Oh and thanks Aus and RTM for confirming the RAI illumination would be supplied by the 24v circuit
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thanks - and right back at ya Captain.
Seems my record remains intact and the Houston Pilots remain unbeaten.
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Are you talking about a stalled-out rudder? This is most definitely a thing with some racing sailboats with high aspect rudders and high performance foils. The cure for lack of rudder response is to either speed up or REDUCE the rudder angle. I would be more than a little surprised at the Dali behaving in this fashion, but I could be wrong. The rudder design just doesnāt look like that to me.
All kinds of vessels lose a lot of slow speed rudder effectiveness if the engine quits, this is just physics 101, less water flow is less force.
Why didnāt it happen before, with the number of large ships passing this bridge every year?
Well, the answer may be in Spoās post #98; sh*t happen
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That particular statement applies to this ship and itās flawed engineering design.
Safety is about redundancy and in this particular caseā¦ā¦there was none.
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The Swiss Cheese Model of Safety:
Every layer of safety, regulation, design, redundancy, human factors, and so on has some holes in it like Swiss cheese. Every now and then the holes line up. In this case they had a few holes lined up before they ever left the dock.
Long ago Baltimore did require tug escort past the bridge, that was ended because of cost complaints IIRC.
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So true. Hope this is a lesson learnt for all shipping companies and operating crews to make changes to their SOPs.
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It would be an interesting calculation to determine how many tug escorts you would get out of this massive forthcoming litigation.
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Yes you are wrong.
A large ship behaves nothing like a yacht the same as a 747 behaves nothing like a Cessna 150.
I have told you this before but you donāt seem to listen.
Yes the principals are the same but the reality is somewhat different.
Caveat
I have only ever flown a 747 on a simulator. It was a pretty good one though not Microsoft.
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Then you actually talk some sense.
Methinks you have been watching Hoover or Minetaur.
Aus has been banging a particular drum since this all first kicked off.
A lot of us , myself included, have been off on a tangent.
Swiss cheese, my arse.
Keep tugs until you have passed under the F########g bridge.
Hard to see cheese holes in a decent tug
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Praise Jesus!
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Praise Ausmariner
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When I was a Cadet struggling with Stability my lecturer used to say.
" Simple things for Simple Sailors"
I think the more modern term is KISS
Keep It Simple Stupid.
The longer we keep people manning the mooring areas of a vessel and insist that this includes a responsible officer the more the limitation of hours becomes more difficult to enforce.
The Dali released the 3/0 and CO as soon as possible and to be fair she was embarking on an ocean voyage. Consider a ship whose next port is Charleston.
You donāt need a responsible officer standing by waiting to release a tug. There are jobs where I keep tugs for over 2 hours. I tell the captain Iāll give him 15 minute notice and weāll only do one at a time. We also require a man forward for at least 4 hours.
In this case the tugs would have been what, another 30 minutes?
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Some bridges are much further away from the berth. We had a court case where a master was charged with manslaughter because of an accident with a tug fast to a vessel and a rating not an officer was present.
I donāt know that itās required by any regulatory body to have an officer and a rating sitting around watching an eye on a bit. If you know of one, please pass it along.
Well said New3M.
All the tug companies I know of will change for that extra 30 mins so no bother to them.
So who is actually saving money
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