that just anything can happen during a passage. Our biggest mistake that we could have avoided was not putting all our important personal items in a ditch bag. The lifesaving ditch bag had been on a shelf with the handle facing outwards so that we could grab it, but it was of no use if we had to jump in the ocean from a sinking boat and no liferaft. In any case, it wasn’t there after we flipped over and I have no idea as to where it went. I’ll be kicking myself forever for not having the IDs, passports, cash, hard drives and even the little bits of jewelry in a bag ready to go. As for everything else, it is an unimaginable loss. My pictures that we’ve taken over the years were on a hard drive. I had thought about putting them up on the cloud, but didn’t. All our logs were on hard drives, print and computers, but they could not be retrieved in time. I had my collection of courtesy flags and small coins, that were of no value to anyone else but me, in a bag under a setee seat. My assortment of boat cards from the many friends we have made while cruising is gone. We will have to rely on memory now for most of the last 17 years of cruising and that, at 70, is going to be quite a challenge. I’ll have to get on it soon.” ___________________ Here is the text of the USCG Press Release: Coast Guard rescues 2 off of sailing vessel 180 miles west of Grays Harbor, Wash. WARRENTON, Ore. — The Coast Guard rescued a husband and wife off a sailing vessel 180 miles off the coast of Grays Harbor, Washington, Saturday morning. An MH-60 Jayhawk helicopter aircrew, from Sector Columbia River, tracked the sailing vessel’s electronic position indicating radio beacon and safely hoisted the couple before transporting them to the sector’s base in Warrenton. The Coast Guard District 13 Command Center in Seattle received an EPIRB alert at 5:46 a.m. from the 46-foot sailing vessel Kelaerin. The sailors were reportedly transiting between Hawaii and Bellingham, Washington, when they ran into rough weather and seas. The helicopter aircrew and a crew aboard a C-27 Spartan aircraft from Air Station Sacramento were launched to assist. The helicopter crew arrived on scene at 9:33 a.m. and lowered a rescue swimmer to assess the situation. The sailing vessel wasn’t actively taking on water but seawater had washed aboard. The aircrew conducted the hoist at the request of the vessel owners because of health concerns. ________________ Here is a link to the USCG video from their helicopter https://cdn.dvidshub.net/…/DOD_105750002/DOD_105750002-1024… ________________ To ALL Sailors: I have asked Joy (the boat owner who wrote about her rescue) for a way for us to send her our good wishes. I am sure the comments and feelings of fellow sailors would be some comfort to her and her husband now, so if you feel like it, post something below, as she may later see it. In the meantime, I just want Joy and Jim to know that our compassion for fellow sailors is here for them, and that their story is being shared to help others prepare and be aware of what can happen. I think Joy would be happy to know that others value reading her experience and can learn from it, so if you appreciate her writing and sharing it, post a comment to her below. ________________ Want to share this post? Here is a link to the same content (post) I posted to my own page so people could share it from there. Some FB sailing groups do not have a share button on their pages. Mine does and is public access. I encourage sharing this story, so others can: 1. Learn from this tragic loss of a boat 2. Be prepared for ocean passages 3. Give some good will support comments for the writer of the account (Joy and Jim are the owners of the boat).
  5. Canal Bottom

    Delivery vs Shipping between UK and East Coast US

    Sell the old boat and buy a better one where you want a boat. If you have someone sail it? The "new" five year young sails will be new when you get the boat to wherever. Total cost of the trip all in. Likely more than the value of the boat with "new" five year old sails.
  6. Canal Bottom

    Annapolis - Powerboat on Sailboat Crime

    The powerboat did not see the sailing vessels. The sailing vessels certainly at least heard the approaching powerboat. The sailing vessel had little chance to avoid. Like a kid or woman looking down and texting emojis. The powerboat person in command is hopelessly trying to come up with a story outside of "I fucked up.... "
  7. Canal Bottom

    Tanker hits Destoyer, how is this possible?

    Who was on the bridge? How much bridge watch time did each of them have with any level of responsibility. When it comes to actual standing watches on the bridge at sea the navy is well below the merchant guys in time on the bridge making decisions. Add newly politically imposed females and gays to the mix and level of distraction.... The Navy and sea duty is no place for outside political social agendas. Nothing can replace "time in the boat".... or in this case time on the bridge making decisions.
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    Tanker hits Destoyer, how is this possible?

    That must have been a committee of Hillary, Obama, and Pelosi advisors who determined "There is no way a large vessel could get close enough". Same people recommended the paint and coatings program...
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    Tanker hits Destoyer, how is this possible?

    Turns out the hole is 12 x 17 below the waterline with deep concerns on how to distribute the loads as the ship is drydocked. Ammo offload is done. Defueling and dewatering continue with hopes for a patch before the ship is drydocked and burdened with the loads that come with a blocked ship on the hard. The keel appears intacked with at least some twist in the hull and superstructure. The Fitz will not be out of the water before the 8th or 9th. Some of the crew has returned.
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    Tanker hits Destoyer, how is this possible?

    No one can refuse a lawful order or mutiny the ship because they were scared. Anyone with a legitimate doubt or concern or even believing an order of the skipper is not being obeyed can call and request the presence of the Captain or any other senior officer to the bridge. They will show up and sort the matter out. When in doubt report what you see. "Captain requested to the bridge vessel within xyz yards."
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    Tanker hits Destoyer, how is this possible?

    That is why the Navy always has an Officer of The Deck, dedicated helmsmen, dedicated visual lookouts plus more to see to the safe navigation of the boat. The Officer of the Deck always has the ability and duty to summon the Skipper to the bridge at the first hint of doubt. "I was busy and distracted elsewhere" will be guilt and proof of dereliction of duty.
  12. Canal Bottom

    Tanker hits Destoyer, how is this possible?

    Or they shifted or moved some other weights, weapons, fuels and fluids from the beast.
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    Tanker hits Destoyer, how is this possible?

    Facts and capability may matter. But, there will be a major lobbying , sales, and even local congressmen getting into the push and pull to see who gets that repair and "upgrade" work. The Navy is on the record trying to find another ship to base in Japan to replace the Fitz. That would allow the Fritz to be fixed anywhere and based elsewhere when the project is done. A complete change of crew also fits with that option.
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    Tanker hits Destoyer, how is this possible?

    Every Navy ship has an Executive Officer XO serving as number two. The XO is fully qualified to run the ship and does on most days. The XO is there as a redundant backup Captain waiting his turn in line for his next or first sea command. When the Captain of the Fitz was hurt the XO took over and got the boat back to the dock and remains in command of the crew.
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    Tanker hits Destoyer, how is this possible?

    The Fitzgerald is tentatively scheduled to enter dry dock between July 6-8 where it will receive a full damage assessment before being sent stateside for full repairs, Swift said. The assessment will determine if the ship is able to travel under its own power or will need to be towed. The Fitzgerald is still flooded in some sections, including two berthing compartments, and has areas without power, said Swift, who added that damage below the waterline has still not been fully assessed.
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    Tanker hits Destoyer, how is this possible?

    Save money which is everything in the shipping industry this year. Ship owners are scrapping ten year old ships to save money and harvest the cash in the steel. The Crystal Captain claimed in writing they had "confusion" on the bridge. I take that to mean they team on the bridge or even the engine room were not positive in the ability to reduce revs. Maybe the switchover was started before collision and before the last watch change. Once the process starts the fuel must be changed slowly at a controlled rate. That can be one hour or on the more conservative boats more than 48 hours. With all bells a possibility. Confusion should have meant "stop this boat".
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    Tanker hits Destoyer, how is this possible?

    Look this up... how many days of total sea time did the Navy Captain sleeping in his bunk have? The current reality of our Navy is very little sea time and very, very short periods of time in grade before they person moves onto another duty to master. Buried somewhere in the final report will show junior officers on deck with very little combined sea time. Remember the old adage... "time in the boat".... then "head out of the boat"....
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    Tanker hits Destoyer, how is this possible?

    Sorry but it is way more complicated than that. With modern fuels 'hot" is know a very, very large and dangerous range..... Just the middle of night crew muster could be 15 minutes followed by another 15 minutes to send someone forward to look around. We have no idea on the limits and staff skills in the engine room at the time to "change bells". Ships switching from burning heavy fuel oil to low sulfur distillate fuel (0.1% S) prior entering a region with emission restrictions are required to deal with a huge temperature gradient in fuels added to the engine because heavy fuel oil must be heated before delivery to the engines and distillate is unheated. The main problem is thermal shock, which is exacerbated by very short changeover times. Switching fuels has to be done very carefully as a result of this temperature difference. For example, when switching from HFO to MGO (0.1% S), the temperature of the fuel entering the engine is reduced from a minimum of 95°C to 40°C. In practice, the engine load may be reduced to 25% - 40% of normal operating conditions and safe fuel switching should occur gradually over a 40 – 60 minute time period. As the fuel system is changed from HFO to low sulfur distillate, the cooler fuel must be introduced gradually so that the system temperature is lowered only about 20°C per minute to prevent thermal shock. Blended fuels with very different flash points result in irregular heat release upon combustion and fuel of an improper temperature leads to low ignition quality, causing degraded liner and piston ring condition. The fuel switching is to be carried out by trained, competent crew members while the vessel is in a safe location, i.e., away from traffic zones and channels. Adequate notice must be provided to bridge personnel and the vessel should be under maneuvering alert conditions, so that, should a blackout or power fluctuation occur, the ship’s location, momentum, control and maneuverability will not adversely affect the safety of the ship.
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    Tanker hits Destoyer, how is this possible?

    The navy always has a group of people on the bridge. If the Fritz was hit with any lights that story will come out. The container bridge was 800 feet from contact points. In the dark they may not have known what they hit.
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    Tanker hits Destoyer, how is this possible?

    The Captain of the container ship has claimed in written reports he saw the USS Fitzgerald a full ten minutes before contact and was full starboard rudder at contact. The captain claims confusion on the bridge post contact.
  21. Canal Bottom

    Tanker hits Destoyer, how is this possible?

    The CIC tracks, plots, and constantly reports everything outside of the ship. (6) Determines and reports contact's closest point of approach (CPA) and changes in relative movement. (7) Reports when a risk of collision exists between any contact and when any surface contact is dangerously close with decreasing range to the ship.
  22. Canal Bottom

    Tanker hits Destoyer, how is this possible?

    Neither boat saw the other. No horns, no radio screaming. The Navy Skipper stayed asleep in his bunk all the way to the collision. Both ships failed to maintain any lookout and slammed into one another in the dark. The Navy even scrambled to weapons and general quarters thinking they were under attack. They literally had no idea what hit them. At the first horn or second of an issue on a Navy ship the skipper is on the bridge in whatever he or she is wearing on not. The skipper in the cabin tells the story.
  23. Canal Bottom

    IOR Mystery boat

    Looks like a bastardized one way off built in asia on the cheap to me...... Is it just me or the picture? The keel looks on the small side for a boat above 40 feet? How much does a builder save if he leaves out a 1,000 lbs of lead?
  24. Canal Bottom

    Containers at sea

    So for containers lost in international waters, who exactly is the authority that polices this ... ? Yes, that's a key problem. Sounds like the new Wreck Removal Program (is that why there was so much attention to the Vestas cleanup?) gives power to the governments whose shores are affected. In International waters, economic interests rule: the insurance of carriers and their customers who want compensation for the loss of valuable cargo. Just curious: why wouldn't a ship that loses a container drop an Argos beacon? http://www.argos-system.org/argos/why-choose-argos/ I assume they have MOB procedures that could be adapted for "Container Overboard" situations. on a related question, since the Argos system is already in place tracking 8000 animals, can ships / yachts access Argos "whale position reports"? What would that accomplish? The beacon would never stay with the container(s). In many cases the containers are lost in a storm and the crew is not immediately aware they have even lost some of the cargo overboard. The media and a few here on SA are trying to make a problem where none exists. Millions of boxes are loaded and ship each month. Only a small handful are ever lost overboard.
  25. Canal Bottom

    Containers at sea

    The majority of the containers that end up in the sea are part of a catastrophic marine event where the ship is lost due to something other than the containers simply falling into the sea when the boat rolls. Others lost are the result of weights mislabeled leading to the crushing of the containers below or even the simple structural failure of the container near the bottom of the stack rendering the entire stack or load unstable on the next and subsequent rolls. The Rena on the reef...