Thanks for mentioning my SNAME paper (W.P. Stewart, Capsize of Liftboat in Transit, Proceedings of the 27th Offshore Symposium, February 22nd, 2022, Houston, Texas Texas Section of SNAME). I wish to correct the NTSB's characterization of the paper's conclusions. One of the key conclusions in the paper is: "The Class 250 liftboat, in the nearly full load condition as presented in this paper, is prone to capsize in 6-ft waves from the beam and quartering directions, without any wind." It is hoped that the NTSB and the USCG will make further efforts to improve afloat stability of liftboats in WAVES AND WIND. Kind regards, Bil Stewart.
I know lots of municipalities have bridge curfews that halt marine traffic to prioritize highway traffic during certain busy hours. I’d recommend the Coast Guard implementing a Life Guard status that would give priority to vessel engaged in life saving operations needing priority opening at all bridges.
The NTSB Board needs to consider that the operating limitations had it wrong, and it needed a revision of change reflecting that. Time and time again without being AFT trim the vessel displayed greater instability than when it was even keel. Sounds like after many years and voyages she didn’t like being even keeled and handled terrible due to it. Here’s another one for you. The operating limitation stated the vessel should not be elevated on station preforming operations in more than a 1.5 knot current, but that never stopped any vessels I’ve ever worked on from continuing operations when the currents exceeded that limitation. There are decades and decades of proof, that such a limitation is preposterous. I have a question for the gentleman that mentioned aviation. If you found that 5lbs of ballast in the tail of your airplane made it fly more stable, would you stop putting it there because of the limitations or would you change your limitations?
An the first Lawer from Houston that isn't part of the lawsuit no more told a wife of the deceased that the coast guard gave Brian that broken beacon. When her message was copied/linked an posted so ppl could see the 1st lawyer disappeared. Is it true seacore power sold out a week before this happened?
I work with these guys, they can afford to buy their own emergency locator devices if the want them. The biggest problem is they don’t take care of the life saving equipment they are provided. Look at the portable handheld marine vhf radio they’re issued. They lose, break, misplace, steal, no telling what, happens to them. We spend a lot of money every year replacing them. I always tell my employer to make everyone provide their own equipment and see how often they go missing or get broken. I have a ditch bag with an assortment of life saving equipment, which includes an emergency locator beacon. All things that I purchased on my own because I care about my safety.
Thanks mem chairman. U asked almost half of the important ?'s that family have asked an thought they get never get answers too. Are the answers wouldn't add up. Been Waited for NTSB to get done with there work for the family's. A day after Margie Taylor Green was contacted an she was begged to help they guys who were told to go back in the capsized vessel by the coast guard. That was one story. But not to long after Mr. Kennedy of Louisiana pleaded with Biden to remove the red tape so rescue operations could proceed. We were told the 3 day delay was because of bidets red tape. But yall are saying the 3 delay was because divers couldn't get a vessel to block them while they were in the water at the time?
So how cold was the water? It knows what it said at 1st. Snap shot it. Good thing cuz it disappeared. Was it 75? It knows about that Lil freeze that killed the palm trees? Was it more like 63-65?
Obviously trying to put the bow into the wind didn’t prove to be a solution. Consider a vessel running weather patterns it spends the same amount of time if not more with its stern to the wind and seas, it’s definitely a smoother ride going with the seas than trying to buck them. In the turns is when you get the side seas, that’s absolutely miserable, you have execute such maneuver as quickly and safely as possible. Regardless of forward speed maneuvering the vessel to the closest heading that avoids side sea states should be recommended when attempting to elevate a vessel in peril. You say the vessel was being push along faster than it’s normal top speed, okay that sucks for the equipment. You’re likely going to break something as you contact the sea floor, but you’re in more control of that scenario, than the scenario that ultimately played out. Run your simulator, and give us your findings. Given the speed of the vessel, stern to the seas, what’s the probability that it would still capsize upon the legs contacting the sea floor. Run different scenarios like running the the aft leg slightly lower so it contacts the sea floor first. Then use it like an anchor. Or actually drop anchor to slow the vessel down. I understand that preventing the situation is best practice, but if SHTF give us some options to increase our chances of survival. Thank you.
Thanks for mentioning my SNAME paper (W.P. Stewart, Capsize of Liftboat in Transit, Proceedings of the 27th Offshore Symposium, February 22nd, 2022, Houston, Texas
Texas Section of SNAME). I wish to correct the NTSB's characterization of the paper's conclusions. One of the key conclusions in the paper is:
"The Class 250 liftboat, in the nearly full load condition as presented in this paper, is prone to capsize in 6-ft waves from the beam and quartering directions, without any wind."
It is hoped that the NTSB and the USCG will make further efforts to improve afloat stability of liftboats in WAVES AND WIND.
Kind regards, Bil Stewart.
Thank you Chairman Homendy for having the breaks edited from the video.
I know lots of municipalities have bridge curfews that halt marine traffic to prioritize highway traffic during certain busy hours. I’d recommend the Coast Guard implementing a Life Guard status that would give priority to vessel engaged in life saving operations needing priority opening at all bridges.
Thanks for posting, as always a very well run meeting, thoughtful and concise. The research in the investigations are dilligent and well done.
2:14:00 22. M-17-45 recommends USCG require PLBs, again (Many PLBs only work for 24 hours, but still)
The NTSB Board needs to consider that the operating limitations had it wrong, and it needed a revision of change reflecting that. Time and time again without being AFT trim the vessel displayed greater instability than when it was even keel. Sounds like after many years and voyages she didn’t like being even keeled and handled terrible due to it.
Here’s another one for you. The operating limitation stated the vessel should not be elevated on station preforming operations in more than a 1.5 knot current, but that never stopped any vessels I’ve ever worked on from continuing operations when the currents exceeded that limitation. There are decades and decades of proof, that such a limitation is preposterous.
I have a question for the gentleman that mentioned aviation. If you found that 5lbs of ballast in the tail of your airplane made it fly more stable, would you stop putting it there because of the limitations or would you change your limitations?
Another ? That was erased on the coast guard page was were did they get the ue life jackets from? Did they come from bristo or the coast guard?
An the first Lawer from Houston that isn't part of the lawsuit no more told a wife of the deceased that the coast guard gave Brian that broken beacon. When her message was copied/linked an posted so ppl could see the 1st lawyer disappeared. Is it true seacore power sold out a week before this happened?
Did yall find out who gave out the blue life jackets?
43:50 NTSB recommends that USCG require personal locator beacons
I work with these guys, they can afford to buy their own emergency locator devices if the want them. The biggest problem is they don’t take care of the life saving equipment they are provided. Look at the portable handheld marine vhf radio they’re issued. They lose, break, misplace, steal, no telling what, happens to them. We spend a lot of money every year replacing them. I always tell my employer to make everyone provide their own equipment and see how often they go missing or get broken. I have a ditch bag with an assortment of life saving equipment, which includes an emergency locator beacon. All things that I purchased on my own because I care about my safety.
Thanks mem chairman. U asked almost half of the important ?'s that family have asked an thought they get never get answers too. Are the answers wouldn't add up. Been Waited for NTSB to get done with there work for the family's. A day after Margie Taylor Green was contacted an she was begged to help they guys who were told to go back in the capsized vessel by the coast guard. That was one story. But not to long after Mr. Kennedy of Louisiana pleaded with Biden to remove the red tape so rescue operations could proceed. We were told the 3 day delay was because of bidets red tape. But yall are saying the 3 delay was because divers couldn't get a vessel to block them while they were in the water at the time?
So how cold was the water? It knows what it said at 1st. Snap shot it. Good thing cuz it disappeared. Was it 75? It knows about that Lil freeze that killed the palm trees? Was it more like 63-65?
Obviously trying to put the bow into the wind didn’t prove to be a solution. Consider a vessel running weather patterns it spends the same amount of time if not more with its stern to the wind and seas, it’s definitely a smoother ride going with the seas than trying to buck them. In the turns is when you get the side seas, that’s absolutely miserable, you have execute such maneuver as quickly and safely as possible. Regardless of forward speed maneuvering the vessel to the closest heading that avoids side sea states should be recommended when attempting to elevate a vessel in peril. You say the vessel was being push along faster than it’s normal top speed, okay that sucks for the equipment. You’re likely going to break something as you contact the sea floor, but you’re in more control of that scenario, than the scenario that ultimately played out. Run your simulator, and give us your findings. Given the speed of the vessel, stern to the seas, what’s the probability that it would still capsize upon the legs contacting the sea floor. Run different scenarios like running the the aft leg slightly lower so it contacts the sea floor first. Then use it like an anchor. Or actually drop anchor to slow the vessel down. I understand that preventing the situation is best practice, but if SHTF give us some options to increase our chances of survival. Thank you.
Too late