I can’t find that. Only what it’s going to beWhat do you mean by forecasts? Tide charts are completely accurate. There’s no problem in determining when high or low tide was three days ago.
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I can’t find that. Only what it’s going to beWhat do you mean by forecasts? Tide charts are completely accurate. There’s no problem in determining when high or low tide was three days ago.
I’m a mariner by trade so I know that a ship does not get its electrical power from the main engine.I believe the ship gets it's electricity from the engine. It's stupid to think they run lights off of a long extension cord. When the engine dies, the electrical circuits die with it. That would explain why the generator on board is deemed a "back up generator".
Well here's the tide tables.I think you’re wrong on that.
A ship can still steer with the flow of water over the rudder as long as its inertia keeps it moving. On that point, you are in error.A ship needs engine power to steer. A ship doesn’t turn just because you rotate the rudders. The propellers need to be forcing water past the rudders to steer. The propellers are not turned through electrical power. Large diesel engines do that.
Definitely makes you wonder. I really don't trust this current government
How can you see that? The ship has no indication of propulsion being applied.Looking at the videos, it appeared that the engine power was restored just couple of seconds before the crash. It’s moot point as it would have needed to be restored at least five minutes earlier.
Emergency generator.Also that smoke, what was it from ?
Wrongs! So very wrong! How would sailboats turn?No prop wash means no steering by the rudders.
Yes, it drifted to the starboard. But you have to realize that the ship doesn't respond instantly to rudder inputs. You can make a correction, and have the rudder back to center before the heading even starts to change.But didn’t the boat change direction after power was lost?
There are tide and tidal current almanacs published every year in book form so a mariner can know the height of tide and current velocity for any given time. This means one would be able to determine height of tide and current velocity in the past.I can’t find that. Only what it’s going to be
I posted the tide and current tables in my post #843.However, the books cost money so it may be difficult to find info on past tides and currents on the internet.
That explains it.There are tide and tidal current almanacs published every year in book form so a mariner can know the height of tide and current velocity for any given time.
However, the books cost money
Okay.I posted the tide and current tables in my post #843.
A preliminary review, Muise said, revealed sensor data showing the ship’s speed and when alarms went off. Audio recorders captured the local pilot, aboard to guide the ship through the harbor and shipping channel, making steering commands and rudder orders. At about 1:25 a.m., mere minutes before the crash, several alarms went off, he said. “At the same time, VDR sensor data stopped recording.”
Muise said the audio continued recording, capturing the pilot’s orders to drop an anchor, reporting a loss of power, calling for tugboat assistance and giving a “mayday” signal. Officials have said the mayday helped prevent more casualties because police stationed on the bridge were able to close it to traffic.
No ship of that size should be unaccompanied through a tight area that had that kind of potential catastrophic consequence involved if something went wrong. Tugs should have been stationed along side of the ship until it cleared the bridge, and was cleared for open water sailing.Those "tiny" tugboats are mostly engine. The have incredible towing and pushing power.
I think not- if the info we've seen is correct this ship is a direct drive system with no reverse gear. Dropping the anchor was the right call, it just wasn't effective so close to the bridge.Could reverse engines or propellers (as an order to be given), otherwise knowing that the ship was moving forward toward the bridge instead of away from it, and it be part of the protocol that should have taken place immediately ??????
All engine's reverse, all engine's reverse, otherwise once powered was immediately restored, and black smoke started billowing from the stack ? Should this be expected to be heard on the voice recorders ??
Yes, all factors and the investigation of every facet of evidence should be considered and studied.I doubt any current that close to shore and in water that shallow would overwhelm the ship’s existing momentum.
It's always after-the-fact when those policies get implemented. After the Exxon Valdez, all tankers in Puget Sound have to be escorted.No ship of that size should be unaccompanied through a tight area that had that kind of potential catastrophic consequence involved if something went wrong. Tugs should have been stationed along side of the ship until it cleared the bridge, and was cleared for open water sailing.
Back to the currents and river flow then, and this verses weight, flow of current either inward or outward in the inlet, and excetra, excetra.I think not- if the info we've seen is correct this ship is a direct drive system with no reverse gear. Dropping the anchor was the right call, it just wasn't effective so close to the bridge.
Re-establishing propulsion was dependent on re-establishing power from the auxiliaries.
Hope it wasn't because of budgets and such that the policies weren't being implemented, otherwise when they absolutely should have been. This country seems to have a bad habit of this kind of thing being past tense/hindsight instead of being proactive.It's always after-the-fact when those policies get implemented. After the Exxon Valdez, all tankers in Puget Sound have to be escorted.
They will probably implement something similar for container ships now too...