MV Ever Forward Runs Aground in Chesapeake Bay - 14 March 2022 | What's Going on With Shipping?
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- Опубликовано: 13 мар 2022
- MV Ever Forward Runs Aground in Chesapeake Bay - 14 March 2022 | What's Going on With Shipping?
On this episode, Sal Mercogliano - former merchant mariner and maritime historian at Campbell University - investigates the grounding of the MV Ever Forward outbound from Baltimore for Norfolk in the Chesapeake Bay and potential salvage scenarios. The ship was heading southbound when she left the channel and proceeded to ground in shallow water to the east.
#EverForward #Chesapeake #Containership #Evergreen
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I found your channel during the Ever Given fiasco but your channel keeps me interested because it turns out the world of shipping is a never ending story of people doing stupid stuff. Your channel is always interesting and informative.
Thanks Scotty.
*Scotty!*
Beam me up, Scotty.
@@jamesalles139 Ha 😆
Happy Anniversay to you and your wife Sal! 🥂🎶
I think Evergreen needs to name their NEXT big Vessel EVERDRAMA! 🤣
Nah, they just need to make their ships with bottoms that don't go so deep. (?? sorry couldn't help myself.) But fortunately it should just be sand, and oyster shells, there and not rocks and coral that could cause hull damage.
Something to note is the grounding happened at around 11PM, so in addition to charts and GPS plotters, there are range lights for the transition (right turn to the south) from the Craighill Upper Range to the Craighill Range; in the Craighill Angle.
The Ever Forward should have been in the left outside quarter coming south.
Boated and Fished in the Chesapeake Bay for years. That channel is clearly marked and wide enough to accommodate the larger vessels. That said, Evergreen needs to do everything possible to ensure NO environmental impact to the bay and the watermen's' livelihood. This estuary is vital to the local watermen and sportsmen!!!
Hey Sal-Enjoy your videos, Every time I see one of these mishaps reported ,I’m grateful for having completed a long seagoing career without getting caught up in a significant marine casualty. They definitely ruin your day if not career.
We need to know the actions and commands on the bridge between the Pilot and Master to eliminate human error. Steering malfunctions are always possible but heading instructions are critical. Thank, Sal! Happy anniversary…🇺🇸⚓️
Exactly correct as always Dick!
Until we get the VDR info, it will be finger pointing between the master and pilot.
Maybe no accident, what could be on that ship?
What's Going on With Evergreen? a new series!
Happy Anniversary to you and the Mrs. VP. 30 more blessed years
Happy Anniversary! I can't wait to see how this one is resolved. Keep us posted on the progress, please.
Hey boss ,Mr President. Sal I hope you have a great week. We got a cold flash trying to keep peaches. I expect another one before Easter never fails. God bless
Excellent video. My uncle was a Panama canal pilot and later chief pilot of San Diego. He could not have broken this down better. Keep up the good work!
Another excellent explanation, and the channel being open is a blessing..well done sir.
Oh, look! Another “accident”… What a coincidence that after many decades of no issues, a whole fleet of ships suddenly all run aground in well trafficked waters, randomly catch fire from the inside of an enclosed cargo hold, or drop hundreds of containers stacked 6 or 7 stories high above the deck all in the span of 2 years.
In 1950, the battleship USS Missouri went aground in Chesapeake Bay, it was no small feat getting it unstuck, a very interesting account to check out...
It is an amazing story.
I am one who found your channel during the Suez Canal debacle. Since then, because of your easy to understand teaching method, I have become fascinated with ships and shipping. Thanks for the straight forward (pun intended) information. Happy anniversary!
It's an "everground" ship
Well played
Hey another good report Sal,
Barring mechanical failure, this is definately Pilot Error.
It's been awhile since I've transited the Chesapeake Bay , but I've had many transits in my career. This is a real shame for the port of Baltimore which has really made an effort to compete with the other ports on the East Coast.
Excellent as always! Will be sticking close as you take us through this, along with all the other stuff going on!
Looks like tour chart is set to show depth in meters, not fathoms. So depth at the location is 7.2m, 23.6’ or 3.9 fathoms.
Great video. Happy anniversary!
Congrats on your anniversary! Thanks for the video update! No need to shave or dress fancy for me. It's all about content and delivery.
Makes me wonder where the dredging spoil was dumped.
Excellent report Sal, I’m confident every bit of procedures will be closely monitored and look forward to any updates.
Another great, very informative video professor. The burning question in my mind, now, especially after the sister ship, was clearly affected by the wind in the Suez Canal more so than the pre Panamax ships. Are these larger ships going to have to be escorted by tugs in these shallow waterways because of their size. In my opinion, this is quickly becoming an issue. It's just a matter of time before we have another situation like in Brunswick, Ga. This ship is hard aground. Heaven forbid another marine disaster on the east coast.
I appreciate the work you do,
Enjoy your day, sir, and happy anniversary
Normally vessel is escorted via tugs depending on the pilot's suggestion (-decision- is wrong sorry). It is normal for the pilot to use tugs till the vessel is on maneuvring speed and then to release them, well unless there is a specific law that requires tugs to escort vessels that have length or width higher than .
Edit. Typos
Looks like this could be another saga of the M/V Golden Ray. Once this vessel removes 95% of its fuel and ballast water it will be ready to roll over in place. Now exactly where was the Bay pilot during this maneuver? Was the helm answering the pilots orders? Was everyone able to understand each other? Was the Master of the vessel on the Navigation Bridge during the transit? So many questions to be asked. Carry on shipmates!
Dammit. I ordered a Chinese spatula 3 months ago. I'm never going to get it.
I think some force parked the ship so we can find out all the goodies on board.
Love your indepth analysis! Thank you
You did a nice job SHOWING US THIS "where. They need to change the process "
Happy anniversary!
Congrats Sal!
Very interesting, lots of good info. Thanks.
Excellent report.
Happy Anniversary to you both!
Well done. Good info. Thanks
Thank you for making maritime stats clear for even a lay person. I did notice the ship wasn't very deep in the water which surprised me hearing of her running aground. Thanks for your easy teaching style, I know much more of channel traffic. 😀
Congrads ! We are at the 55 moving to 56 soon. Yea for both of us. I used to plot the tides on Kwajalein the mid pacific refueling station and Missile Range. Not a pro, just for fun.
Thanks for pointing out MarineWays. Looking at it on my own browser now.
I thought of you when I heard about this. you are the best. Can you believe we are here again?
This is about a mile from my house! Other ships are still using the channel according to MyShip Tracking
The first thing any captain or pilot learns to be is a "tide shark" to manage coastal tide timing for your ship's location, especially during extreme moon phase
Happy anniversary Sal...
Great easily understandeable analysis.
Congratulations!
What a compelling summary you give as Ever Given is approaching Suez.
Excellent analysis of what happened here!
At this rate marine news will be adding a 'Hold My Beer' section.
A very comprehensive evaluation of this situation. As you point out, it is difficult to say what caused this yet, but either human error, mechanical error, or possibly a combination of both. Sometimes things can get confused when pilots and crews speak different languages. The pilot might give an order, which has to be translated by the captain to the helmsman, and it may be mis-interpreted. For instance, American pilots always give rudder commands as "right" or "left", while everyone else in the world gives rudder commands as "starboard" or "port". That is the reason why American ships always have a huge sign posted on the forward bulkhead of the wheelhouse reading "Left" and "Right", with arrows pointing in each direction. That seems extremely obvious and redundant until one realizes that, everywhere else in the world, they say "Port" and "Starboard" instead. I'm not saying that is what happed in this case, but it is a possibility.
Maybe they should rename the company "EVERWRECKED" or "EVERINCOMPETENT".
Ever interesting.. happy anniversary Sal
This is the best video I've seen today.
FYI, ‘red right returning’ refers to the lateral buoy system used in Canada - as well as the US overseen by the IALA. It would seem either the American pilot made a mistake in navigation and/or the buoy was out of position.
Hey thanks man👍
Happy Anniversary!
Love your channel - from Camberley, UK!
That's an old spoil area from the original dredging of the ship channel. There is a rocky shoal on the inside of that turn (to the SW). Shoaling of the channel also reduces that channel from the west side. For these reasons, it's not uncommon for large ships to take that turn wide. My guess is they just took it a little too wide as she's not that far out of the channel in an area that is all soft mud.
Peter We all hope your right about that "soft mud" part of your analysis。 从 m
Congratulations on your Anniversary
On it.,.Sal, .just heard and reaching to my knowledge base...love you for your intellectual perspective..and humor where applicable
For starters , I can be wrong of course BUT:
QUOTE: Ever Forward is 1,050 feet long, and reportedly draws about 42.6 feet of water. In the area where Ever Forward is sitting, NOAA charts indicate 24 feet of water at Mean Low Low water.UN- QUOTE
1. WHAT THEY DO NOT SAY WAS THAT THE CHANNEL WAS ......... "projected " to be 50 feet deep.
SO...... 50 - 42,6 = 7,4 FEET OF UNDER KEEL CLEARANCE/
2. with slow speed it is perfectly OK but WITH 13 KTS any idiot can use any of the Barrass formula and calculate the SQUAT and looking at the chart, figure out the SHAPE of available underwater TROUGH.
3. SPEED INCREASES THE SQUAT and in this particular case could generate BANK EFFECT which may cause the person having the CON , to loose control over steering.
so in the absence of mechanical failure , the most likely cause in my subjective opinion is THE COWBOY STYLE OF SHIP HANDLING IN VERY RESTRICTED WATERS and speed versus UKC ,was the contributing factor.
LESSONS FROM SUEZ CANAL( EVER GIVEN) HAVE NOT BEEN PROPERLY ABSORBED AND APPLIED.
charts.noaa.gov/PDFs/12278.pdf
cheers
She's still sitting there as of the 18th at 5am EDT, the GPS I get is about the same as what shows on Sal's and my Navionics digital plotter shows her right on the edge of the shoal right on the 18 foot curve. Thats some pretty skinny water for a ship that draws 42 feet... basically like she got halfway thru the turn and across the channel and up onto the edge of the shoal water...
@@alexkitner5356 and she will be sitting there for a very long, long time.
Congrats Sal with your 30th wedding anniversary
Happy Anniversary 😊
Happy anniversary to you and your Bride....congratulations on 30 years
Thanks Sal great report. Hope you and your wife enjoyed your anniversary.
Happy anniversary!
Congratulations to you and your wife, hope you get to have a lovely day together in one way or another.
I remember with Ever Given there was an issue with the rudder size that was raised. This made the vessel difficult to steer. Could that be the same issue here that the rudder is too small to steer the ship in places where accuracy is crucial ?
I dont believe so. It appears it is an issue of starting the turn too late.
The question is if it is a human error or mechanical?
Rudder size good point also this ship is pulling tons of water .pushing the ship straight thus explains out of the channel...be interesting if the Port dredging more at the turn in this narrow channel speed ? MORE TUG TURNS ASSISTING REQUIREMENT S FOR NARROW CHANNEL...BE INTERESTING IF ANOTHER SHIP GROUNDS HERE AGAIN??
Wind is a major factor and they can't run full power close to shore like that. When slowing down a lot of steerage is lost on a single screw vessel. That is why they always have tugs nearby when they're in an intercoastal channel.
Well at least now the channel has a much larger and more visible buoy
We have had very low tides lately here in Norfolk/Yorktown area.
Congratulations on 30 yrs.!!🙏💖🔥
Ever Forward stalls, irony wins 👍
Thanks for the technical information on buoy colors. Lightships followed a similar coloration. Except the Huron Lightship since 1945 - only black hulled lightship in US waters. But it made sense if you thought about sailing to the Atlantic Ocean. Keep up the good work.
Finally a story in my back yard. Falls Church VA :)
Congratulations and Happy Wedding Anniversary
Should change the company name to EverGrounding.
Excellent report Sal. Perhaps a helmsman’s issue? Happy 30 th anniversary!
Happy Anniversary.
Great video. Just wanted to highlight that ENC's including the US ones are now in Meters and not fathoms like you mentioned. The depths you are showing are in meters. Not that it makes much difference to your post though which I think is spot on.
Thanks for sharing
WHO WOULD THINK EVERGIVEN WOULD BE IN THE NEWS AGAIN BEEN HERE WITH SAL BEFORE
congratulations on 30 years it an accomplishment for the both of you. i know my 30th was last August.
Well done! I was out there this morning and it looks like she never turned south. Both bow and stern are water approximately 26’ deep at sunrise.
Agree. Some friends from MMP were out there and checked the depth at 17 to 24 feet.
Seriously - MV Ever Forward.
Probably too much familiarity on the part of the pilot aka Monday morning shortage of caffeine
PS - MarineWays is a Google Android app
Sal..you r awesome..stay you
What luck, I am a subscriber to your channel and this pops up. Not quite but sort of in my neighborhood. I live across the Chesapeake on Kent Island.
AH, YES! The old Red, Right, Returning Switcheroo! Somewhere in the world's water one happens every day. I could see it from the initial photo. The babe the Pilot was with last night yelled at him as he strode out of sight this morning, " Remember Georgey, Red, Right Returning". That is exactly what he remembered. The problem was she wasn't at all memorable so he totally forgot her and thought he was bringing the Ever Forward home, not to sea. I wonder if my buddy at Port of Norfolk will be called into the investigation? sdh T.A. '67
12 minute mark chart appears that the ship was traveling in the small boat channel instead of the main that heads to Baltimore...
Just FYI the US isn’t the only country that uses IALA-B, all of North, Central and South America, Japan, Korea and Philippines
its kinda tight there, I've towed barges in and out of Baltimore a few times. Could be human error and missed a bouey
The Marine Traffic tracking data/diagram that I can get for free seems to show her (or at least her AIS) moving around quite a bit recently, so maybe she's not literally "hard" aground. But it also doesn't show any tugs nearby, so maybe they gave up for the time being.
Sealevel rise due to climate catastrophy didn’t come quick enough for the Ever forward...
I notice the wall clock behind you. I have one that looks identical by the Bell Clock Co., same brand? Mine has been running faithfully for over 35 years.
Spot on analysis. So many factors to consider. My #1 question would be a possible steering gear failure. If that is ruled out , one, can consider other possibilities. I would question Pilot experience and inability to handle a vessel of this size. Given the High Air Draft...and resulting changes in maneauvering ability....as well as current and wind factors....one would need a very experienced Pilot. Irregardless of pilot experience...did the pilot simply misjudge his/her turn . Or did the Helmsman confuse wheel orders. I am sure the voice recordings will reveal all. Advance and transfer...with assisted wind and current can produce surprises....as in a slow vibration /shaking of vessel and zero forward momentum....hmmmmm
As a follow up....I would need to study several possible factors....#1 current Direction ...#2 wind direction....#3 a very large wind surface on vessel-...#4 Very light displacement---------and a very oversize vessel with extremely limited draft....I am thinking ...Not assuming..that the turn was executed much later than needed given the physics of the situation.....if so...it was simply a pilot error.....and he needs a desk job....or given an outbound mega yacht.
Would they have had to fully flush their ballast tanks before entering port or just required not to dump any ballast that hasn't been flushed while inshore? I'd think they'd only be getting lighter by this point in the trip and therefore not expecting to discharge any more ballast but rather be taking more on so I'm curious if they'd have bothered to flush any tanks they had full if they weren't required to. They're pretty picky about the health of the bay and invasive species so if there's ballast that hasn't been flushed would they even be allowed to openly discharge it there or would they have to do something like pumping it to another vessel?
Shes still there as of 5am on the 18th, my Navionics plotter app shows her right up on the 18 foot curve like she got halfway thru the turn but straight across until she hit the shoal water. One of those spots where it goes from the 50 feet to 16 in about 500 feet, it had to be like hitting a wall at 12 knots and shoved her pretty hard aground... Curious if they'll be able to get her off just by ballast and tugs and about discharging ballast in the first place- or if tugs and ballast could refloat her that it would have happened by now and the fact it hasn't mean its going to potentially become a bigger issue.
She partially offloaded in Savannah and Baltimore. She was riding a bit high at 12.4M vice nearly 16M. She would probably take ballast after leaving Norfolk.
Ships rather load blue (ocean) vice brown (coastal) water through their ballast water treatment.
Who was I watching this morning , where I commented that see what Sal of here.
Some speculation:
I think you mentioned she was going about 13 kt, and had a wind of about 12 kt. It wasn't clear to me if that was a headwind or tailwind, but I'm guessing headwind as she turned southbound. The side of that ship makes a pretty good sail with all those cans on board. It may be possible that the headwind either blew here a bit east during the turn, or at least flattened the expected turn radius. Now you'd think that whoever was driving would have noticed that they were taking too long to turn into the final heading, but maybe not, especially if the helmsman and pilot were chatting about something.
It looks like the wind was blowing toward the south, but it was light. That should have helped with the turn.
Informative as always. Any chance you will will upgrade your subscription on Marine traffic so you can show the charts? It really shows how the turn was missed.
I am working on that.
Wouldn't a ship of this size and value have an autopilot following a GPS track with a human monitoring? That's largely how planes do it.
If it's a case of human beings getting distracted and missing a turn, or even a buoy out of place, that just seems crazy to me that there wouldn't be redundancy to prevent that. Surely this will cost millions.
Unfortunately, the shipping industry have not adopted this strategy.
There is redundancy, in the form of GPS (of course) and a range light to the north (behind them as they head south). It's lucky for everyone else that they skidded completely clear of the channel.
Happy 30th!
congratz sal
As far as Red Right Returning goes, is it "returning" to Norfolk, but "leaving" Baltimore. Chart shows it is aground to port of the green bouys and far away from the red buoy on the North side of the intended course.
My naval architectural smarts tells me that it will be there for a long time. There probably is not sufficient structure to utilize heavy kedging. I see a lot of dredging and large floating cranes in the future. (Incidently, I followed the Golden Ray for over a year and gCaptian got me to your site.)
She is aground to the east of the channel. The buoys for the channel have the green on the west side and red on the east side.
I am not sure how kedging will work either. I just don't see them pulling her out stern first because of the amount of spill and mud that will pile up under her stern.
Does Marine Ways have international chart access?
I dont believe so.
Hey professor,
I started watching you during the suez incident and have been an avid watcher ever since. It seems like there’s always some shenanigans afoot in global shipping. Has there been an uptick in incidents in the last year or is it just that more people (me included) are just paying attention now? I assume incidents are common due to the sheer number of shipping operations happening globally every day but don’t really have any knowledge on the subject besides the roundups you do.
Also just wanted to say I particularly enjoy the merchant marine and navy segments.
Thanks for what you do and keep it up!
Thats it! I'm getting rid of my Eveready batteries!
If it is the Pilot error, still the Captains responsible for this? can the Captain interfere when he saw something is wrong?
Master is ultimately responsible.