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Ever since the 1989 Exxon Valdez oil spill, loaded oil tankers are required to have a tug escort while in Prince William Sound. These are crazy powerful tugs that accompany the tanker until it goes out the Hinchinbrook entrance and into the open ocean.
They have to be able to tow a full tanker at 4kts in calm conditions, hold it steady in a 45kt wind, and keep it going straight with a rudder stuck hard over.
Maybe other ports should have similar requirements until large ships clear vital infrastructure.
Ever since the 1989 Exxon Valdez oil spill, loaded oil tankers are required to have a tug escort while in Prince William Sound. These are crazy powerful tugs that accompany the tanker until it goes out the Hinchinbrook entrance and into the open ocean.
They have to be able to tow a full tanker at 4kts in calm conditions, hold it steady in a 45kt wind, and keep it going straight with a rudder stuck hard over.
Maybe other ports should have similar requirements until large ships clear vital infrastructure.
Ever since the 1989 Exxon Valdez oil spill, loaded oil tankers are required to have a tug escort while in Prince William Sound. These are crazy powerful tugs that accompany the tanker until it goes out the Hinchinbrook entrance and into the open ocean.
They have to be able to tow a full tanker at 4kts in calm conditions, hold it steady in a 45kt wind, and keep it going straight with a rudder stuck hard over.
Maybe other ports should have similar requirements until large ships clear vital infrastructure.
I was surprised that tugs weren't required in Baltimore.
Ever since the 1989 Exxon Valdez oil spill, loaded oil tankers are required to have a tug escort while in Prince William Sound. These are crazy powerful tugs that accompany the tanker until it goes out the Hinchinbrook entrance and into the open ocean.
They have to be able to tow a full tanker at 4kts in calm conditions, hold it steady in a 45kt wind, and keep it going straight with a rudder stuck hard over.
Maybe other ports should have similar requirements until large ships clear vital infrastructure.
Many ports do require the tugs, especially when a bridge has to be transited.
Quote:
Originally Posted by karlsch
I was surprised that tugs weren't required in Baltimore.
Tugs were required in Baltimore- but only to exit the berth and get to the middle of the harbor.
Pilot fees are very high and so are the Tugboat fees. Cheaper than replacing a Bridge and damaging a Ship.
My taller half read somewhere that the tugboat fee in Baltimore to exit the berth was $15,000.
They charge by the size if the ship and by time.
Many ports do require the tugs, especially when a bridge has to be transited.
Tugs were required in Baltimore- but only to exit the berth and get to the middle of the harbor.
Pilot fees are very high and so are the Tugboat fees. Cheaper than replacing a Bridge and damaging a Ship.
My taller half read somewhere that the tugboat fee in Baltimore to exit the berth was $15,000.
They charge by the size if the ship and by time.
I'm not a mariner but I'm pretty sure most large ships are assisted by tugs when tying up and leaving a dock. Normal stuff. However, the Prince William Sound tugs were specially built for the task of handling a large ship in distress.
Now it will be interesting to see how they clean this mess up. All the steel, partially broken up, partially twisted, bent or connected. Some in 50 feet of water, some laying on top of the ship. Then there is deck, concrete and asphalt of at least a 4 lane highway. Stability is a big issue for cutting steel, divers etc. Its a massive Jingo or Pick zip Stick puzzle that weighs many, many tons.
I presume the first order of business is to free the ship and move it back to dock. Then all the debris in the channel including vehicles and bodies if they are to be found. Then get shipping moving. Finally, build a new bridge. Everyone will want it to be wider, stronger, taller which may mean starting from scratch.
Its a good time to be in the bridge building businesses. You could write your own ticket on this one.
Now it will be interesting to see how they clean this mess up. All the steel, partially broken up, partially twisted, bent or connected. Some in 50 feet of water, some laying on top of the ship. Then there is deck, concrete and asphalt of at least a 4 lane highway. Stability is a big issue for cutting steel, divers etc. Its a massive Jingo or Pick zip Stick puzzle that weighs many, many tons.
I presume the first order of business is to free the ship and move it back to dock. Then all the debris in the channel including vehicles and bodies if they are to be found. Then get shipping moving. Finally, build a new bridge. Everyone will want it to be wider, stronger, taller which may mean starting from scratch.
Its a good time to be in the bridge building businesses. You could write your own ticket on this one.
If the maritime insurance industry is going to take such a big hit with this accident, then WHY is the US government already stated it will be paying for the new bridge?
If the maritime insurance industry is going to take such a big hit with this accident, then WHY is the US government already stated it will be paying for the new bridge?
Because the Feds did the same thing when the I-35W span over the Mississippi in Minneapolis fell, with greater loss of life.
IDK if they also pledged to cover the full cost of replacing the Sunshine Skyway bridge, but they may not have, since only one of the two bridges fell and the state of Florida decided to rebuild both.
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