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Popular Mechanics updates us on the the World’s Fastest Ship, or at least the vessel currently holding the transatlantic speed record the mighty SS United States. They write:

Though I didn’t know it then, at age 4, that wake, sharp and narrow, was a clue to what made the SS United States one of the greatest—if not the greatest—ocean liners of the 20th century. To cut such a trail in the water a ship has to be fast, and there was no ocean liner faster than the one known to enthusiasts as the “Big U.” Although four city blocks long and 17 stories high, the United States could slice through water at 44 knots, or more than 50 mph—14 knots faster than today’s largest cruise ship, the Queen Mary 2. During her maiden voyage in 1952, the ship set records on both the east and westbound crossings; the latter, three days, 12 hours and 12 minutes at an average speed of 34.5 knots, has never been broken.

Continue reading…

Considering the recent lose of the SS Independence, we certainly hope she can be saved.

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You can do your part to help save this ship HERE.

Death came early this year. The typhoon season has only just started and already, brightly coloured flop-flop rubber sandals are arriving on the coastlines of Sibuyan in the central Philippines. They are very small slippers because many children were among the 800 or so aboard the 1984-built 23,824 tonnes Sulpicio Lines ferry Princess Of The Stars that capsized on morning of June 21 in a typhoon known internationally as Fengshen and in the Philippines as Frank.

One can only say ‘or so’ because it is unlikely anyone will ever know exactly how many people were aboard. Passenger manifests are unreliable in a country where regulations are rarely enforced, even if they are supposedly adequate in the first place. In a grounding incident in 2007 a ferry had a manifest of a little more than two dozen people, the Philippine Coast Guard rescued more than a hundred. The true human cost of the Dona Paz disaster in 1987 remains unknown, except that it possibly exceeded 4,000.

Current known figures for the Princess Of The Stars are around 626 passengers, an unknown number of minors, and 212 crew. At the time of writing there are four confirmed dead and 34 known survivors.
Sulpicio Lines has a poor safety record. In addition to the Princess Of The Stars and the Dona Paz, other casualties include the Dona Marilyn in 1988 and the Princess of the Orient in 1998. The Philippine government has ordered it to stop operations and inspections of the company’s other vessels is underway. Volunteers against Crime and Corruption, VACC, has said it will file a class suit against Sulpicio Lines management.

The domestic ferry industry has a traditional safety problem: In 1994 the William Lines Cebu City collided with a Singaporean vessel, Kota Suria, and sank with the loss of 140 lives; Kimelody Cristy of Moreta Shipping caught fire and sank in 1995; in 1996: An overcrowded wooden ferry, ML Gretchen, capsizes close to shore of central Negros island, killing 54, including 31 children, and leaving 12 missing; Trans-Asia Shipping’s Asian South Korea, another ferry, sank in 1999;Maria Carmela, a ro-ro ferry owned by Montenegro Shipping, caught fire in 2002 with 2390 people on board of which 23 were confirmed dead and 27 missing;the wooden ferry Catalyn-D caught fire and sank in 2007 losing five lives out of 250 people on board. (A full list of incidents can be found HERE)

Despite the regularity of maritime incidents in Philippine waters there is no full-time independent maritime investigation agency in the Philippines. Marina, the country’s maritime regulatory body delegates its enforcement functions to the Philippine Coastguard, which allowed the vessel to leave Manila as the typhoon was approaching. Both agencies will conduct the investigation.
Philippine President Gloria Magapagal Arroyo has, as is usual in high-visibility incidents, ordered a board of inquiry to be convened but there is no legal requirement for any of its members to be qualified maritime casualty investigators and consists of Coast Guard officers, Marina officials and members or graduates of the government-own Philippine Merchant Marine Academy. A lawyer is required to be one of the members but he, or she, is not required to have expertise in maritime law.

The aim of the Board is to establish liability, safety issues are secondary. Despite that, not a single ferry company or ship owner has been brought to book in any incident in the Philippines.
Casualty investigation reports are not made accessible to the public.

International maritime investigators would like to bring the Philippines within the fold and help it develop a more realistic and effective investigative capability but the political will is lacking, which may not be unconnected with the high level connections between ferry companies, shipowners and the country’s legislators.

It is unlikely that the Philippines will respond to the new IMO code of conduct for maritime casualty investigation any time soon. Despite becoming a member in the mid-1960s the Philippines has yet to lodge a single maritime casualty investigation report with the IMO, as it is mandated to do for serious casualties under the terms of its membership, despite the recent election of a Filipino, Neil Ferrer, as IMO deputy secretary general.

Currently, fingers are being pointed in all directions. The vessel left Manila at about 8pm on Friday, 20th June as Typhoon Fengshen approached the islands. Storm Signal Number One, the lowest level warning, had been issued by the Pagasa, the country’s under-funded and under-equipped weather bureau.
Although the typhoon was not predicted to present a threat on the vessel’s route, typhoons are notoriously erratic. Although not expected to hit the main island of Luzon, by 11.30 the highest level warning was issued, Number Three, but by then the Princess Of The Seas was in the Visayas region still heading for Cebu.

The vessel was allowed to leave Manila because it was believed that she would only enter the periphery of typhoon, but the typhoon suddenly changed direction, putting the vessel directly in its path. It reached Sibuyan Island at around 7am.

According to reports, at about non on Saturday, 21st June, the ship’s main engine failed, but some survivors say the ship only slowed down as it encountered large waves. With winds of 73 miles an hour gusting up to 94 miles and hour the ship grounded off the coast of Sibuyan Island in Romblon province, tore a gash in her hull and took on water. The master, Captain Florencio Marimon, who is still missing, ordered all passengers to abandon the ferry, which capsized 15 minutes later.

Reportedly, few passengers were able to board the 14 liferafts, a number of which flipped over in the large swells and high winds, and about half were able to don lifejackets before jumping off the ship.
Later, police in the town of San Fernando in Romblon province reported that the vessel was two or three kilometres offshore, upside down off the coast of the town, a hole visible in the hull.

History suggests that the Princess Of The Stars tragedy will have little effect on the safety of Philippine ferry passengers or their crew. The Philippines will continue to ignore its obligations to the IMO and to the security of its travelling public because there isn’t the political will to do otherwise no matter how many children’s rubber slippers wash up on its beaches.

This post was written by Bob Couttie of Maritime Accident Casebook. Bob Couttie has written for a number of maritime industry publications, including the prestigious Lloyd’s List International daily newspaper and Lloyd’s Ship Manager magazine. His reportage on problems with ship’s officer certification examinations in the Philippines in the late 1990s influenced the adoption of computerized examinations for ship officers by the country’s Professional Regulatory Commission.

You can read more of Bob’s articles on gCaptain (LINK) and on his blog (LINK).

The brave men and women of the USCG who have earned the title of Rescue Swimmer are true heroes. When your life is on the line in dangerous seas these are the guys who are going to get your butt to safety. Here is a look at what they must endure to become graduates of the USCG Rescue Swimmer School otherwise known as A-School.

COAST GUARD STATION, Elizabeth City — They are a small group within the U.S. Coast Guard, only about 300 of them servicewide. To join their ranks, candidates must endure physical and mental challenges that rival those facing any potential Army Ranger, Navy SEAL or Air Force pararescueman.

The Coast Guard’s rescue swimmers are the brave young men and women who hoist or free-fall from a helicopter into dangerous seas to perform daring rescues.

The rescue swimmer training school here has one of the highest student attrition rates of any special operations school in the military. Roughly 75 students go through the school each year, and fewer than half make it out.

A quick look into the training required of the guys who are always ready to pluck one of us mariners out of a dangerous sea. usmilitary.about.com

Links

• Youtube Rescue Swimmer Stoke
• Wikipedia: Rescue Swimmer
• USCG Rescue Swimmer: Slidshow

*Red denotes a successful attack. Yellow marks an attempt

This Google Maps mashup, brought to gCaptain’s attention by wired’s blog monkeybites, documents all known pirate attacks in and around the Strait of Malacca over the pass three years.

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This Youtube video, Maritime Terror, provided by Journeyman Pictures takes a look at Modern Piracy. Here is more information on Maritime Terror.

Security analysts are increasingly worried that organisations like Al Qaeda are planning to target commercial shipping.

The Malacca strait between Indonesia and Malaysia has long been a haven for pirates. Last year 21 seamen were killed and a further 71 are missing presumed dead following pirate attacks. “We have seen rocket-propelled grenades being fired at the vessel to force it to stop,” states Captain Pottengal Mukundan from the International Maritime Bureau. But the biggest fear is of a terrorist attack. “This is a relatively narrow passageway which provides certain operational advantages to the attackers,” explains security analyst Brian Jenkins. Mukundan agrees: “You could have a major maritime terrorist incident.” The attacks on the USS Cole and The Limburg demonstrate just how vulnerable even warships are to attacks. Analysing the nature of the maritime threat has become a growing industry. But it’s not just security analysts taking the threat seriously. Earlier this year, the US suggested sending the marines to patrol the Malacca Strait. The threat was enough to galvanise the Indonesian, Malay and Singaporean navies into action. They’re now jointly patrolling the Straits. But whether this will be enough to deter terrorists remains to be seen.

Links

The Bright Spot - Imprisonment of Pirates

La Ponant Captured By Somali Pirates

Photo by Sean Mantey

Prior to completing mission’s like rescuing self-appointed royaly the RNLI must first get its boats off the beach. The organization’s official website tells us about the process:

Successful rescues are all about teams working together and this happens even before the lifeboat has been launched. The lifeboat crews and shore helpers all work together to make sure the lifeboat is launched safely.

As the crew are getting kitted up the launchers get ready to take the lifeboat out to sea. If it’s an inshore lifeboat, a driver is needed for the tractor, all-terrain vehicle (ATV) or land rover, which pulls the lifeboat, and sometimes a number of launchers are needed to help the crew get the lifeboat through the waves and surf.

If it’s an all weather carriage-launched lifeboat then a tractor driver and a whole team of launchers are needed to guide the lifeboat across roads, sand or from a shingle beach into the surf. On a slipway-launched lifeboat the head launcher, using a hammer, knocks the pin out of the cable that holds the lifeboat poised at the top of the ramp. If the lifeboat lies afloat in the harbour then the crew will get into a boarding boat and motor out to her.

The average time to launch a lifeboat is seven minutes for an inshore lifeboat and 12 minutes for an all weather lifeboat.

… but sometimes things don’t go according to plan:

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I wasn’t sure they would make it… then they laid into the reverse power. Brilliant.

Here’s what happens when the RNLI doesn’t quite make it to sea: [Continue Reading →]

With the shows Carrier America’s Port and The Deadliest Catch ships are dominating America’s primetime reality television but a new show broadens the coverage to an international audiance. Our friends at MarineBuzz tell us:

Further to the telecast of USS Nimitz documentary series by PBS last month, it is now the turn of Channel Five to telecast Warship Documentary series of light aircraft carrier HMS Illustrious of the Royal Navy.The 26 year old ship is also known as ‘Lusty’ to her 1000 strong crew. The documentary series will be telecast in six episodes on every Monday at 2100 hours starting from May 19. The series was filmed by Channel Five during her four month deployment that commenced in January 2008.

You can view the TV commercial HERE and below is a preview of the show [Continue Reading →]

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If you liked this video click HERE for one similar.

Experts attempting to understand the strategic aims behind China’s aggressive military expansion have generally focused on Taiwan. But a new naval base points at Beijing’s significant and growing interest in projecting power into waters far from the Taiwan Strait.

The new underground base for submarines and comfortable facilities that would attract technically proficient soldiers and sailors. Its location will allow China to exert greater dominance over disputed territories of the South China Sea; to place a much larger naval force closer to sea lanes crucial to Asia’s commercial lifeblood; and to exercise influence over the critical Straits of Malacca. (Source: Wall Street Journal - NPR Audio)

If you think that it is no big deal that China is building submarines at an alarming rate take a look at this video of an Australian Navy torpedo test.

And if you think the US Navy has the ability to protect Merchant Shipping against this kind of attack first ask: can they protect themselves?

If not can they at least protect the US Mainland and that of our allies against China’s new boomers?

Details:

The Royal Australian Navy (RAN) sunk HMAS Torrens on June 14th 1999 with a single Mk48 wire guided torpedo fired from the Collins Class submarine Farncomb. Torrens was the last of six Australian ‘River Class’ Type 12 Destroyer-Escort, the others (Derwent, Parramatta, Stuart, Swan and Yarra) having been disposed of previously. Before the sinking Torrens had been thoroughly cleaned of all fuels, oils and potentially environmentally harmful substances. Her gun turret was donated to the South Western City of Albany. Torrens was then towed from Fleet Base West (HMAS Stirling) 90km out to sea, west of Perth. The submarine Farncomb fired the torpedo at the stationary target from a submerged position over the horizon . (Source: BTInternet)

For the science behind the explosion click HERE.

Video:

Ernie’s Place brings us the world’s largest Non-Nuclear explosion:

Alaska along the coast of British Columbia, there is what is known as the inland passage to Alaska. The surge through the passage is one of the strongest ocean currents in the world. In the middle of this passage is a place called “Seymour Narrows” where the water swirls so strongly that it has been known to suck boats down into the abyss. Sailors dread the passage and even the largest ship has to wait for the right conditions to make a passage.

In the middle of those narrows was a rock called “Ripple Rock” That had two sharp peaks that stuck up to about nine feet below the surface. Just the right depth to gut even the mightiest ship. It sunk 119 ships and killed 114 people. On April 5th 1958 they blew the rock out of the water with the worlds largest non-nuclear explosion. Its’ worth the time to load and watch the clip. To make it full screen click on the Snowflake looking symble in the lower right corner. It will go back to normal when it ends. The End of Ripple Rock

Video at the end of this post.

(Thanks Larry)

CORRECTION:

Reader Jeremy corrcted our title. Here is information on the World’s Largest Non-Nuclear Explosion (Luck for us it’s still maritime related):

USMM.org tells us:

During World War II, one of the sources of ammunition for the Pacific Theater was the Naval Ammunition Depot at Port Chicago, California. Port Chicago is located on an arm of San Francisco Bay about 30 miles northeast of Oakland and San Francisco. The town of Port Chicago, population 1,500, was located about 1.5 miles from the pier. Not far away was Vallejo’s Mare Island, a major Naval Base which included ammunition depots.

On the evening of July 17, 1944 there were two ships being loaded at the pier. The Liberty ship SS E.A. Bryan, after 4 days of loading, had about 4,600 tons of ammunition and explosives on board; 98 black enlisted men continued work. On board the ship were 31 U.S. Merchant Marine crew and 13 Naval Armed Guard.

Docked at the pier since 6 PM that evening was the SS Quinault Victory being loaded by about 100 black men for its maiden voyage. On board were 36 crew and 17 Armed Guard. A Coast Guard fire barge was also moored at the pier. Besides 430 tons of bombs waiting to be loaded, the pier held a locomotive and 16 boxcars with its crew of three civilians, and a marine sentry.

At 10:18 an Army Air Force plane flying at 9,000 feet saw pieces of white hot metal, some as large as a house, fly straight up past them. According to the co-pilot, the “fireworks display” lasted about one minute. The explosion was heard 200 miles away.

More information can be found at USMM.org and HERE. Photos from the day can be found HERE.

 

 LArgest Non-nuclear Explosion: Play Now | Play in Popup | Download

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A video on building the World’s Largest Suspension Bridge…. in an earthquake zone.