Why No Tugs Follow- Up (Pt.2)
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- Опубліковано 28 бер 2024
- I think many of you may have missed what I was trying to say.
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Everyone on the internet instantly evolved from a public policy expert into a maritime engineering expert in half a picosecond. Ignore the fools, you're an expert and a gem in your field. I appreciate you.
Thank you, Tim, for adding common sense and real-life experience to the idiocy of the world🥰
Hi Captain Tim!
If the Dali were going at 2 knots it would still have knocked the bridge down. It’s physics. CUOTO
People do not realize the physics behind the mass of the ship, the speed and the length of area it needs to stop!
You sir are a rare gem. Thanks to your Tug Company for letting you make these videos to educate the public. Many maritime organizations tell their employees not to say anything.
I dealt with an oil tanker at the power station in Sandwich Mass on the Cape Cod canal. The ship was trying to get underway with a stiff wind blowing directly onto the dock. (2) 3500HP tugs at full throttle could not pull the ship off of the dock. The physics at play are simply beyond belief.
My dad was not a tugboat captain or crew member, but he was an Merchant Navy engineer and he said the most risky time for a ship , much like an airliner, it at the start and end of a voyage when they are running slow and when there is a lot of activity.Tugboats reduce risk at these crucial points, as do Pilots and navigation technologies, but they don’t remove risk. A major failure in something like propulsion or steering for example during these high risk times is always going to lead to a major problem. Thanks for your excellent channel information, presented straight-forwardly and with knowledge and no BS! Liked and subscribed.
I grew up in the Netherlands and they have a saying: 'the best helmsmen are on shore'. Every lock in every canal has its fair share of would-be captains sitting on benches commenting on the skills of the skippers that are coming through.
Just checked Wikipedia, MV Dali is actually 50% heavier than a carrier.
Every accident of this magnitude is a “perfect storm of events” because if it wasn’t a perfect storm then the accident wouldn’t have happened.
It’s wild how many people think a single tug, or even 3, could have magically stopped that behemoth in under two minutes
I thought you explained things nicely the first time.
Tim, you were very clear the first time. I live in the SF Bay area, and they enhanced the protection around area bridges after an incident in the bay. Escort tugs are required in the bay for some traffic, but they only escort to facilitate response to emergency. What I find is that the design of the protection of the bridge was not update as the ships were made larger, but it may not have mattered.
If you know about tractor tugs, a heavy tug, designed for escort, would not have been used to "slow the ship down", it would have been put out to starboard indirect, acting as a rudder to turn the ship to port. This would have been very effective, admittedly difficult for the tug at 8 knots, but would have at the very least, kept the ship on her original course and prevented her drift to starboard, thereby avoiding the collision with the bridge.
"Why didn't the train just stop before hitting that car stuck on the tracks?"
My two cents. I'm a retired Chief Engineer with 45 years as a sailing engineer in the maritime industry. From the time the ship left the dock to the time it had passed the bridge there should have been (at least) two adequately sized tugs to assist the ship. The ship should haven been traveling at the slowest speed possible so that both the tugs and the bow and stern thrusters would have been effective. After passing the bridge then the tugs stand by until needed. If there is an operating mishap then the Captain decides if the ship needs to return. It takes longer to do it this way and it all costs more. There's an old saying that if you think safety is expensive, try an accident.
Tim, you hit the nail on the head the first time, and this follow-up just ices the cake. CUOTO, Ed
Tim -
Tim ... I completely agree with what your saying. I work up in Alaska on one of the most powerful escort tugs in the world (Nearly 14,000 HP) We escort Super Tankers out of the Port of Valdez that are 1000 feet long and draft up to 50 feet at nearly if not more tonnage than the Dali. We routinely practice bringing these ships to a stop during drills at 6 knots and it takes every bit of our 14,000 HP to do it.