check the reply to… above…
I heard our own Jon on TV this morning! i clicked out of it right before the end so I don’t know if he got a plug in for G Captain or not?
I’d sure like to know why the board went black in the engine room, a fly buzzing on the touchscreen doesn’t quite cover it !!
yea, usually those checklists are all perfect and smell rosy!, I"ve had propulsion go off line at sea, we eventually found a small button in the bottom of one of the switch panels not flickering the same as the others and when pushed everything lit up. I think that only happened twice in 3 years. no ryme or reason, it was all eventually upgraded so we had ‘’ other’’ problems! hahahaha
Engineers are suppose to be ‘‘operators’’ but spend half our time fixing stuff but some of the new stuff requires a eet (electronic engineering tech) aboard which is usually a valuable commodity once in a while !
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At this point it is all guessing as we have seen many times when these things happen. Best to be patient and wait. The NTSB is good at their job, though unfortunately they have no law making ability I’ll be patient and await their findings. The only thing I will say is for many years I have said bridges need more protection from allisions . Perhaps this incident will encourage better protection but I’m not holding my breath.
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You know some large ships have CPP, right? Just because this ship didn’t doesn’t mean none do.
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With a ship this modern there will be an enormous amount of data available to be analysed by the authorities. Just for the record the ME is a slow speed 2 stroke MAN - B&W 9590ME direct drive . The electronic control and common rail fuel supply at 200 Bar would be monitoring engine revs that at 8.5 knots would be close to the critical revs of the engine. I am guessing here but turns would be about 60rpm.
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Given a rudder jammed right and not enough horsepower to just stop, forward turns you to starboard and reverse pulls the stern port and turns you starboard.
All I can see is hitting the bridge or hitting the bridge.
BTW, does the anchor drop from the bridge or did someone run all the way to the bow to do it?
Biggest decision you will ever make as a pilot.
Full ahead or full astern.
Had to make that decision only twice in 23 years.
Full ahead resulted in a non incident.
Full astern resulted in an incident report and s 6 figure damage Bill.
Will not second guess the pilot in charge as I was not there, having said that I don’t like the practice of having docking pilots and separate transit pilots
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That’s a bit simplistic analysis don’t you think? One deficiency 9 months ago for something related to gauges and you’re connecting it to this?
Look at the entirety of their record. 2 deficiencies EVER in about 8 years and 27 PSC inspections is pretty darn good. The last one was by the USCG in September AFTER the one you posted … clearly they must be at fault then for not preventing this accident???
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244 - absolutely - from what I have seen - that’s what it came down to, you have 3 seconds - full ahead, hard over and hope. Or full astern - let go an anchor and try to take as much momentum out of the allision as you can. But they did a wonderful job of understanding the situation and getting the traffic on the bridge stopped
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Fully agree Texas with the presence of mind to alert folks that a disaster was imminent. Seems to have prevented a much bigger disaster.
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I was not doing an analysis, it was just something I noticed and I guess my thought was that it could be related and that the more knowledgeable forum members would figure that out (or not). Actually, what I am primarily interested in was to see if there was discussion about if the vessel had an EPL or Governor because of EEDI/EEXI/CII and the EPL/Governor restricted the Pilots’ ability to avoid the allision.
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Is there any reason they may have waited to drop the anchor? They both should have been ready to let go, at first loss of power it would seem to me that if your instinct is to go full astern upon regaining of power you should’ve already had at least one, if not both anchors flying out the hawse.
Ehhh maybe not that close to the bridge? Maybe they were hoping to get enough juice to make it through.
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Yeah it’s a possibility
Yeah but I mean, if they thought they were gonna get some juice they woulda kicked it ahead, not astern once they got power back. I guess we don’t know FOR SURE that they gave it an astern bell, but based on what everyone is seeing it looks like it was astern.
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way in the area of guessing here. Firstly - if they lost the engine there - not nearly the issue that losing steering is. If they had rudder control - my assumption is you just keep steering until you get through the bridge. Call for tugs, and when you lose steerageway look for someplace soft to put the bow an dredge an anchor.
Now with the no rudder you have way less options. My guess is the order to let go the anchor came right after the full astern order - and prob a minute or 3 for it to go from pilot to captain to the bow, and for the mate on the bow to let the anchor go. Prob only one was at the waters edge, the other was prob cleared and ready. Next guess is that by the time they let the first one go the second one was moot.
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At less than 4 shiplenghths from the bridge doing 8.5 kts going ahead would have been my choice.
But yet again I was not there and had make that choice
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