It will be interesting to see where it goes in Norfolk for repairs, especially if it will require drydocking. Only 2 commercial shipyards in the harbor have dry docks big enough for it (BAE’s Titan (which may not even be big enough) and Newport News graving dock) and both have done nothing but pure govt work for years now.
Pretty sure NNSB has a carrier under construction in their graving dock, so I’d imagine thats out of the picture. Philly could be a contender in the old Navy yard where Aker is now, both of those docks are plenty large but I believe at least 1 is full with the next training ship being built.
My money is that the ship ends up on the end of a wire down to Freeport in the Bahamas for permanent repairs.
From the pictures of her after being freed seams to confirm that the damages are above waterline and fwrd. of the collision bulkhead.
Aside from steel damages, the mooring and anchoring equipment appears to be the main casualties.
She should thus be able to be towed anywhere for permanent repair, (Possibly after some afloat repairs to obtain seaworthiness certificate from Class and towage approval from MWS)
PS> The bow thruster compartment may have been flooded(??), but that should not affect seaworthiness for tow, however.
We cannot be sure if there is no damage below the WL. The moment before she hits the bridge as we see in the video, it does seem to move sharply to the left. I was speculating it might have been the BT. But very possible the pylon below the WL is much wider (somewhat similar to the iceberg analogy) and the lower stbd side possibly the bulbous bow might have contacted and is damaged. Not saying it would require a DD repair to proceed overseas under tow or accompanied by a tug.
Why would those in Jones act trade not look at what is economically advantageous? Are they in the shipping business for fun or something?
I think Capt Bugge was probably thinking of the Customs duty (50%) on repairs when the vessel enters US waters after repairs in a foreign yard. So transit cost to and fro and the overall number of days would need to considered for repairs domestic or foreign.
… so looking at what is most economically advantageous right?
100% correct. For sure not in the business for fun …
Wow! Just looked into this incident … what a disaster! Very sad.
I was think of the fact that for vessels operating in the Jones Act the place of build is more important than costs. If the vessel is used in international trade that is NOT a consideration.
Besides,the cost of replacement of a JA vessel is vastly different from that of a vessel under foreign flag.
That is also a consideration that is different for US flag vessels, whether JA compliant or not, and do not apply to other vessels.
(Transit costs and time is always a consideration when choosing repair yard)
NNSB has more than one graving / dry-dock that can accommodate very large ships. Not sure which ones are occupied at present.