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The Windoc blocks the canal. Alex Howard

In August 2001 the Bulk Carrier Windoc was lined up on the Welland Canal’s Bridge 11 in Ontario Canada. After recieving the flashing amber approach light indicating that the bridge operator was aware of the vessel the captain lined up on the centerline and maintained a speed of 5 knots. Minutes later while the vessel was half way through the bridge started descending.

The Bridge Team’s Story

When the vessel was approximately halfway under the bridge, the third officer observed that the bridge signal lights were solid red and the lift span was descending. At 2053, the master sounded a few blasts on the ship’s whistle. The master, without identifying himself or the bridge in question, called the TCC on VHF channel 14 about the lowering of the bridge. The master quickly stopped the engines and ordered an evacuation of the wheelhouse.The master and third officer left the wheelhouse by the starboard navigation bridge wing. As they proceeded down the external bridge access ladder, the span of the bridge struck the vessel in way of the wheelhouse front windows, subsequently destroying the vessel’s wheelhouse and funnel. The wheelsman remained at his station in the wheelhouse and lay down on the deck as the bridge span passed overhead. He freed himself from the debris and descended by the deckhouse stairwell alive.

Miraculously no one was killed in the event. [Continue Reading →]

INTERVIEW WITH USCG RESCUE HELICOPTER CREW

This past July, in a gCaptain and Robin Storm exclusive, we brought you the Lessons Learned by North Atlantic freak wave survivor Jean Pierre de Lutz. Just two months prior to that article Jean was aboard the sailboat Sean Seamor II when he found trouble in the north Atlantic. In the final logbook entry he writes:

On or around 7 May 2007 the s/v Sean Seamour II was struck by a what is believed to be a “freak wave”, during Subtropical Storm Andrea. The sailboat was broadsided by a wave that did an great deal of damage to the boat and sent the crew flying about the cabin doing 360’s and causing its Master to break his ribs. The wave caused the sailboat to immediately list starboard.

After a harrowing time riding the waves a EPIRB signal was received by the USCG and a C-130 over fight located the wave riding crew. A J-Hawk Helicopter was dispatched to the area and launched a rescue swimmer, who injured his back during the insertion into the water, when a wave dropped from beneath him and he dropped some 50 to 70 feet. All of this done in 50 to 70 foot seas, with winds estimated at 80 knots.

Today we bring you an MAIS Podcast interview with the entire crew of the J-Hawk Helicopter that came to their rescue. It’s a story of survival in nature’s harshest conditions so be sure to listen.

THE HEROS

Aviation Survival Technician Second Class Drew D. Dazzo, H-60 Rescue Swimmer
Lieutenant Commander Nevada A. Smith, H-60 Aircraft Commander
Lieutenant Junior Grade Aaron G. Nelson, H-60 Copilot
Aviation Maintenance Technician Second Class Scott D. Higgins, H-60 Flight Mechanic

Read the Award Ceremony Minutes HERE.

THE VIDEO

[youtube]http://www.youtube.com/watch?v=MEESqfWxYIE[/youtube]

Background Reading

• 10 Lessons Learned For Sailing in Severe Weather
• s/v Sean Seamour II - the final log entry
• Rogue Waves - A Call To Action
• EPIRB Failure aboard the “Sean Seamour”
• Top 10 Rescue at Sea Videos from the U.S. Coast Guard
• The Deadliest Catch - Rogue Wave Edition
• The Sean Seamour III

MAIS Special Report - Rescue on The High Seas;

 

 Messing About In Ships Podcast #12 - Special Interview of US Coast Guard Rescue of Sailors Aboard the Yacht Sean Seymour II: Play Now | Play in Popup | Download

Have an Iridium, VHF or SSB handheld radio aboard? What about a portable GPS? Create an Abandon ship electronics grab bag that is waterproof, floats and will survive a fire.

Here’s what you need to do:

• Buy a Pelican Case
• Stencil it with the ship’s Name
• Apply reflective SOLAS tape
• Laminate copies of the electronics’ manual
• Print and Laminate a list of emergency contact numbers

That’s pretty much it.

(This tip was suggested by Jean Pierre de Lutz. in his post “Sailing in Severe Weather Lessons Learned“.)

Video: [Continue Reading →]

The BBC has a great photo slideshow of the M/V Ice Prince sinking. You can find it HERE.

Last night the timber ship M/V Ice Prince became unstable and was abandoned in the English Channel. The Press Association tells us:

Attempts are to be made to take in tow a storm-hit cargo ship from which 20 crew were dramatically rescued in the Channel on Sunday night.

The Greek-registered Ice Prince is still listing heavily and drifting around 33 miles off the south Devon coast.

Maritime and Coastguard Agency spokesman Fred Caygill said salvors were on the way to the abandoned vessel, and it was hoped they would try to take it in tow around mid-morning.

It has not been decided where the stricken ship will be taken, said Mr Caygill, adding: “It depends where we can get her in.”

He said the French tug Abeille Liberte was standing by the vessel, which still had a 40-degree list and was drifting east. Read More…

The BBC has video of the difficult rescue HERE.

It was a bad day for mariners world-wide as tradewinds reports of two more incidents:

• Bulker sinks off Taiwan, 12 missing
  
• Car Carrier aground off Norfolk

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Here’s the arial view;

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Finally, here’s how they test these boats:

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For more info on the history behind these types of lifeboats visit NOVA’s “Pioneers of Survival - An Interview with Martin Verhoef“.

Here’s episode 02 of Messing About In Ships, your new maritime podcast.

This week’s topics include;

• Listener Comments
  • Antarctic Cruise Ship Sinking
  • Sinking of the Texas Clipper
• Pasha Bulker Incident Report - Photos HERE
• 9 Days on raft after losing keel

Subscribe via iTunes or right click.. saves as -> direct link

 

 Messing About In Ships - A Maritime Podcast: Play Now | Play in Popup | Download

Panbo, the marine electronics blog, brings us today’s gCaptain Holiday Gift Suggestion. The unit is the SPOT Satellite Messenger & Emergency Locater and it’s fairly amazing.

First a note. This is not a substitute for the most important safety item aboard ship an EPIRB. If you are looking for the best personal emergency solution we recommend the ACR - ResQFix 406 GPS Personal Locater Beacon (PLB) . (EPIRBS are know as PLB’s when used for personal use and ELT’s in aviation).

So what can the SPOT do? Basically it is a unit that updates your position on a google map which your friends can log into and track your position. It also has extensive emergency locating features at a fraction of the price of a PLB or EPIRB. Panbo tells us;

The just announced Spot is a waterproof Globalstar messenger and GPS combo that will purportedly let you alert the authorities (at least the U.S. ones) [we know it uses GEOS SAR but doesn't have global coverage) with your position, or ask for help from your friends or just notify them of where you are, or build an online track of your travels. It will be available in November for $149 with an annual service contract ranging from $99 upwards depending on what features you want to use. There’s not much detail on the Spot site yet, except for some pretty extreme fear marketing, but I’d guess that this product will get some real attention, even from some boaters. And I’m glad that, unlike TracMe, Spot is not confusing the market place by using the term Personal Locator Beacon (PLB).

For $149 at Amazon this seems like a bargain to give your family some extra peace of mind and let your kids track your position at sea from your home computer (check with your ISPS DP for your company's policy). [Continue Reading →]

Here are a list of 10 things that you should remember if you are shipwrecked. The list comes from Yan Martel’s prize-winning novelLife of Pi, via listverse.com

1. Always read instructions carefully

2. Do not drink urine. Or sea water. Or bird blood

3. Do not eat jellyfish. Or fish that have spikes. Or fish that have parrot like beaks. OR that puff up like balloons.

4. Pressing the eyes of fish will paralysis them.

5. The body can be heroic in battle. If a castaway is injured, beware of well-meaning but ill-founded medical treatment. Ignorance is the worst doctor, while rest and sleep are the best nurses.

6. Put your feet up at least 5 minutes every hour

7. Unnecessary exertion should be avoided. But an idle mind tends to sing. So the mind should be kept occupied with whatever light distraction may suggest itself. Playing card games, twenty questions, and I spy are excellent distractions.

8. Green water is shallower than blue water

9. Beware of far-off clouds that look like mountains. Look for green. Ultimately, a foot is the only good judge of land.

10. Do not go swimming. It wastes energy. Besides, a survival craft may drift faster than you can swim. Not to mention the danger of sea life. If you are hot, wet your clothes instead.

In a gCaptain exclusive we were able to discuss the May 2007 abandonment of the s/v Sean Seamour II with her captain Jean Pierre de Lutz. This story was first brought to us by Robin Storm, Marine Salvage Specialist and Maritime Severe Weather Spotter.

The Background Story

Here is a clip to bring you up to date on the Sean Seamour’s voyage but for the full story visit Robin’s coverage of the incident: LINK

On or around 7 May 2007 the s/v Sean Seamour II was struck by a what is believed to be a “freak wave”, during Subtropical Storm Andrea. The sailboat was broadsided by a wave that did an great deal of damage to the boat and sent the crew flying about the cabin doing 360’s and causing its Master to break his ribs. The wave caused the sailboat to immediately list starboard.

After a harrowing time riding the waves a EPIRB signal was received by the USCG and a C-130 over fight located the wave riding crew. A J-Hawk Helicopter was dispatched to the area and launched a rescue swimmer, who injured his back during the insertion into the water, when a wave dropped from beneath him and he dropped some 50 to 70 feet. All of this done in 50 to 70 foot seas, with winds estimated at 80 knots.

To continue here are the captain’s own words:

10 Lessons learned from the Incident

1. No two passages are alike, do not consider that setting sail at what is deemed the most appropriate time is reason for less vigilance. Weather routers are not only for racers, they add a level of security through objective analysis of far broader data than one can access on board within economically reasonable parameters.

2. All security equipment should all be grouped together in the most central, least vulnerable and most accessible area inside the vessel. Heavy weather requires as much crew as operationally possible to be secure inside the vessel where security equipment can be accessed in anticipation of catastrophic events. The most vulnerable element of a sailboat is the rig. Such was the case for Sean Seamour II with the exception of cold water protection suits that were in a rear port deck locker that ended up under the crushed rig. Had these been kept with all other security equipment in a compartment at the base of the companionway the crew would have been able to don these after the first knockdown and avoid hypothermia.

3. Pumps are never redundant: whale pumps are great, I had three installed on board, only the cockpit pump could have been used, the stern and bow units were not accessible due to debris or water levels. Again these should be centrally installed on the highest floor level within the vessel. 2000gph electric Rule pumps should be permanently installed in tandem to avoid debris plugging the pump. Ours had to be constantly monitored against floating paper and other debris.

4. Redundancy saved my crew but not my vessel. The second EPIRB I always considered a luxury, eleven years later it still tested operational, which it ended up being. Had I planned this redundancy with purpose it would also have been sent for recertification, would have been kept with the main unit inside for deployment, would have been initiated and efforts to save the vessel accomplished. Redundancy is a must, but making sure you are not carrying duds as a feel good notion of redundancy is almost as important.

5. Reliability of equipment, considering the above, both ACR 406 EPIRB units tested operational yet both performed below specifications. The ACR Globalifix died within thirty minutes after being sent for verification and recertification two weeks prior, the second old ACR self tested positive but battery life was only ten hours, had we been further out to sea its remaining ten hours of battery would have been insufficient to guide help our way.

6. Lashing is too often considered and applied to on deck equipment, openings, doors, etc. Within the vessel we generally secure for heavy weather thrashing forgetting what happens during knockdowns and 360’s. Start with floorboards - these are the first to pop under such circumstances either through simple gravitational action, let alone kinetic energy that can be created during a knockdown. Besides half of my floorboards that were not secured, the one most forgotten in my case was the salon table which detached and was probably the cause for half of my ten broken ribs. Had it knocked me unconscious or worse my crew would have likely perished.

7. Gulf Stream, staying away from the core is not sufficient when confronting opposing direction weather systems. I left the stream well before the storm but did not take into account the size of the eddies in that area. I had used the stream carefully avoiding the eddies in my 1996 crossing, but over the past five years I had noticed the eddies diminishing in strength in the North Atlantic. Had I tacked further east from the night of the 4th I would have probably been less punished by Andrea. New data seems to correlate this.

8. Stowing and backup usage of vital electronic equipment must be designed into contingency plans. Sean Seamour II had most everything but contingency plans did not take into account such catastrophic circumstances. VHF, a backup antennae was pre-wired to enable the DSC VHF to function, but the stowed antennae was unfindable after the 360 which crushed the rig. The SSB antennae used one of the backstays, gone with the rig, also the tuner was positioned too low and was shorted by water. The Iridium satfone should have been kept in a waterproof skin, it was soaked in the 360.

9. Securing the vessel at least for the short term must remain a priority. With the knowledge that the GPIRB had been initiated securing the vessel was to be my first objective by dumping the rig, 100 meters of chain and bow anchors and plugging the mast passage. These actions would have secured the vessel for at least extra hour or two, taking other actions could have put us under way with engine propulsion. Although for years I have prepared myself mentally for this type of situation, given the level of panic, physical trauma and the ensuing disorientation too much time was lost attempting to get electronic equipment to function — if it doesn’t work it is not going to, redundancy yes dependence no.

10. Although substantial time had been dedicated to briefing the crew prior to departure on the security equipment inventory, whereabouts and deployment, showing them how collision mats, rule pumps and other equipment should be sued, as well as other procedures such as rerouting whale pumps, effective drills are far better. Had I been incapacitated during these catastrophic events I am not sure the crew would have survived.

These lessons were written by Mayke & Jean Pierre de Lutz
Camp de la Suyère, 83680 La Garde Freinet, France

www.maykesassen.com

s/v Sean Seamour II - the final log entry