twistedtree
Guru
I love how the coast guard referred to it as being "only cosmetic damage". I guess if it's not sinking, it's only cosmetic.
I love how the coast guard referred to it as being "only cosmetic damage". I guess if it's not sinking, it's only cosmetic.
As to the tide: yes, spring tide range at Seattle can reach 17'. With a new moon, the morning range last Thursday was just about 13 feet.
The dolphins are designed to be struck by the hull and not the superstructure (note the black stripe at the car deck line). They are even padded, as you can see here, against the minor bumping in a routine docking, but the assumption seems to be that any impact will be on the correct side. (click to expand)
I looked at your photos and I see these are steel piles with welded collars and caps but not really sloped or battered maybe cause they are poured in place piles. ... Sloped or battered dolphins usually prevent the hull rim or rub rails from allowing superstructure entanglement. Vertical steel piling as shown in your photos normally have heavy fendering which typically keeps the hull off.
Rick
Rick, your analysis is basically correct, but WSDOT (we in the know call it "Wizzdot) simply does it differently. The picture below is from a recent construction project at another location, but I think it shows the extensive use of rubber fenders and shock absorbing structure.
The big departure from your understanding is that they build the structure vertically because they specifically want it to engage the vessel exactly at the heavy rub-rail at the level of the lower car deck...and they do often.
The inner structure, or "wingwall" is even more sophisticated in that the supporting pilings suspend the big fender structure without securing it to the bottom so it swings back a bit at impact.
None of this explains what the point-of-contact was which put the (diagonal !?) divot in the superstructure, but I suspect if we could find a picture of the SW corner of the dolphin, there would be a revealing white paint swatch.
Rick, your analysis is basically correct, but WSDOT (we in the know call it "Wizzdot) simply does it differently. The picture below is from a recent construction project at another location, but I think it shows the extensive use of rubber fenders and shock absorbing structure.
The big departure from your understanding is that they build the structure vertically because they specifically want it to engage the vessel exactly at the heavy rub-rail at the level of the lower car deck...and they do often.
The inner structure, or "wingwall" is even more sophisticated in that the supporting pilings suspend the big fender structure without securing it to the bottom so it swings back a bit at impact.
None of this explains what the point-of-contact was which put the (diagonal !?) divot in the superstructure, but I suspect if we could find a picture of the SW corner of the dolphin, there would be a revealing white paint swatch.
..and that it's overhanging structure that got smashed, not structure that was inboard of the rub line. Would that make sense? I don't recall how vertical or flared the boat ends are.
The ferries are inspected vessels. They must have a certificate of inspection issued by the coast guard. They cannot and will not sail with fewer crew than the COI requires. Something else happened other than the captain needing to go potty.One of the folks on the ferry a couple cars back during the collision said they saw concrete and concrete dust. My thought is there must have been a concrete pile cap on the pilings and the port pickelfork made contact with the pile cap once the pile was compromised. The concrete likely either fell into the ferry or into the water. They have been dealing with staff shortages so perhaps the captain had to take a leak with no one at the helm.
It'll buff out!!! LOLI love how the coast guard referred to it as being "only cosmetic damage". I guess if it's not sinking, it's only cosmetic.
and that it's overhanging structure that got smashed, not structure that was inboard of the rub line. Would that make sense? I don't recall how vertical or flared the boat ends are.
There is no overhang. That stove-in area, known colloquially as "the picklefork" (actually, it is half the picklefork) conforms to the shape of the rubrail, actually sits a couple feet from the wingwall when normally at the dock. that's part of the puzzle.
I don't know if the COI would state that. It is common practice on vessels of that size to have a licensed officer and AB on the bridge with the AB doing the steering. Though that close to a landing the officer should be at the helm.It’s a very short trip they were on, assuming the recorded AIS data is correct. 07:04 when they came onto course and speed after departure, then 07:13:51 when they struck the dolphin. So only a 10 minute run. I think that rules out someone falling asleep, or makes it very unlikely.
Does anyone know for certain if two people are required in the wheelhouse? I would expect there are, but don’t know for certain.
Does anyone know for certain if two people are required in the wheelhouse? I would expect there are, but don’t know for certain.
The USCG is actually very strict about allowing anybody on the bridge not directly necessary for navigation of vessel. Getting caught with family, kids or passengers in the wheelhouse can get your license nicked if the wrong guy catches you.
Rick
Portage I’m not 100% sure on this because I don’t know how the USCG classes this vessel. But my guess is she is a Sub-Chapter H and if so the I don’t think a second officer is necessary on the bridge especially on short duration runs of this type. The USCG is actually very strict about allowing anybody on the bridge not directly necessary for navigation of vessel. Getting caught with family, kids or passengers in the wheelhouse can get your license nicked if the wrong guy catches you. This class also calls for a dedicated Chief Engineer in the engine room and not a multi-task engineer.
Rick
There was a comment above, not sure if it was you, that the ferry may have hit the dolphin at 13 kts. I have been onboard for one grounding on hard rocks at 8.5 kts. The sudden stop was dramatic. People and equipment were thrown about. There have been "hard landings" with passenger boats elsewhere that resulted in passenger injuries from being thrown about. So I'm thinking the ferry hit the dolphin and a much slower speed.
If so,best course was to pee on the floor. Probably did afterwards anyway....They have been dealing with staff shortages so perhaps the captain had to take a leak with no one at the helm.
Perhaps I wasn't clear enough. In response to twistedtree's question about two persons being required on the bridge I said that I didn't know if the COI requires a 2nd person on the bridge. But that it is common practice to have an AB on watch with the licensed officer. Not required.
I am aware of the restrictions on persons not necessary for navigation. An AB when working under the supervision of the watch officer is allowed.
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Friend is a retired Washington State Ferries chief engineer. His son is now a chief. (There is a chief on each boat) His initial theory is a controls issue and the captain decided to take the the dolphin rather than the ramp and apron as it would cause less total damage. His theory is subject to revision as more facts emerge. The resignation of the captain adds another dimension to the speculation.