12 MAY, 2019 - M/V SO...FEA DECK LOG - “YOU”, DAMAGE CONTROL, AND YOUR BOAT
FIBERGLASS “F/V MARAUDER” (NEWPORT) AND DOCKED HER ALONG THE TRANSIT DOCK
EAST OF THE CRANE.
hour long siamesed tango ? out in the turning basin, and was there when Jason tied it up . . . watched
diver Brien Mill do the underwater inspection and re-experienced a process that I have been through
many times before, rekindling memories of the “save an in-trouble boat” Chinese fire drill . . . but now,
after a 20-year gap, and with new youthful players having a different mindset.
but, like many things old men recall from 40 years ago, last night was (for me), not impressive, nor
“ALMOST” all floodings and sinkings at sea (even at the dock), are almost always a “first-time”
experience for any Skipper to endure. . . just like your first divorce, your first tax audit, your first truck
roll-over, you're first major house fire, hence, there is no memory bank recall of “what to do” , it is a
single-handed (you always use the buddy system) of two men aboard, or two tandem vessels
line-of-sight (3 miles), Secondly, you never leave the dock unprepared and un-outfitted (tool and
equipment-wise) for sea (under any circumstance), the Third guide-rule was always “have the
knowledge or stay home”, especially about Damage Control methodology, onboard parts, weather,
and engine repair.
the lessons learned 40 years ago (and for the previous 3,000 years), would all have made events like
yesterday almost hard to ever occur, much less be prepared for in the fashion they were last night.
unthinkable failures and fires for Centuries, Skippers and Captains have been having heart attacks,
tying themselves up in nets, falling overboard, and chopping off limbs for time immemorial. In 2019,
Admiralty law and the US Coast Guard have created as good a sea rules SafeNet as possible,
Captains to review, Ports and Harbors response teams are as urgently important as the Coast Guard
itself, Insurance and surveys offer prep and guidelines, and Dock-side emergency personnel training
is all enhanced nowadays, which all should result in a common sense (almost rehearsed) efficient
response to a vessel in trouble coming home (in any condition) in 2019 (especially when ”announced”
ahead of arrival time).
hull (inboard starboard side), the Coast Guard response was great!, and, the twin Volvo 40 engines
appear to not have gone under water, but, “other” flood damage has not been ascertained. Diver Brien
Mill fabricated a tapered plug cinch device and installed it today, making the vessel ready for a
limp-to-the-drydock trip, and a full Conditional Survey, I’m sure.
to where told . . . and leave.
That receiving area and on-dock crash cart needs equipment for any/all possible “what if” scenarios
(fuel/oil containment, a tidal grounding and "leaning" area, quick tool and support gear access) and
needs to be waiting like an Emergency room for action on arrival. Not fully realizing your limitations of docking point, crew and equipment, or, not being aware of the consequences that could occur as a result of these limitations. is problematic undersight for me.
patch pieces, wire, twin radios, an isolated battery, a spare fuel source, filters, hoses, pipe fittings,
float-off raft, and all the endless, etc. needed .for an emergency.) You “never” have what you need, but
being even partially prepared is a priority.