Following the issue of " confussion " once again I would like to appreciate and recognise the hightened state of some particapants scrutiny applied to mine or other comments.
I do not mind as I do not claim to "know everything " or to “experience everything” or to be " attending the best training institutions in the whole world or be BEST trained & BEST everything " as some extremely patriotic dudes here claim ad noseam.
I may be totally wrong in interpreting events and do not mind criticism or dissenting opinions.
However it is not the first time I have noticed the said scrutiny is somewhat SELECTIVE and does not apply to all comments as it obviously should.
Here is an example ( one of many) of the opinion that should be challenged instead of silently tolerated and /or accepted.
QUOTE
As an investigator, critical questions would be:
a) Was the CPP actually tested ahead and astern before departure? and
b) Was the pitch cycled ahead and astern three times in the test?
This is why finding out if the captain cycled the propulsion from forward to astern before departure is key to the investigation as far as culpability, IMO. Preferably he would have cycled it three times as part of the test.
In hindsight if he had cycled the propulsion three times he or the chief would have noticed the valve had been closed.
A test of three cycles is a good way to go if you are maneuvering in a tight location, or with high winds, if there is no reason not to.
END QUOTE.
All foreign flag vsls on arriving USA are under extreme scrutiny of local PSC/USCG.
The throughness fo such scrutiny and local rules can only be compared with Australian.
There are number of guidelines the owners/operators/ masters MUST be familiar with in order to prepare for smooth arrival/stay/departure from USA offered by such entities like O’Brien, American P&I Club, shipping agents - to name a few and of course from the all powerfull CFR title 33 vol.1,2,3
Wonder why CFR does not require running all below tests 3 or may be 10 times!!! ???
According to the twisted logic of the quoted above author comments, one can conclude it could be beneficial for USA navigable waters/ports/facilities and safety of it’s citizens.
§ 164.25 Tests before entering or getting
underway.
(a) Except as provided in paragraphs
(b) and (c) of this section no person
may cause a vessel to enter into or get
underway on the navigable waters of
the United States unless no more than
12 hours before entering or getting underway,
the following equipment has
been tested:
(1) Primary and secondary steering
gear. The test procedure includes a visual
inspection of the steering gear and
its connecting linkage, and, where applicable,
the operation of the following:
(i) Each remote steering gear control
system.
(ii) Each steering position located on
the navigating bridge.
(iii) The main steering gear from the
alternative power supply, if installed.
(iv) Each rudder angle indicator in
relation to the actual position of the
rudder.
(v) Each remote steering gear control
system power failure alarm.
(vi) Each remote steering gear power
unit failure alarm.
(vii) The full movement of the rudder
to the required capabilities of the
steering gear.
(2) All internal vessel control communications
and vessel control alarms.
(3) Standby or emergency generator,
for as long as necessary to show proper
functioning, including steady state
temperature and pressure readings.
(4) Storage batteries for emergency
lighting and power systems in vessel
control and propulsion machinery
spaces.
(5) Main propulsion machinery, ahead
and astern.
(b) Vessels navigating on the Great
Lakes and their connecting and tributary
waters, having once completed the
test requirements of this subpart, are
considered to remain in compliance
until arriving at the next port of call
on the Great Lakes.
(c) Vessels entering the Great Lakes
from the St. Lawrence Seaway are considered
to be in compliance with this
sub-part if the required tests are conducted
preparatory to or during the
passage of the St. Lawrence Seaway or
within one hour of passing Wolfe Island.
(d) No vessel may enter, or be operated
on the navigable waters of the
United States unless the emergency
steering drill described below has been
conducted within 48 hours prior to
entry and logged in the vessel logbook,
It is highly unlikely that Armada con Admirante in command of this lovely ship were unaware of such requirements
let elone forgot to do it and make appropriate entries into log books.
In addition :
§ 164.35 Equipment: All vessels.
(4) For each vessel with a controllable
pitch propeller, a table of control
settings for a representative range of
speeds.
(m) If fitted with controllable pitch
propellers, an indicator readable from
the centerline conning position showing
the pitch and operational mode of
such propellers, except when operating
on the Great Lakes and their connecting
and tributary waters.
Have been visited by USCG on multiple occasions and I am wondering why they did not pay the visit for the purpose of inspecting the vsl compliance with littoral state regulations or if they did I am sure any defficiencies would be noted and recorded regarding for example " All internal vessel control communications" .Telphones, emcy telephones, public address systems , VHF/UHF is a 21st century basic standard.
On “investigator” issue below I think explains
QUOTE:
There are a number of personal and social attributes and skills required of an investigator that are beneficial during the investigation process including: integrity and IMPARTIALITY in the recording of facts; logic and perseverance in pursuing enquiries,…
It cannot be assumed that an experienced mariner will already have the necessary skills to make a good investigator.
…Proper identification of causal and contributory factors requires timely and methodical investigation, going far beyond the immediate evidence and looking for underlying conditions, which may be remote from the site of the marine casualty or incident.
It is these underlying conditions that may cause future marine casualties and marine incidents. Marine safety investigations should therefore be seen as a means of identifying not only immediate causal
factors but also failures that may be present in the whole chain of responsibility.
END QUOTE -SOURCE : MAIIF MANUAL. Further reading of chapter 4.1- Analisys is recommended.
The visibility issue and the choice of conning position will be tortured in my next.
Cheers.
)
