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OUCH!
Big ferry smashes into marina in BC.....GIF at 11.
http://news.yahoo.com/news?tmpl=stor...r_on_na/ferry_ aground -- Larry You know you've had a rough night when you wake up and you're outlined in chalk. |
On Fri, 01 Jul 2005 07:18:19 -0400, Larry W4CSC wrote:
Big ferry smashes into marina in BC.....GIF at 11. http://news.yahoo.com/news?tmpl=stor...r_on_na/ferry_ aground Yep, CBC (radio) carried extensive reports. I'm wondering how many of the wrecked boats will suddenly have new radar, paint jobs, etc. when it come time to file claims. As bad as it was, the skipper did the right thing in my view. If he had run into the ferry landing, a whole bunch of cars would have mashed up to the front, possibly killing a few people....but maybe not...the speed at impact hasn't been reported to my knowledge, which should have pretty slow. Norm B |
engsol wrote in
: As bad as it was, the skipper did the right thing in my view. If he had run into the ferry landing, a whole bunch of cars would have mashed up to the front, possibly killing a few people....but maybe not...the speed at impact hasn't been reported to my knowledge, which should have pretty slow. Norm B If the crew's labour union can convince the government it was the trouble with the clutches the union engineers had reported before, heads might roll and cost the company big money.... -- Larry You know you've had a rough night when you wake up and you're outlined in chalk. |
On Fri, 01 Jul 2005 10:28:48 -0700, engsol wrote:
On Fri, 01 Jul 2005 07:18:19 -0400, Larry W4CSC wrote: Big ferry smashes into marina in BC.....GIF at 11. http://news.yahoo.com/news?tmpl=stor...r_on_na/ferry_ aground Yep, CBC (radio) carried extensive reports. I'm wondering how many of the wrecked boats will suddenly have new radar, paint jobs, etc. when it come time to file claims. As bad as it was, the skipper did the right thing in my view. If he had run into the ferry landing, a whole bunch of cars would have mashed up to the front, possibly killing a few people....but maybe not...the speed at impact hasn't been reported to my knowledge, which should have pretty slow. Norm B Standard practice is to drop anchors |
On Fri, 01 Jul 2005 23:37:13 -0400, Larry W4CSC
wrote: engsol wrote in : As bad as it was, the skipper did the right thing in my view. If he had run into the ferry landing, a whole bunch of cars would have mashed up to the front, possibly killing a few people....but maybe not...the speed at impact hasn't been reported to my knowledge, which should have pretty slow. Norm B If the crew's labour union can convince the government it was the trouble with the clutches the union engineers had reported before, heads might roll and cost the company big money.... Apparently the thing went through a refit a few weeks ago, so yes, someone's testicles will serve some anvil time, I suspect. |
On Sat, 02 Jul 2005 21:31:21 -0400, Anchor wrote:
On Fri, 01 Jul 2005 10:28:48 -0700, engsol wrote: On Fri, 01 Jul 2005 07:18:19 -0400, Larry W4CSC wrote: Big ferry smashes into marina in BC.....GIF at 11. http://news.yahoo.com/news?tmpl=stor...r_on_na/ferry_ aground Yep, CBC (radio) carried extensive reports. I'm wondering how many of the wrecked boats will suddenly have new radar, paint jobs, etc. when it come time to file claims. As bad as it was, the skipper did the right thing in my view. If he had run into the ferry landing, a whole bunch of cars would have mashed up to the front, possibly killing a few people....but maybe not...the speed at impact hasn't been reported to my knowledge, which should have pretty slow. Norm B Standard practice is to drop anchors ERK! Ya know, I've never thought to look for anchors on a ferry. I wonder if they have any, and if so, where they are. They aren't obvious to the casual observer. Even if the skipper had let the anchor(s) go, I'm wondering how long it would take to bring a 500 foot ship to a halt? Norm B |
engsol wrote:
ERK! Ya know, I've never thought to look for anchors on a ferry. I wonder if they have any, and if so, where they are. They aren't obvious to the casual observer. Even if the skipper had let the anchor(s) go, I'm wondering how long it would take to bring a 500 foot ship to a halt? Dropping the anchors from a large vessel is not without its own risks...as illustrated by a story--allegedly true, but I won't swear to it--a friend sent me years ago: DONT PANIC- - -WRITE A REPORT! The following report, from a ship's master is reproduced by kind permission of the anonymous author who appears to be gifted with remarkable sang froid. .................................................. .................... It is with regret and haste that I write this letter to you; regret that such a small misunderstanding could lead to the following circumstances, and haste in order that you get this report before you form your own pre-conceived opinions from reports in the world press, for I am sure that they will tend to overdramatise the affair. We had just picked up the pilot and the apprentice had returned from changing the "G" flag for the "H" and, it being his first trip, he was having difficulty in rolling the "G" flag up. I therefore proceeded to show him how. Coming to the last part I told him to "let go!" The lad, although willing, is not too bright, necessitating my having to repeat the order in a sharper tone. At this moment the Chief Officer appeared from the chart room, having been plotting the vessel's progress, and, thinking that it was the anchors that were being referred to, repeated the "let go" order to the Third Officer on the forecastle. The port anchor, having been cleared away but not walked out, was promptly let go! The effect of letting the anchor drop from the" pipe" while the vessel was proceeding at full harbour speed, proved too much for the windlass brake and the entire length of the port cable was pulled out "by the roots." I fear that the damage to the chain locker may be extensive. The braking effect of the port anchor naturally caused the vessel to sheer in that direction, right towards the swing bridge that spans a tributary to the river, up which we were proceeding. The operator of the swing bridge, showed great presence of mind by opening the bridge for my ship. Unfortunately he did not stop the vehicular traffic first, the result being that the bridge partly opened and deposited a Volkswagon, two cyclists and a livestock truck on the foredeck. My ship's company are at present rounding up the contents of the latter, which from the noise I would say are pigs. In his efforts to stop the progress of the vessel, the Third Officer dropped the starboard anchor, too late to be of practical use, for it fell on the swing bridge operator's control cabin. After the port anchor was let go and the vessel started to sheer, I gave a double ring "Full Astern" on the engine room telegraph and personally rang the Engine Room to order maximum astern revolutions. I was informed that the sea temperature was 53 degrees and asked if there was a film tonight. My reply would not add constructively to this report. Up to now I have confined my report to the activities at the forward end of the vessel. Down aft they were having their own problems. At the moment the port anchor was let go, the second officer was supervising the making fast of the after tug and was lowering the ship's towing spring down on to the tug. The sudden braking effect on the port anchor caused the tug to "run in under" the stern of my vessel, just at the moment when the propeller was answering my double ring to "Full astern." The prompt action of the second officer in securing the inboard end of the towing spring delayed the sinking of the tug by some minutes, thereby allowing the safe abandoning of that vessel. It is strange, but at that very same moment of letting go the port anchor, there was a power cut ashore. The fact that we were passing over a "cable area " at the time might suggest that we touched something on the bottom of the river bed. It is perhaps lucky that the high tension cables brought down by the foremast were not live, possibly being replaced by the underwater cable, but owing to the shore blackout, it is impossible to say where the pylon fell. It never fails to amaze me, the actions of foreigners during moments of minor crisis. The pilot, for instance, is at the moment huddled in the corner, having consumed a bottle of gin in a time worthy of inclusion in The Guiness Book of Records. The tug captain on the other hand reacted violently, and had to be forcibly restrained by the steward, who has him handcuffed in the ship's hospital, where he is now, telling me to do impossible things with my ship and crew. I enclose the names and addresses of the drivers and insurance companies of the vehicles on my foredeck, which the third officer collected after his somewhat hurried evacuation of the forecastle. These particulars will enable you to claim for the damage that they did to the railings of the No 1 hold. I am closing this preliminary report, as I am finding it difficult to concentrate with the sound of police sirens and flashing lights. It is sad to think, that had the apprentice realised that there is no need to fly pilot flags after dark, none of this would have happened. For weekly Accountability Report I will assign the following Casualty Numbers.... T17501010 to T 1750199 inclusive. Yours truly, (name withheld) MASTER. -- Peggie ---------- Peggie Hall Specializing in marine sanitation since 1987 Author "Get Rid of Boat Odors - A Guide To Marine Sanitation Systems and Other Sources of Aggravation and Odor" http://www.seaworthy.com/store/custo...0&cat=6&page=1 http://shop.sailboatowners.com/detai...=400&group=327 |
This is not an account but an old joke from long ago, Peggy. :-) I
first read it around 1966. |
Please consider that unless you happen to encounter its captain or
superintendent in a bar after he is retired and too drunk to be prudent, then like nearly every other signifcant marine disaster which is investigated and/or adjudicated by a number of regulatory bodies and authorities, you will never know the full or true story and cause(s). Even, and especially, if you read every report and finding by all of them. |
engsol wrote in
: Even if the skipper had let the anchor(s) go, I'm wondering how long it would take to bring a 500 foot ship to a halt? My friend Larry, master of SeaLand "Performance", a 950 ft containership with a 38,800hp 7-cyl single diesel turning one screw directly at redline around 110 RPM claims he can stop "Perfomance" in "Oh, around two and a half miles, give or take some." He also says they can turn it around in under 2 miles!...Without a tug! You think you got trouble in the current at your marina, imagine being 950' long, loaded to the bridge windows with containers all the way to the bow, in a 30 knot crosswind and ONE SCREW....well, and a "few thrusters" that are the size of your house...Don't tie up where it says not to... To back down, you simply stop the engine, hit the airstart into "Astern" and hope she cranks the 2-cycle diesel backwards......in time. I didn't see any glow plug preheaters looking at the top of it, but the heavy oil it runs on passes through the exhaust stack to melt it, before they send it to injectors I couldn't pick up. I wanted to crank it while we were standing there, but he said it would just rip the piers away from the peninsula so we'd better not... It doesn't have a "neutral"...no transmission, clutches, gears, just some huge bolts holding the bus-sized shaft to the flange on the back of the 3-story- high motor. I noted, too, their packing gland doesn't leak or drip like ours does. Wonder if that big nut around it is how you tighten it? Must take a big wrench! Some smartass put a single-lever Mercury outboard motor control on the side of the helm. Only burns 75 tons of oil a day at econocruise, 75 RPM. He said it makes a reassuring thumping sound when you're layin' in your rack tryin' to fall asleep....quite a few decks right above it. "Fill 'er up 'n check the oil, son. Here's my VISA card. You got 200 bbl of lube oil in that tanker?" What's hull speed on 950' with a 42' draft? Wonder what heavy oil is a gallon, now? Diesel for my truck is STILL $2.23/USGallon and isn't dropping this summer like it does when the Yankees quit heatin' their houses with it.....dammit. -- Larry We could see 7 simultaneous fireworks shows from the middle of Charleston Harbor aboard "Lionheart"....and 800 small power boats racing about drunk, some even with running lights! |
Peggie Hall wrote in
: For weekly Accountability Report One of the finest posts on this newsgroup in quite some time..... Thanks, Peggie....(c; -- Larry 3rd Mate - Engineering |
Today's Vancouver Sun has the following comment:
"a mechanical failure that shut down one of the two main engines on the Queen of Oak Bay disabled the four clutches and caused the reverse thrust propellers to stop" So it seems it was an engine failure, cause still unknown. These ferries have complete engine/rudder/steering systems at each end. You would think if the engine currently used to go forward shut down you could put the other engine in reverse and stop yourself. Why would ALL the clutches be disabled? As for anchoring, by the time you let out enough scope to stop a ferry this size moving at 3 knots you would be on the beach. Also, I think dropping an anchor would sacrifice steering control and may have made the situation worse. "Larry W4CSC" wrote in message ... engsol wrote in : As bad as it was, the skipper did the right thing in my view. If he had run into the ferry landing, a whole bunch of cars would have mashed up to the front, possibly killing a few people....but maybe not...the speed at impact hasn't been reported to my knowledge, which should have pretty slow. Norm B If the crew's labour union can convince the government it was the trouble with the clutches the union engineers had reported before, heads might roll and cost the company big money.... -- Larry You know you've had a rough night when you wake up and you're outlined in chalk. |
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