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Update: Aftermath of Irma in Indiantown, Florida
MJ Sailing


Published on Sep 11, 2017
We have made it through Hurricane Irma, and so has Elements of Life!

Indiantown fared quite well through the storm, as far as we can tell there is no damage to any of the boats in the water or in the work yard and storage (except one shredded head sail).

Matt and I stayed on the boat through the storm and did receive some strong gusts through the late night on Monday (over 70 mph we think), but overall did very well. The worst thing to happen to the marina was the surge, which we still don't know if it was solely rain or if the locks were letting water out of Lake Okeechobee.

The docks were 2 feet under water when we woke up this morning, making it very hard to nearly impossible for people to get on and off their boats. Power has been down for 24 hours, although there is a generator running for the office and kitchen. It is expected power will be down for three days at the marina, and up to two weeks at the docks where the power boxes are underwater.

We are very thankful that the damage here was not further and no one was injured. Once again, we could not be more thankful to be in Indiantown when a storm has come through.
 

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True power of nature Hurricane Irma UNLEASHED ON SHIPS compilation + FREAKWAVES.
A-D-O 891


Published on Sep 7, 2017
A short video on what you could expect sailing through the most powerfull storm ever recorded.

Hope you like and subscribe
thanks for watching...
 

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The World Sailing Show - October 2017
The World Sailing Show


Published on Sep 23, 2017
01:03 - VOR Preview
06:03 - News
07:59 - Gitana 17 – 1st Flight
12:25 - Greig City Academy
19:55 - J Class Worlds
22:13 - Volvo Super 60
The practice is over for the Volvo Ocean Race fleet, the next start is for real. So here’s the first of our previews.
Gitana 17, the world’s biggest foiling tri took her maiden flight.
A team of teenagers from an inner London school took on their first Fastnet, while the 80 year old J Class mounted its first ever world championships. And then there’s a first glimpse of the future as we go behind closed doors to see the Volvo Ocean Race’s new foiling offshore racer.
Add a round up of key world championships and this month is all about firsts.
 

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World on Wter TV September 22 17 J70's, Monaco Classics, GC 32, Rolex Big Boats, 505's, Marina Bay
Geoff Waller


Published on Sep 21, 2017
In this week's "WoW TV":

+ 2017 Audi J70 World Championships at the Yacht Club Costa Smerelda, Italy
+ Monaco Classic Regatta Day 4
+ An unforced error caused victory to slip through the fingers of Malizia – Yacht Club de Monaco at the GC32 Orezza Corsica Cup, leaving the Swiss Realteam to claim their second event win on the 2017 GC32 Racing Tour.
+ Days 1-3 of the St Francis Yacht Club's Rolex Big Boat series in San Francisco
+ 2017 505 World Championships in Annapolis Maryland
+ DBS Marina Bay Cup 2017 Singapore

Get the World on Water on your website or our new TV Channel in yu Club or home. Contact: info@boatson.tv Now
 

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In Search of Fish in Corsica (Sailing La Vagabonde) Ep. 106
Sailing La Vagabonde


Published on Sep 18, 2017
There has been a lot of fish hunting lately here in the Med. Unfortunately, it has almost always ended with an empty handed, disappointed Riles swimming back to the boat. There is an alarming amount of over fishing going on here in the Mediterranean Sea. 97% of the fish stocks that are assessed are overfished and/or not sustainable (these are only the fish that are actually assessed!! Excluding a number of other marine species which, for all we know could be in even more trouble). We’ve learned that recently people are becoming more and more aware of this issue and thankfully measures are being put into place. We hope to sail back here in the future and to be able to catch ourselves some dinner. I’m not a marine scientist, but I just thought this was a great opportunity to share this information with you. Overfishing is a serious problem all around the world, so all I wanted to suggest was WHERE YOU CAN, why not try and avoid eating things like shrimp? It may only look like a few shrimps in your cocktail glass, but the bi-catch that is associated with this fishing process (bi-catch is the animals that are also caught in the deep sea nets or whatever other tools they are using to haul up a particular species) will shock you. Without the demand, there is no need for supply. Why not go fishing with your own rod or net yourself? Not only is it better for the environment but it’s a heck of a lot funner and I think it really makes you appreciate your food more. Anyway, that’s all from me. Cheers, Elayna :)

P.S In case anyone is wondering, I was not paid to promote chocolate ingredients. This is just something I love :)
 

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Installing Our Cruise RO Watermaker - Ep. 67 RAN Sailing
RAN Sailing


Published on Sep 22, 2017
Water is life and we are so happy that we can finally make our own drinking water! No more struggling with jerry cans and now we are even more independent on RAN. After launching RAN and going back to the anchorage in Spanish Water, Curacao, we start right away with the preparations for the watermaker. We take you through the whole installation and hope this can be a help if you’re planning to install a watermaker yourself.

More info about Cruise RO Watermakers: http://www.cruiserowaterandpower.com/

Founder, Rich Boren, gives tips and advice on his YouTube channel: https://www.youtube.com/user/CruiseRO...

We are a Swedish couple who wanted a different kind of life. So we moved aboard our sailboat RAN, a custom built aluminium Beason 40, untied the lines in the middle of the Swedish winter and started to sail south along the coast of Europe. There is no set route and we will go where the wind and our minds take us.

WANT MORE?
Read more about us, the boat and get real-time updates and photos!
- Website/blog: http://ransailing.se
- Instagram: http://www.instagram.com/ransailing
- Facebook: http://www.facebook.com/ransailing

Keep track of RAN and us here: http://bit.ly/2g0hg9J
 

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Getting Our Boat Ready to Live Aboard
Wicked Salty


Published on Sep 20, 2017
Getting our boat ready to live on! Lots to do as to make this lifestyle transition. Kate and I have been working hard to make the boat nice, cleaning, buying things for the boat, constant moving of objects back and forth. But I don't think it will be that easy....

Music by Oli McCracken and JoJoFoShoTho
https://soundcloud.com/oli_mccracken
https://www.instagram.com/olimccracke...
https://www.facebook.com/olimccracken...

Vlog #100!
 

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Frachtschiffreise mit MS "Heinrich Schepers" nach Finnland
thunfisch1967


Published on Sep 23, 2017
Der Film zeigt meine Frachtschiffreise auf der "Heinrich Schepers" nach Finnland. Die Reiseroute: Bremerhaven - Hamburg - NOK - Vuosaari - Kotka - NOK - Bremerhaven. Wieder mit dabei: Klaus Risser aus Hamburg. Er hatte die Reise eigentlich schon abgesagt. Die Überaschung war groß, als er dann doch in Hamburg vor meiner Kammertür stand. Es wurde wieder eine sehr schöne gemeinsame Reise. zu sehen sind z.B. in Hamburg das Auslaufen der "Queen Mary 2", Landgänge in Vuosaari und Kotka, sowie traumhaft schöne Aufnahmen im Nordostseekanal und Vieles mehr. Der film ist wie immer mit enlischen Untertiteln und einem deutschen Kommentar versehen.

The film shows my voyage on the freighter ship "Heinrich Schepers" to Finland. The route: Bremerhaven - Hamburg - Kielcanal - Vuosaari - Kotka - Kielkcanal - Bremerhaven. Again on board with me: Klaus Risser from Hamburg. He had already canceled the trip. The surprise was great, when he stood in front of my cabin in Hamburg. To see in the movie: The departure of the "Queen Mary 2", our shoreleaves in Vuosaari and Kotka, the wonderful passage through the Kielcanal and much more. The film is as always with english subtitles and a German commentary.
 

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Survived Jose!
Tula's Endless Summer


Published on Sep 23, 2017
We made it out of Jose unscathed. It weakened and veered East so we did not get too much effect from it besides moderate wind and big swell on the ocean. Great day of surfing except that we broke a board. A little flashback to a few days earlier when our good friend Shelby came for a visit! http://tulasendlesssummer.com
 

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Great Lakes Freighter Hon James L Oberstar
Boat watching in the Soo


Published on Sep 24, 2017
Great Lakes Freighter Hon James L Oberstar down bound on the St. Marys River. 9-23-17
 

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Shipbreaker - Scrapping of a double bottom going south
Marine Salvage and Offshore


Published on Sep 24, 2017
First you cut of the super structure and then you continue to cut till there is nothing left but the double bottom then you cut the double bottom sections and lift them out in sections....
 

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15 Nautical Terms Even Captains Get Wrong!?
JeffHK


Published on Sep 25, 2017
In this vlog I discuss some nautical terms that are be interchangeable, some easily mixed up, some used wrongly by the whole ship, and some never used only to be forgotten after passing exams.

I personally have made a few of these mistakes myself huehuehue.
**Disclaimer, some of my viewers (some captains) are smart AF, yes some sailors make these mistakes...so for the IQ200+ ones please don't take offense .

0:17 Part 1 Fairleads, Chocks, Bollards, Bits and Dolphins
1:27 Part 2 - Channel, Straits and Canal
1:56 Part 3 - Gulf and Bay
2:38 Part 4 - Astern, Stern, Abeam, Beam, Bow, Ahead
3:05 Part 5 - Tidal Stream and Current
3:33 Part 6 - Weathertight and Watertight doors
4:16 Part 7 - Gross Tonnage and Net Tonnage
4:50 Part 8 - Hitch and Knot
5:11 Part 9 - Draft and Depth
5:40 Part 10 - Superstructure and Accommodation Structure
6:09 Part 11 - Derricks and Crane
6:48 Part 12 - Swinging Circle and Turning Circle
7:14 Part 13 - Gangway and Accommodation Ladder
7:37 Part 14 - Capstan and Windlass
7:54 Part 15 - Density and Specific Gravity

=====10 Reasons Why Maritime is AWESOME =====
https://www.youtube.com/watch?v=0U18A...

=====10 Reasons Why Maritime SUCKS =====
https://www.youtube.com/watch?v=tdMYE...

=====How To Anchor a Mega-Ship =====
https://www.youtube.com/watch?v=62O7K...

=====Where did I go last 2 months?? Cancun Adventure======
https://www.youtube.com/watch?v=nsizw...

=====Navigation Bridge of a Mega Ship=====
https://www.youtube.com/watch?v=Bj3_p...

=====A Tour of Mega Ship's Engine Room=====
https://www.youtube.com/watch?v=s7BhB...

=====HEAVY SEAS! Bad Weather in Atlantic Ocean=====
https://www.youtube.com/watch?v=OZA6g...

=====Cargo Operations on Ship=====
https://www.youtube.com/watch?v=kj7ix...

=====Top 6 Questions about Merchant Marine=====
https://www.youtube.com/watch?v=wBpQ9...
 

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Busy Monday at Felixstowe, pt 1:MSC Vivana out of the mist, 25 Sept 2017
Shipping TV


Published on Sep 25, 2017
Monday, 25 September - a busy day at the port of Felixstowe,with MSC Viviana emerging from the morning mist to come alongside at berth 9.
 

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THE SUPER YACHT LIFE IN GREECE! 4000bhp Lady Dee
Mr JWW


Published on Sep 27, 2017
► Subscribe to MrJWW Here: http://bit.ly/1Q2RWK4

I usually stick to cars and typically wouldn't film a holiday but this superyacht is WAY TOO COOL not to share! Welcome to Super Yacht Lady Dee! A 47 meter 4000bhp super yacht I spent a week on bouncing around the Greek Islands.

Yacht Charter: http://bit.ly/2yERH33

Music: MOWE - Save My Love
https://www.youtube.com/watch?v=zG8Qn...
 

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Knock knock.. who’s there? Bonifacio. (Sailing La Vagabonde) Ep. 107
Sailing La Vagabonde


Published on Sep 25, 2017
http://shop-lavagabonde.com :)
We sail the south western coast of Corsica to two really, really funny places. Ajaccio and Bonifacio. Ahhhh you’ve gotta love those days where things go right and you’re nothing but smiles and knock knock jokes. We have loved just about everything about exploring this coastline, from the history and people to the aqua blue water and interestingly texturised cliff walls. SAILING THE MEDITERRANEAN IS PURE BLISS.
 

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OOCL Hong Kong departs Felixstowe for Singapore 26th September 2017
Deano C


Published on Sep 27, 2017
 

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World on Water TV September 29 17 One Ton Cup, NYYC, 52 Series, RS;X, Volvo Race
Geoff Waller


Published on Sep 28, 2017
In this week's "WoW TV":
2017 Hamble Yacht services One Ton Cup wrap
Rolex New York yacht Club Invitational Cup 2017
Mirabaud Sailing Video Awards Professional/Sailor entries. Please vote at www.sailingvideoaward.com
52 Super series Menorca 52 Super Series Sailing Week penultimate day wrap
Enoshima Japan 2017 RS:X World Championships Day 1
The Volvo is under 4 weeks out and we feature Team Akzonobel and their home base in the Hague along with other exciting videos of previous Volvo Ocean Races and teams.
 

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Springtime Trip On The Mississippi River
marktwained


Published on Sep 30, 2017
 

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NAVIGATING SKETCHY WATERWAYS
Tula's Endless Summer


Published on Sep 30, 2017
Moriches inlet and Moriches bay are known to be navigational nightmares without local knowledge. I did my due-diligence and called Towboat US who led us in the right direction navigating towards the inlet and over a shallow spot of the channel. We continued on past the big fancy houses of the rich and famous in the Hamptons, through the Shinnecock locks, and to a calm protected anchorage off Shelter Island!

http://tulasendlesssummer.com
 

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Hope It's The Right Decision - Ep. 68 RAN Sailing
RAN Sailing


Published on Sep 30, 2017
We have a big decision to make in this episode and it turns out that we need to rebuild some parts of the interior of RAN. It was a bit nervous we can tell you! But we take a well needed break from boat work and visit the Blue Room and drink green shots with the locals. Enjoy!

We are a Swedish couple who wanted a different kind of life. So we moved aboard our sailboat RAN, a custom built aluminium Beason 40, untied the lines in the middle of the Swedish winter and started to sail south along the coast of Europe. There is no set route and we will go where the wind and our minds take us.

WANT MORE?
Read more about us, the boat and get real-time updates and photos!
- Website/blog: http://ransailing.se
- Instagram: http://www.instagram.com/ransailing
- Facebook: http://www.facebook.com/ransailing

Keep track of RAN and us here: http://bit.ly/2g0hg9J
 

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Sailing Nandji - Surfing & Attack of the Sea Snake! Ep 50
Sailing Nandji - Frothlyfe


Published on Sep 29, 2017
For more "Exclusive" Sailing Nandji videos, posts and photos, join the 'Sailing Nandji Froth Family' and gain access to the Treasure Chest!
Click here... http://www.patreon.com/Nandji

In this episode of Sailing Nandji, it is finally time to go chasing some waves. We set out on an adventure north from Noumea and surf some of the passes in the reef. Out of respect to the local surfers, we can not tell you exactly where we were though! Also we want to go come back one day and surf with noone once again!
We have some strong winds and some exciting sails as we fly up the coast in search of waves. There is some surfing action from a couple of spots however we were asked politely not to film the wave and put it all over the net, so only a few waves were captured.
Whilst on our trip, Bonita came face to face and a little close for comfort with Sea snake! She captured the encounter on camera which is very brave and a little closer then we would have liked considering we were in the middle of no where!
 

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USCG Calls For PLBs On EVERY Life Jacket

October 1, 2017 by John Konrad


A member of Coast Guard Station Rio Vista exhibits a Personal Emergency Position-Indicating Radio Beacon during rescue and survival training, Friday, April 6, 2012. The personal EPIRB is a satellite transmitter capable of broadcasting on both 406 MHz and 121.5 MHz to provide a position accurate to within three nautical miles within 90 minutes.

In the United States Coast Guard’s upcoming El Faro investigation report, Captain Jason Neubauer USCG, Chairman of the Marine Board of Investigation, will recommend that all Personal Flotation Devices on oceangoing commercial vessels be outfitted with a Personal Locator Beacon.

On the morning of October 1st 2015, at 7:36 local time, the El FAro’s 406Mhz Emergency Position Indicating Radio Beacon (EPIRB) was activated and began transmitting an emergency signal to rescuers but the unit was old, did not contain a GPS and malfunctioned before NOAA satellites could triangulate its position.

“If GPS had been embedded in EL FARO’s EPIRB” says the report. “The vessel’s position could have been determined in a single satellite pass. However, EL FARO’s 406Mhz beacon did not contain embedded GPS and it was the only EPIRB the ship carried.

The investigation report does not call for a second EPIRB equipped with GPS, as some marine safety experts have called for, but takes the additional step of recommending that PLB’s be attached to all lifejackets aboard oceangoing commercial vessels.

Recommendation #12 – Personal Locator Beacon Requirement. It is recommended that Commandant direct a regulatory initiative to require that all Personal Flotation Devices on oceangoing commercial vessels be outfitted with a Personal Locator Beacon.

A PLB (personal locator beacon) is a specific type of EPIRB that is typically smaller, less expensive, has a shorter battery life and unlike a proper EPIRB is registered to a person rather than a vessel.

The report does not specify if the PLB’s or ship’s primary EPIRB should contain GPS but does recommended that the Commandant direct a “regulatory initiative to require that all VDR capsules be installed in a float-free arrangement, and contain an integrated EPIRB”.

http://gcaptain.com/uscg-calls-plbs-every-life-jacket/
 

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Coast Guard Releases El Faro Investigation Report: Here’s the Summary, Conclusions and Recommendations

October 1, 2017 by gCaptain


SS El Faro. Photo: Tote Maritime

The U.S. Coast Guard today has released the S.S. El Faro Marine Board of Investigation report, which includes a detailed account of the event along with the MBI’s conclusions on contributing factors and recommendations.

The 199-page report identifies causal factors of the loss of the S.S. El Faro and 33 crew members on October 1, 2015, which ranks as one of the worst maritime disasters in American history. The 790-foot vessel set sail from Jacksonville, Florida, on a voyage to San Juan, Puerto Rico, on Sept. 29, 2015, and sank about a day and a half later off the Bahamas near the eye of Hurricane Joaquin.

The report proposes a total of 31 safety recommendations and four administrative recommendations for future actions to the Commandant of the Coast Guard. Of note, the MBI recommends that the Coast Guard initiate a civil penalty against El Faro’s operator, TOTE Services, but the MBI does not recommend any suspension or revocation action against any credentialed mariner or criminal prosecution against any person or entity.

“The most important thing to remember is that 33 people lost their lives in this tragedy. If adopted, we believe the safety recommendations in our report will improve safety of life at sea” said Capt. Jason Neubauer, chairman, El Faro Marine Board of Investigation, U.S. Coast Guard.

Coast Guard standard procedure and 46 USC 63 requires this type of report to be done for all marine casualties under Coast Guard authority.

The investigation was conducted by the U.S. Coast Guard with the full cooperation of the National Transportation Safety Board, which is conducting its own investigation into the accident. NTSB investigators will meet in December to determine probable cause and vote on safety recommendations identified their investigation.

The Coast Guard Marine Board Investigation Report can be accessed along with other investigation documents at the following link http://www.news.uscg.mil/News-by-Region/Headquarters/El-Faro-Marine-Board-of-Investigation/.

You can download the full report HERE (opens as PDF).

Below we have provided the Marine Board of Investigation’s executive summary, conclusions, and recommendations from the report.

Executive Summary

The final photograph taken of the El Faro by TMPR Terminal Manager on September 29, 2015, showing starboard list of approximately 4 degrees during loading operations prior to the final voyage. Credit: U.S. Coast Guard

The loss of the U.S. flagged cargo vessel EL FARO, along with its 33 member crew, ranks as one of the worst maritime disasters in U.S. history, and resulted in the highest death toll from a U.S. commercial vessel sinking in almost 40 years. At the time of the sinking, EL FARO was on a U.S. domestic voyage with a full load of containers and roll-on roll-off cargo bound from Jacksonville, Florida to San Juan, Puerto Rico. As EL FARO departed port on September 29, 2015, a tropical weather system that had formed east of the Bahamas Islands was rapidly intensifying in strength. The storm system evolved into Hurricane Joaquin and defied weather forecasts and standard Atlantic Basin hurricane tracking by traveling southwest. As various weather updates were received onboard EL FARO, the Master directed the ship southward of the direct course to San Juan, which was the normal route.

The Master’s southern deviation ultimately steered EL FARO almost directly towards the strengthening hurricane. As EL FARO began to encounter heavy seas and winds associated with the outer bands of Hurricane Joaquin, the vessel sustained a prolonged starboard list and began intermittently taking water into the interior of the ship. Shortly after 5:30 AM on the morning of October 1, 2015, flooding was identified in one of the vessel’s large cargo holds. At the same time, EL FARO engineers were struggling to maintain propulsion as the list and motion of the vessel increased. After making a turn to shift the vessel’s list to port, in order to close an open scuttle, EL FARO lost propulsion and began drifting beam to the hurricane force winds and seas. At approximately 7:00 AM, without propulsion and with uncontrolled flooding, the Master notified his company and signaled distress using EL FARO’s satellite distress communication system. Shortly after signaling distress, the Master ordered abandon ship. The vessel, at the time, was near the eye of Hurricane Joaquin, which had strengthened to a Category 3 storm. Rescue assets began search operations, and included a U.S. Air National Guard hurricane tracking aircraft overflight of the vessel’s last known position. After hurricane conditions subsided, the Coast Guard commenced additional search operations, with assistance from commercial assets contracted by the vessel’s owner. The search located EL FARO debris and one deceased crewmember. No survivors were located during these search and rescue operations.


Illustration of significant events between 4:20 AM on October 1 and the sinking, showing ship heading and course over ground. Credit: U.S. Coast Guard

On October 31, 2015, a U.S. Navy surface asset contracted by the NTSB, using side-scan sonar, located the main wreckage of EL FARO at a depth of over 15,000 feet. EL FARO’s voyage data recorder was successfully recovered from EL FARO’s debris field on August 15, 2016, and it contained 26-hours of bridge audio recordings as well as other critical navigation data that were used by the MBI to help determine the circumstances leading up to this tragic incident.

Over the course of the investigation the MBI relied on visits to EL FARO’s sister vessel, EL YUNQUE, to help understand the internal configuration of the PONCE class vessels and also identify operational and maintenance issues that could have impacted both vessels.

The scope of the MBI was expanded to include the entire Coast Guard Alternate Compliance Program after Authorized Class Society performance and regulatory oversight concerns were noted for EL FARO, EL YUNQUE, and several additional U.S. flagged vessels in the program.

Conclusions:
The Marine Board of Investigation identified the following series of events and associated contributing factors.

Event #1: EL FARO Sailed Within Close Proximity to Hurricane Joaquin
TOTE did not ensure the safety of marine operations and failed to provide shore side nautical operations supports to its vessels.

TOTE did not identify heavy weather as a risk in the Safety Management System (SMS) and the Coast Guard had not exercised its flag state authority to require identification of specific risks.

TOTE and the Master did not adequately identify the risk of heavy weather when preparing, evaluating, and approving the voyage plan prior to departure on the accident voyage.

TOTE and the Master and ship’s officers were not aware of vessel vulnerabilities and operating limitations in heavy weather conditions.

TOTE did not provide the tools and protocols for accurate weather observations. The Master and navigation crew did not adequately or accurately assess and report observed weather conditions.

TOTE did not provide adequate support and oversight to the crew of EL FARO during the accident voyage.

The National Hurricane Center (NHC) created and distributed tropical weather forecasts for Tropical Storm and Hurricane Joaquin, which in later analysis proved to be inaccurate. Applied Weather Technologies used these inaccurate forecasts to create the Bon Voyage System (BVS) weather packages.

The Master and deck officers were not aware of the inherent latency in the BVS data when compared to the NHC forecasts. Additionally, the Master and deck officers were not aware that they received one BVS data package with a redundant hurricane trackline.

The Master and deck officers relied primarily on graphical BVS weather forecasts rather than the most current NHC data received via SAT-C. EL FARO crew did not take advantage of BVS’s tropical update feature and the ability to send BVS weather information directly to the bridge.

The Master did not effectively integrate the use of Bridge Resource Management techniques during the accident voyage. Furthermore, the Master of EL FARO did not order a reduction in the speed or consider the limitations of the engineering plant as EL FARO converged on a rapidly intensifying hurricane. This resulted in loss of propulsion, cargo shifting and flooding.

The Master of EL FARO failed to carry out his responsibilities and duties as Captain of the vessel between 8:00 PM on September 30 and 4:00 AM on October 1, 2015. Notably, the Master failed to download the 11:00 PM BVS data package, and failed to act on reports from the 3/M and 2/M regarding the increased severity and narrowing of the closest point of approach to Hurricane Joaquin, and the suggested course changes to the south to increase their distance from the hurricane.

The cumulative effects of anxiety, fatigue, and vessel motion from heavy weather degraded the crew’s decision making and physical performance of duties during the accident voyage.

Event #2: EL FARO Experienced an Initial Starboard List and Intermittent Flooding
EL FARO developed a sustained wind heel to starboard as a result of the course change from 155 degrees to 116 degrees after passing south of San Salvador at approximately 1:30 AM on October 1. The wind heel brought the 2nd deck closer to the water line.

Intermittent flooding into one or more cargo holds on EL FARO began at this time. Water was able to enter Hold 3 through the open scuttle, and likely through deteriorated internal structures and open cargo hold ventilation fire dampers, which compromised watertight integrity.

The increasing of EL FARO’s load line drafts following the 2005-2006 conversion, combined with loading to near full capacity with minimal stability margin, increased the vessel’s vulnerability to flooding in heavy weather.

Despite the apparent increase in cargo carrying capacity and increase load line draft which would result, the 2005-2006 conversion was not designated as a major conversion by the Coast Guard. Based on the available documentation, the final decision was based on the “Precedence Principle,” in that the Coast Guard had previously not designated similar conversions of sister vessels EL YUNQUE and EL MORRO as major conversions.

The crew’s complacency, lack of training and procedures, and EL FARO’s design contributed to the crew’s failure to assess whether the vessel’s watertight integrity was compromised.

EL FARO’s conversion in 2005-2006, which converted outboard ballast tanks to fixed ballast, severely limited the vessel’s ability to improve stability at sea in the event of heavy weather or flooding.

The Master, C/M, and crew did not ensure that stevedores and longshoremen secured cargo in accordance with the Cargo Securing Manual, which contributed to RO/RO cargo breaking free.

The practice of sailing with open cargo hold ventilation system fire dampers in accordance with SOLAS II-2, Regulation 20 and U.S. regulations created a downflooding vulnerability which is not adequately considered for the purposes of intact and damage stability, nor for the definitions of weathertight and watertight closures for the purpose of the applicable Load Line Convention.

The Coast Guard practice of verbally passing deficiency information to the ACS surveyor without written documentation of the deficient condition resulted in an unknown or incomplete compliance and material condition history of EL FARO.

Event #3: EL FARO experienced a reduction in propulsion
EL FARO’s reduction in speed, from approximately 16 knots to 9 knots that occurred between 3:45 AM to 4:15 AM on October 1 was the result of the routine blowing of tubes and the C/M making course changes. EL FARO never reached a speed through the water above 10 knots for the remainder of the voyage.

EL FARO’s departure with a main lube oil sump level of 24.6”, which was below the Machinery Operating Manual recommended operating level of 27”, reduced the crew’s ability to maintain lube oil suction for the main propulsion plant.

Prior to 4:36 AM, EL FARO’s main propulsion unit developed intermittent lube oil problems due to the starboard list.

Event #4: EL FARO Incurred a Severe Port List and Lost Propulsion
At 5:54 AM on October 1, the Master altered course to intentionally put the wind on the vessel’s starboard side to induce a port list and enable the C/M to access and close the Hold 3 starboard scuttle. This port list was exacerbated by his previous order to transfer ramp tank ballast to port, and resulted in a port list that was greater than the previous starboard list and a dynamic shifting of cargo and flood water.

The port list, combined with the offset of the lube oil suction bellmouth 22” to starboard of centerline, resulted in the loss of lube oil suction and subsequent loss of propulsion at around 6:00 AM.

Coast Guard and ABS plan review for EL FARO’s lube oil system did not consider the worst case angle of inclination in combination with the full range of lube oil sump operating levels specified in the machinery operating manual. This led the crew to operate with a lube oil sump level within the operating range specified on the Coast Guard and ABS approved drawing, but below the 27” operating level, which was the only level reviewed by ABS.

The Master and C/E did not have a complete understanding of the vulnerabilities of the lube oil system design, specifically the offset suction. This lack of understanding hampered their ability to properly operate the ship in the prevailing conditions.

TOTE’s lack of procedures for storm avoidance and vessel specific heavy weather plans containing engineering operating procedures for heavy weather contributed to the loss of propulsion.

Event #5: EL FARO sank
The loss of propulsion resulted in the vessel drifting and aligning with the trough of the sea, exposing the beam of the vessel to the full force of the sea and wind.

Even after securing the scuttle to Hold 3, water continued to flood into cargo holds through ventilation openings, and also likely between cargo holds through leaking gaskets on large watertight cargo hold doors.

The EL FARO crew did not have adequate knowledge of the ship or ship’s systems to identify the sources of the flooding, nor did they have equipment or training to properly respond to the flooding.

Even though EL FARO met applicable intact and damage stability standards as loaded for the accident voyage, the vessel could not have survived uncontrolled flooding of even a single cargo hold given the extreme wind and sea conditions encountered in Hurricane Joaquin.

Event #6: All 33 Persons Aboard EL FARO Are Missing and Presumed Deceased
A lack of effective training and drills by crew members, and inadequate oversight by TOTE, Coast Guard and ABS, resulted in the crew and riding crew members being unprepared to undertake the proper actions required for surviving in an abandon ship scenario.

After 5:43 AM on October 1, the Master failed to recognize the magnitude of the threat presented by the flooding into the hold combined with the heavy weather conditions. The Master did not take appropriate action commensurate with the emergent nature of the situation onboard EL FARO, including alerting the crew and making preparations for abandoning ship.

When the Master made the decision to abandon ship, approximately 10 minutes before the vessel sank, he did not make a final distress notification to shore to update his earlier report to TOTE’s Designated Person Ashore that they were not abandoning ship. This delayed the Coast Guard’s awareness that EL FARO was sinking and the crew was abandoning ship, and impacted the Coast Guard’s search and rescue operation.

Although EL FARO’s open lifeboats met applicable standards (SOLAS 60), they were completely inadequate to be considered as an option for the crew to abandon ship in the prevailing conditions.

The Coast Guard’s existing Search and Rescue equipment and procedures were unable to effectively mark and track a deceased EL FARO crew member for eventual recovery. As a result the crew member remains missing and unidentified.

Safety Recommendations
Recommendation #1 – High Water Alarms. It is recommended that Commandant direct a regulatory initiative to require high water audio and visual alarms, capable of providing audible and visual alarms on the navigation bridge, in cargo holds of dry cargo vessels. Furthermore, it is recommended that Commandant work with the International Maritime Organization (IMO) to amend the applicability of SOLAS Chapter II-1/25 (2015 consolidated) to include all new and existing multi-hold cargo ships.

Recommendation #2 – Ventilators and Other Hull Openings for Cargo Ships. It is recommended that Commandant direct a review of U.S. regulations, international conventions, and technical policy to initiate revisions to ensure that all ventilators or other hull openings, which cannot be closed watertight or are required to remain normally open due to operational reasons such as continuous positive pressure ventilation, should be considered as down-flooding points for intact and damage stability. Additionally, fire dampers or other closures protecting openings required to remain normally open due to operational reasons such as continuous positive pressure ventilation should not be considered weathertight closures for the purpose of the applicable Load Line Convention. These changes should apply to new and existing vessels.

Recommendation #3 – Addressing Safety Concerns Related to Open Lifeboats. It is recommended that Commandant initiate a Legislative Change Proposal and direct a regulatory initiative to eliminate open top gravity launched lifeboats for all oceangoing ships in the U.S. commercial fleet. As an immediate interim safety measure, it is recommended Commandant direct all Officers in Charge of Marine Inspection (OCMIs) to conduct a concentrated inspection campaign on all existing vessels outfitted with gravity launched open lifeboats, including a Coast Guard supervised launching and underway operational test of every lifeboat in service. This concentrated inspection campaign should also ensure that companies have adequately identified and addressed the hazards related to operating with open top gravity launched lifeboats in their identified Safety Management System (SMS) risks.

Recommendation #4 – Indicators for Watertight Closures on Bridge Alarm Panels. It is recommended that Commandant direct a regulatory initiative to require open/close indicators on the bridge of all existing cargo ships, for all watertight closures that are identified as watertight on the conditions of assignment for assignment of load line form for unmanned and cargo spaces. Furthermore, it is recommended that Commandant work with the IMO to amend the applicability of paragraph 3 of SOLAS II-1/13-1 (2015 consolidated) to include all existing cargo ships. This change would require open/close indicators on the bridge of all existing cargo ships, for all watertight closures (e.g., doors, scuttles, fire dampers) that are identified as watertight on the conditions of assignment for assignment of load line form for unmanned compartments and cargo spaces.

Recommendation #5 – Requirement for Closed Circuit Television (CCTV) Camera Installation in Stowage Areas. It is recommended that Commandant direct a regulatory initiative to require the installation of CCTV cameras to monitor unmanned spaces from the bridge cargo vessels, such as cargo holds and steering compartments. Furthermore, it is recommended that Commandant work with the IMO to create a new requirement to install and utilize CCTV cameras, or other similar technology, in cargo stowage areas on cargo ships.

Recommendation #6 – Vessel Weight Change Tracking. It is recommended that Commandant direct a regulatory initiative to require that a company maintain an onboard and shore side record of all incremental vessel weight changes, to track weight changes over time so that the aggregate total may be readily determined.

Recommendation #7 – Approval of Software for Cargo Loading and Securing. It is recommended that Commandant direct a regulatory initiative to require review and approval of software that is used to perform cargo loading and securing calculations. Furthermore, it is recommended that Commandant work with the IMO to implement international requirements for review and approval of such software.

Recommendation #8 – Review and Approval of Stability Software. It is recommended that Commandant update policy to address Coast Guard review and approval of stability software, and delegate review and approval authority to ACSs, where appropriate. This should include establishing specific policy and assigning technical requirements for review and approval of stability software by the Coast Guard, which may be required to review and approve such software for vessels that do not fall under the Alternate Compliance Program (ACP) or Navigation and Vessel Inspection Circular (NVIC) 3-97 authorities.

Recommendation #9 – Float-free Voyage Data Recorder (VDR) Equipped with an Emergency Position Indicating Radio Beacon (EPIRB). It is recommended that Commandant direct a regulatory initiative to require that all VDR capsules be installed in a float-free arrangement, and contain an integrated EPIRB for all domestic vessels currently required to be equipped with a VDR. Furthermore, it is recommended that Commandant work with the IMO to amend SOLAS V/20 (2015 consolidated) to require this VDR configuration for existing vessels.

Recommendation #10 – Locating and Marking Objects in the Water. It is recommended that Commandant direct an examination of the reliability rate of SLDMBs and other similar technology used during Coast Guard Search and Rescue operations. Additionally, the Coast Guard should develop pre-deployment protocols to conduct circuit testing on beacons prior to deploying them on-scene.

Recommendation #11 – Attachable Beacon for Assisting in Relocating Search Objects that are Initially Unrecoverable. It is recommended that Commandant identify and procure equipment that will provide search and rescue units the ability to attach a radio or Automated Identification System/strobe beacon to a found search object that is not immediately retrievable. This beacon should be able to be quickly activated and attached to the object, and have a lanyard of sufficient length to keep the beacon on the surface of the water if the object sinks below the surface.

Recommendation #12 – Personal Locator Beacon Requirement. It is recommended that Commandant direct a regulatory initiative to require that all Personal Flotation Devices on oceangoing commercial vessels be outfitted with a Personal Locator Beacon.

Recommendation #13 – Anonymous Safety Reporting to Shore for Ships at Sea. It is recommended that Commandant direct the development of a shipboard emergency alert system that would provide an anonymous reporting mechanism for crew members to communicate directly with the Designated Person Ashore or the Coast Guard while the ship is at sea. The system would be in place to report urgent and dire safety concerns that are not being adequately addressed onboard the ship or by shore based company resources in a timely manner.

Recommendation #14 – National Oceanographic and Atmospheric Administration (NOAA) Evaluation of Forecast Staffing and Products for Maritime Interests. It is recommended that Commandant request that NOAA evaluate the effectiveness and responsiveness of current National Weather Service (NWS) tropical cyclone forecast products, specifically in relation to storms that may not make landfall but that may impact maritime interests. To improve service to marine stakeholders the evaluation should consider the inclusion of past track waypoints for the tropical system for a period of 48 hours and a graphical depiction of the forecast model track of the best performing prediction models.

Recommendation #15 – Clarification of Flag State Expectations for SMS Implementation. It is recommended that Commandant direct the development and implementation of policy to make it clear that the Coast Guard has a shared responsibility to assess the adequacy of a company’s SMS. This responsibility includes, but is not limited to, assessing identified risks and contingency plans (as described in IMO Resolution A.1072(28)), and ensuring that the duties, authorities, and qualifications of the Designated Person Ashore and other shore side management who support vessel operations while underway are specifically described.

Recommendation #16 – Damage Control Information for Existing Cargo Vessels. It is recommended that Commandant direct a regulatory initiative to require that all cargo ships have a plan and booklets outlining damage control information. Furthermore, it is recommended that Commandant work with the IMO to amend the applicability of SOLAS Chapter II-1/19 (2015 consolidated), to apply to all existing cargo ships, ensuring these ships have the damage control information.

Recommendation #17 – Ship Specific Damage Control Competency. It is recommended that Commandant direct a regulatory initiative to update 46 CFR to establish damage control training and drill requirements for commercial, inspected vessels. Furthermore, it is recommended that Commandant work with the IMO to amend SOLAS to establish similar requirements.

Recommendation #18 – Evaluation of Mariner Training Institutions and Coast Guard Merchant Mariner Credentialing Process. It is recommended that Commandant direct a review of the EL FARO VDR transcript and this Report of Investigation, specifically focusing on the effectiveness of the Coast Guard credentialing exams and third party provided training including navigation simulators, heavy weather avoidance, cargo lashing/securing, stability, damage control, and bridge resource management. The Coast Guard should use the review to identify potential areas and competencies needing improvement and expeditiously develop a plan to implement those findings into the mariner credentialing process.

Recommendation #19 – Electronic Records and Remote Monitoring of Vessels at Sea. It is recommended that Commandant direct a regulatory initiative to require electronic records and periodic electronic transmission of records and data to shore from oceangoing commercial ships. This requirement would include records such as bridge and engine room logs, Standards of Training Certification and Watchkeeping (STCW) records, significant route changes, critical alarms, and fuel/oil records. The regulation should ensure Coast Guard access to these records regardless of their location. Furthermore, it is recommended that Commandant work with the IMO to amend SOLAS to require this same electronic transmission of records from all oceangoing commercial ships.

Recommendation #20 – Prevention Training Course for Prospective Coast Guard Sector Commanders and Deputies. It is recommended that Commandant explore adding an OCMI segment to Training Center Yorktown’s Sector Commander Indoctrination Course for prospective officers who do not have the Prevention Ashore Officer Specialty Code, OAP-10. The recommended OCMI training segment would be similar to the additional Search and Rescue (SAR) Mission Coordinator Course that is currently required for prospective Sector Commanders and Deputies who lack previous SAR experience.

Recommendation #21 – Coast Guard Oversight of ACSs that Conduct ACP Activities. It is recommended that Commandant update NVIC 2-95 and Marine Safety Manual Volume II to require increased frequency of ACS and Third Party Organizations (TPOs) direct oversight by attendance of Coast Guard during Safety Management Certificate and Document of Compliance audits. Additionally, the Coast Guard shall perform a quality audit specific to the ACS representation and performance on U.S. flag vessels. The Coast Guard personnel conducting the oversight should be fully trained and certified to conduct audits, and given clear authority to issue non-conformities to a vessel, company, or ACS.

Recommendation #22 – ACP Efficiency and Manageability. It is recommended that Commandant direct a regulatory initiative to revise 46 CFR § 8.430 in order to eliminate the use of U.S. Supplements that currently exist for each ACS authorized to conduct all delegated activities. The regulatory revision should clarify that ACS personnel shall default to 46 CFR requirements in circumstances identified in the Critical Ship Safety Systems Table in the Federal Register on February 13, 1998 (63 FR 7495).439

Recommendation #23 – ACS Accountability and Transparency. It is recommended that Commandant establish and publish an annual report of domestic vessel compliance. This report shall include domestic vessel no-sail rates for each type of inspected subchapter, and a methodology for associating a Coast Guard-issued no-sail control action with an ACS, for vessels found to have deficiencies or major non-conformities that were misclassified, or not previously identified during an ACS-led inspection or survey.

Recommendation #24 – ACS Surveyor Performance and Interactions with OCMIs. It is recommended that Commandant direct the implementation of a policy requiring that individual ACS surveyors complete an assessment process, approved by the cognizant OCMI, for each type of delegated activity being conducted on behalf of the Coast Guard. The assessment shall ensure vessel surveys and audits meet the Coast Guard marine inspection standard. If an OCMI determines that an ACS surveyor’s performance is substandard, that OCMI should be given the authority to revoke the Surveyor’s authority to conduct surveys on their behalf.

Recommendation #25 – Competency for Steamship Inspections. It is recommended that Commandant direct a study to explore adding a Steam Plant Inspection course to the Training Center Yorktown curriculum. The course should be required for Coast Guard Marine Inspectors and made available to ACS surveyors who conduct inspections on behalf of the Coast Guard. The steam inspection course could serve as an interim measure until an Advanced Journeyman Course covering steam vessel inspections is implemented (please see Recommendation #26).

Recommendation #26 – Competency for Marine Inspections and ACS Surveyors Conducting Inspections on Behalf of the Coast Guard. It is recommended that Commandant direct the addition of an Advanced Journeyman Inspector course to the Training Center Yorktown curriculum. The course should cover ACS oversight, auditing responsibilities, and the inspection of unique vessel types. The course should be required for senior Coast Guard Marine Inspectors and made available to ACS surveyors who conduct inspections on behalf of the Coast Guard.

Recommendation #27 – Coast Guard Major Conversion Determinations for Vessels. It is recommended that Commandant direct the review of policies and procedures for making and documenting major conversion determinations, including use of the Precedence Principle.

Recommendation #28 – Intact and Damage Stability Standards Review. It is recommended that Commandant direct a review of current intact and damage stability standards to improve vessel survivability in extreme wind and sea conditions.

Recommendation #29 – Applying Intact and Damage Stability Standards to Existing Cargo Vessels. It is recommended that Commandant direct a regulatory initiative to require that all existing cargo vessels meet the most current intact and damage stability standards.

Safety Recommendation #30 – Third Party Oversight National Center of Expertise. It is recommended that Commandant consider creation of a Third Party Oversight National Center of Expertise to conduct comprehensive and targeted oversight activities on all third party organizations and ACSs that perform work on behalf of the Coast Guard. The Center of Expertise should be staffed with Subject Matter Experts that are highly trained inspectors, investigators, and auditors with the capability and authority to audit all aspects of third party organizations. As an alternative, the Coast Guard could add a new Third Party Oversight Office at Coast Guard Headquarters with a similar staffing model as the proposed Center of Expertise. The new Third Party Oversight Office could function similar to the Traveling Inspector Office and report directly to the Assistant Commandant for Prevention Policy.

Safety Recommendation #31 – Technical Review of Critical Propulsion System Components. It is recommended that Commandant immediately review a representative sample of existing engineering system plans and implement a policy to ensure future Coast Guard or ACS reviews of such plans consider the full designed operating range when reviewing design elements for critical propulsion system components (e.g., the operating range for lube oil systems should ensure satisfactory function for the full range of allowable oil sump levels and vessel lists.)

The Coast Guard Marine Board Investigation Report can be accessed along with other investigation documents at the following link http://www.news.uscg.mil/News-by-Region/Headquarters/El-Faro-Marine-Board-of-Investigation/.

Or you can download the full report HERE (opens as PDF).

http://gcaptain.com/coast-guard-rel...n-report-summary-conclusions-recommendations/
 

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Crankshaft exchange on the MS Zaandam cruise ship
ALE Heavylift


Published on Sep 26, 2017
ALE performing a crankshaft exchange on the MS Zaandam cruise ship in Uruguay. The old crankshaft was replaced with a new crankshaft, weighing 7.5t, using jacking and skidding techniques.
 

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World on Water TV October 06 17 Global Sailing News One Ton Cup, NYYC, TP 52 more
Geoff Waller


Published on Oct 5, 2017
In this week's "WoW TV":
2017 Hamble Yacht services One Ton Cup wrap
Rolex New York yacht Club Invitational Cup 2017
Mirabaud Sailing Video Awards Professional/Sailor entries. Please vote at www.sailingvideoaward.com
52 Super series Menorca 52 Super Series Sailing Week penultimate day wrap
Enoshima Japan 2017 RS:X World Championships Day 1
The Volvo is under 4 weeks out and we feature Team Akzonobel and their home base in the Hague along with other exciting videos of previous Volvo Ocean Races and teams
 

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MAJOR FAILURE OUR BOAT SANK
Wicked Salty


Published on Oct 5, 2017

Vlog #101
 

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A Race in the Rain to pick up our Lucky Patrons (Sailing La Vagabonde) Ep. 108
Sailing La Vagabonde


Published on Oct 2, 2017
Riley always talks about how the only thing that should be dictating your sailing plans, are the weather and repairs. When you have a schedule to keep, more often that not, things just don’t like to run smoothly. We would have loved to hang out in Bonifacio and wait for the rain to stop, probably rug up inside and watch a few movies. But no, join us for soggy clothes and wet hair on our way down to Sardinia. However, we’re extremely excited to meet James and Destiny and to show them what it’s all about!!
 

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SEALS EVERYWHERE!!! Cuttyhunk Island
Tula's Endless Summer


Published on Oct 6, 2017
Cuttyhunk is such a cool little island only about 2 miles long by 1 mile wide. There were only a handful of people around while we explored Cuttyhunk this beautiful late September day. We found some fun waves to ourselves until a seal showed up! Later in the day we went on the search for some more seals and we found a whole bunch hanging out on a rock formation off Cuttyhunk. There were definitely a mixture of different types of seals which included mostly gray and harbor seals. It was so cool seeing these guys laying around and even swimming from the drone view!

http://tulasendlesssummer.com
 

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Great Lakes Freighter Alpena at the Soo Locks
Boat watching in the Soo


Published on Oct 7, 2017
Great Lakes Freighter Alpena in the Soo Lock Canal. 10-4-17
 

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Freighters BBC Alberta and CSL Oakglen at the Soo Locks
Boat watching in the Soo


Published on Oct 1, 2017
BBC Alberta entering the MacArthur Lock and CSL Oakglen leaving the Poe Lock. 9-30-2017
 

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Great Lakes Freighter Alpena in the MacArthur Lock
Boat watching in the Soo


Published on Oct 7, 2017
Great Lakes Freighter Alpena leaving the MacArthur Lock. 10-4-17
 

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Great Lakes Freighter Mississagi at the SooLocks
Boat watching in the Soo


Published on Sep 29, 2017
Great Lakes freighter Mississagi leaving the MacArthur lock in the Soo. 9-27-17
 

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Wrecks, Decks & Island Vibe Sundays - Ep. 69 RAN Sailing
RAN Sailing


Published on Oct 7, 2017
Curacao is an island with a lot of culture and in this episode we explore some parts of it and get to experience the real island vibe. We start and finish the last boat project on RAN for this time and then we go sailing to Klein Curacao.

Additional drone footage by our Curaçao friend Alsino: https://www.youtube.com/user/curacao11

We are a Swedish couple who wanted a different kind of life. So we moved aboard our sailboat RAN, a custom built aluminium Beason 40, untied the lines in the middle of the Swedish winter and started to sail south along the coast of Europe. There is no set route and we will go where the wind and our minds take us.

WANT MORE?
Read more about us, the boat and get real-time updates and photos!
- Website/blog: http://ransailing.se
- Instagram: http://www.instagram.com/ransailing
- Facebook: http://www.facebook.com/ransailing

Keep track of RAN and us here: http://bit.ly/2g0hg9J
 

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Great Lakes Freighter Oakglen and Edwin H Gott at the Soo Locks
Boat watching in the Soo


Published on Oct 7, 2017
CSL Oakglen entering the MacArthur Lock and the Edwin H Gott leaving the Poe Lock. 10-3-17
 

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Articulated Tug and Barge Joseph H Thompson Jr./Joseph H Thompson
Boat watching in the Soo


Published on Oct 7, 2017
Articulated Tug and Barge Joseph H Thompson Jr./Joseph H Thompson entering the MacArthur Lock. 10-5-17
 

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Great Lakes Freighter Paul R Tregurtha
Boat watching in the Soo


Published on Oct 8, 2017
1,013 ft. Great Lakes Freighter Paul R Tregurtha Down bound on the St. Marys River. 9-25-17
 

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Bomar Valour swings for Felixstowe Berth 4 with Svitzer Kent 9th October 2017
Deano C


Published on Oct 9, 2017
 

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Latest World's largest container ship OOCL Germany makes her maiden call to Felixstowe 04.10.17
Deano C


Published on Oct 5, 2017
The latest world's largest container ship OOCL Germany arrives to very busy Felixstowe on her maiden European voyage. Earlier in the day the Mathilde Maersk departed Beth 9 with her sister ship Maribo Maersk taking the berth she came off.

The Harwich Haven Pilot launch heads out of the harbour with the pilot for the Germany. Once onboard the pilot he radios Harwich VTS to say they wereb inbound with a maximum draft of 14.6 metres from Singapore and believed they were port side to Felixstowe berth 8. VTS replies that there was a ready berth, wind speed and direction and the traffic. Mathilde Maersk was outbound at the South Shiwash and Maribo Maersk about to round the Beach End into the harbour then swing for the berth with 3 tugs. The pilot said he will assess the sutuation closer to the harbour but plan A would be to have 3 tugs for berthing for the swing for the berth.

Proceeding inwards at a reduced speed of about 9-10 knots the situation changed, Maribo Maersk was taking a while to berth so it was decided to go starboard side to Felixstowe Berth 8. Svitzer Deben started as the quarter tug for Maribo but had to leave and rush off as they were the only 3212 escort tug that could be replaced so the Svitzer Shotley took over on quarter. Svitzer Deben hurried back to the tug pontoon to pick up a photogragher then paddles out to meet the OOCL Germany as she turns at the Harwich Approach Buoy for the last leg of her passage to Felixstowe.

As she gets closer to the harbour Svitzer Deben is made fast aft ready to assist her around the 90deg Beach End into the harbour. Finally the Maribo Maersk was alongside and making fast so the Kent and Sky were released, Kent chucks up a plume of black smoke and storms towards the Fort Buoy to make fast centre lead forward. The Svitzer Sky radios the Germany to see if they were still required. The pilot comes back and says they should be ok with just 2 tugs as they were going straight on the berth. Once insid the harbour the Deben goes straight atern then in to a check position to hold her back from the wind as she edges closer to the berth.

Final tie up 4, 2 and 2 each end with spring lines first.

ETA Friday 6th October 2017 at 16:00.