DISQUS

JollyMon · 1 year ago

First, Cota had to get his ship around the dredge Njord, which was anchored in the estuary.

Once in the bay, the approach to the Delta-Echo span is fairly straightforward in clear weather, according to several pilots.

But Cota was in dense fog. He had to rely on his electronic devices and the bridge team. (from SGGate)
Finally a site that is factual and one that does not wish to burn the Pilot at the stake!
It is clear from the ais video that somewhere the ship started heading almost parallel with the bridge. Why?
The paper says he relied on his electronic equipment.
Nowadays many pilots come aboard with their own AIS and GPS enabled laptops. Is that what they are refering to? They do not say the ships radar etc. Many of these laptops I have seen are quite good. Just wondering?
My bet is on BRM and the communication issue or lack of. Next time you order your pan fried dumplings order a Turkey club to go with and see what you get. And many of these good restauranturs have been here awhile and it's not their second (port) job in the US.
Give yourself 3/4 mile to maneuver and when you relize the quatermaster went port 20 instead of starboard...
Not familiar with the Bay Br.but could he have passed under one of the other two spans?

Nate · 1 year ago

No way he could have gone under the other span. That is for incoming vessels and could have risked a collision with one, although none were present at the time. Also, unlikely he could have made a 90 deg starboard turn in order to avoid hitting SF if he went that route. Continuing the left and making another approach is probably the only way out, along with slowing engines. But 11 knots is pretty quick in full fog already!

Gary A. Hill · 1 year ago

My concern is whether the speed of 11 kn as reported by the SF Chronicle is correct, and whether that was an appropriate speed given the fog and the pilot's reported concern about the performance of the ship's radar. Should the ship have been driven at bare steerage speed in these conditions? What is that speed for this ship?

Gary A. Hill, Oakland CA

Mark Littlejohn · 1 year ago

As an A.B. Seaman, I have to question the Helmsman's ability to correctly interpret the Pilots commands during time of transit. I'm sure that when questioned, the helmsman on watch would state that he understood the commands given. However, I would be willing to bet he did not. I have always questioned the ability of correct communication between an English speaking Pilot and a non-English speaking foreign national.
Also, I have noted questions arising that allude to the fact that the helmsman was not paying attention to the Radar and other bridge equipment. The helmsman ONLY watches the course repeater when steering. Not the radar, ECDIS, AIS, ect..
Now as an American Merchant Seaman, I'm not sure how they do BTM on foreign flagged vessels, but U.S. ships generally have it set up where the Captain has the Conn, Chief Mate handles Nav/Collision Avoidance and 3rd Mate handles Admin (bell book, ect) with the 2nd mate on the bow as Bow Communications with the Bos'n to handle the anchors if needed and another A.B. as Lookout.
On the bridge, the Pilot gives the recommended course and speed commands.
So, the question arises, were these commands clearly understood by all the members of the BTM?

Teresa · 1 year ago

I'm not a mariner, but I follow stories on g.captain, which are quite interesting. I am a San Franciscan and on the morning of the allision I got up and looked out my back window, which overlooks the San Francisco Bay, and I said to myself, "Wow, I haven't seen fog here like this since I was a girl." And I'm over 50 now. So, the circumstances were unusual and evidently quite complicated.

jollymon · 1 year ago

Nate.
Ever hear of "any port in a storm"?Still think he could have made it but than again a round turn would have been prudent. Than again there was an inbound ship. Than again...
My theory on pilots, they start out having plan A.
That works for awhile but than quickly you need and act accordingly that you are in a position ti implement plan B.
After a few more years they get the experience for plan C.
By the time they gt to plan C it is time to retire.

Deep down I know you did the best you could Capt. Cota.
The rest of us armchair mariners are now (hopefully) listening and learning and not looking for a pound of flesh.
The investigation will only help us advance to " plan C". And than we retire at the top of our game.
Be careful and safe out there fellas and ladies and remember what pushes us to do something questionably unsafe may not be worth it in the long run.

jollymon · 1 year ago

I would like to see the ais info overlayed on to a vector chart such as coastal explorer instead of google earth. Boatsf is a nautical site so shouldn't they be getting their ais info to a nautical dhart display to begin with.
Still think he may have been able to pass under the B\C abutments.

John · 1 year ago

jollymon,

We are actually working on this with our friends at vesseltrax.com

Anshuman Naik · 1 year ago

Here are a few points of interest -

1) Thank God this is one case where the Master is not being burnt at the stake - theoretically, the Pilot advises the Master, practically the Master depends on the Pilot for his superior knowledge of the port, currents, tides, and the fact that often reality differs from what is given in the Sailing directions, charted depths of chars and Pilot volumes .

2) Secondly, let us stop using this as a bashing place for other nationalities - it is a time for seafarers to support each other or at least allow things to be treated fair.
This incident has the potential of being an Exxon Valdez.. let us not make a Hazelwood of this Master

3) Sorry if I sound rude, but anyone who has not commanded a 370 mtr long container vessel has little right to speak

4) A good possibility that ECDIS data (esp. the Course over ground indication and heading ) was misinterpreted. I think the pilot mistook the COG for the heading of the vessel - no other reason why he should head parallel to the bridge. (I assume the AIS data on which we are basing opinions is the "vsl heading")

Please see my message n http://groups.yahoo.com/group/ecdis/ for further info on this.

5) I am amused y the take of TV reporters on the drug and alcohol test being administered late - esp for those who were off bridge... Scandalous!!

6) A good possibility of BTM not working. Someone (most probably the container operator who subtly puts commercial pressures) is upset that the vessel has been delayed due to fog. An American pilot who feels he is superior to the Chinese master (not a misguided assumption if the above opinions voiced by other people are anything to go by), (PS - why did the pilot not bring the navigation lap top which SF bay plots mostly have?? actually almost every pilot in developed and many developing countries carry it along!)

7) A factual error - the racon midway of D and E supports would not have shown up on the ECDIS unless the ECDIS had a radar interface (not a part of IMO res 817 - a lack of the standard itself?)

I welcome other opinions... esp. those which disagree

- Anshuman Naik
Master Mariner on ocean going container ships, VLCCs and Car carriers