Good point though perversely the close proximity of that deep water is a current source of concern e.g. could the beached ship wriggle off the bank and fully capsize into deeper water.
Hoegh Osaka aground on Bramble Bank
- Thread starter mlines
- Start date
Triassic
Well-Known Member
I guess I just have difficulty understanding why if you have concerns over the stability of your vessel to starboard you would initiate a hard turn to port, especially if that would mean a potential capsize bang in the middle of the key shipping route. Like I say I don't have the local knowledge but it would have seemed more logical to me to have eased to starboard and put her on the north west side of the Thorn Channel. To have begun that turn to port the pilot must have either been extremely confident she wasn't going to have gone over (the consequences of being wrong were just to great) or they didn't think they had much of a problem until they started the turn at which point it all went pear shaped and they lost control of the vessel.....
benjenbav
Well-Known Member
I imagine that explains the rudder to starboard, once the ship had adopted a northerly heading she would have needed to steer into the stream in order to beach broadside on.
sailorman
Well-Known Member
dependant on the amount of heeling its possible the rudder had little effect and the same for the thrusters
alant
Well-Known Member
Thereby closing any entry/exit to the port whilst they attempt salvage!
fireball
Well-Known Member
Yes - I can see that it would have been preferable to ground on the shellfish beds or on the sub-marine cable between Stansore Point and Egypt Point ....
Out of interest what is the theoretical recoil/whiplash range of a steel cable that snaps under strain? Is the Cowes foreshore in danger?
l'escargot
Well-Known Member
But a planned closure that can be reopened or closed again at will.
Mad Pad
Well-Known Member
Does anyone know if the vehicles are still secured or have they all fallen to one side?
aquapower
Well-Known Member
BBC news last night interview someone involved with loading of vehicles and he stated that all vehicles were well secured and should be ok.
syc1
Well-Known Member
FWIW I spent a couple of months loading cars at Southampton last year, can't talk for all the companies in there but the outfit I was with were really hot on strapping them down. I'd be surprised if they have moved.
sailorman
Well-Known Member
An interesting video here
http://gcaptain.com/3d-dynamic-replay-hoegh-osakas-grounding-solent/
http://gcaptain.com/3d-dynamic-replay-hoegh-osakas-grounding-solent/
Triassic
Well-Known Member
That's really helpful Sailorman, thanks. It just goes to show how hard it is to understand these scenarios without local knowledge. From the AIS track and the photos I had thought the vessel had made a complete 180 turn and had grounded with her starboard side towards the bank, where that clearly shows she actually only turned just past 90 degrees and has then been allowed to go pretty much sideways until the port side has contacted the bank. With the tide flowing westwards that would also explain the helm being to starboard. I guess the gradient of the bank also induces the heavy list to starboard.
alant
Well-Known Member
Yes - I can see that it would have been preferable to ground on the shellfish beds or on the sub-marine cable between Stansore Point and Egypt Point ....
& if they get it wrong, a closed port!
STEVEDUNSTABLE
Well-Known Member
please forgive my obvious lack of knowledge on these matters but with all the modern day sensors, computers, ballast water pumps etc etc, I am confused (which is easy in my case) as to how the vessel was declared "safe for sea, or signed off as" before leaving the quay at Southampton in the first place.. ..... just baffling on my part..
mjf
Well-Known Member
Blimey
What a brilliant bit of kit. That explains a huge amount. The action of the guard vessel shows indeed there was communication between the guard boat and pilot. Quite why the intentional grounding story took so long to be announced is the mystery now!
What a brilliant bit of kit. That explains a huge amount. The action of the guard vessel shows indeed there was communication between the guard boat and pilot. Quite why the intentional grounding story took so long to be announced is the mystery now!
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Mariner69
Well-Known Member
Reference the rudder.
When turning a big ship you give the order "Port 15 degrees" the helmsman repeats the order and you check he has gone the right way by looking at the rudder indicator.
You then look out of the window and watch the bow against the land ahead in pilotage to check the rate of turn.
As you approach your intended heading you give the order "Mid-ships" and the helmsman will bring the rudder to the amidships position.
If you do no more the turn will continue in the original direction, in this case to port, albeit at a reduced rate.
To stop the vessel's swing on the intended heading you give the order "Starboard 5" go through the checks see she is on course and then say "Steady on course 355 degrees" or any other intended course. Hence the rudder is to starboard.
The steering motor is probably still under power since the auxiliary engines remained running as indicated by the two turning radar scanners the day after grounding. The day tanks will have enough fuel for some time to come dependent upon their condition on sailing.
When turning a big ship you give the order "Port 15 degrees" the helmsman repeats the order and you check he has gone the right way by looking at the rudder indicator.
You then look out of the window and watch the bow against the land ahead in pilotage to check the rate of turn.
As you approach your intended heading you give the order "Mid-ships" and the helmsman will bring the rudder to the amidships position.
If you do no more the turn will continue in the original direction, in this case to port, albeit at a reduced rate.
To stop the vessel's swing on the intended heading you give the order "Starboard 5" go through the checks see she is on course and then say "Steady on course 355 degrees" or any other intended course. Hence the rudder is to starboard.
The steering motor is probably still under power since the auxiliary engines remained running as indicated by the two turning radar scanners the day after grounding. The day tanks will have enough fuel for some time to come dependent upon their condition on sailing.
benjenbav
Well-Known Member
benjenbav
Well-Known Member
I would be surprised if the problem leading to the listing had been discovered before the ship reached Fawley: otherwise the obvious thing to do would have been to dock it at the oil terminal. Past Fawley into the Thorn Channel the first turn is to starboard around Calshot and then the sharper turn to port around the Bramble Bank.
I suspect that the problem manifested itself during the port turn and the decision was then taken to move out of the channel, east of the Brambles, turn the heading north and allow the west-moving tide to carry the ship broadside on to the beach.
I suspect that the problem manifested itself during the port turn and the decision was then taken to move out of the channel, east of the Brambles, turn the heading north and allow the west-moving tide to carry the ship broadside on to the beach.
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Triassic
Well-Known Member
As I was suggesting in #83...
Indeed, but as you didn't expand on your theory it was very hard to put it into context, especially for someone (like me) who thought the vessel had the starboard side on the bank.
