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| -Short Attention Span Theater- |
| U.S. warship stayed on deadly collision course despite warning-container ship captain |
| 2017-06-26 |
| A U.S. warship struck by a container vessel in Japanese waters failed to respond to warning signals or take evasive action before a collision that killed seven of its crew, according to a report of the incident by the Philippine cargo ship's captain. Multiple U.S. and Japanese investigations are under way into how the guided missile destroyer USS Fitzgerald and the much larger ACX Crystal container ship collided in clear weather south of Tokyo Bay in the early hours of June 17. In the first detailed account from one of those directly involved, the cargo ship's captain said the ACX Crystal had signalled with flashing lights after the Fitzgerald "suddenly" steamed on to a course to cross its path. So why does the subsequent course the ship took appear to be that of an autopilot? The container ship steered hard to starboard (right) to avoid the warship, but hit the Fitzgerald 10 minutes later at 1:30 a.m., according to a copy of Captain Ronald Advincula's report to Japanese ship owner Dainichi Investment Corporation that was seen by Reuters. The U.S. Navy declined to comment and Reuters was not able to independently verify the account. The collision tore a gash below the Fitzgerald's waterline, killing seven sailors in what was the greatest loss of life on a U.S. Navy vessel since the USS Cole was bombed in Yemen's Aden harbour in 2000. Those who died were in their berthing compartments, while the Fitzgerald's commander was injured in his cabin, suggesting that no alarm warning of an imminent collision was sounded. A spokesman for the U.S. Navy's Seventh Fleet in Yokosuka, the Fitzgerald's home port, said he was unable to comment on an ongoing investigation. The incident has spurred six investigations, including two internal hearings by the U.S. Navy and a probe by the United States Coast Guard (USCG) on behalf of the National Transportation Safety Board. The Japan Transport Safety Board, the JCG and the Philippines government are also conducting separate investigations. Spokesmen from the Japan Coast Guard (JCG), U.S. Coast Guard and ship owner, Dainichi Invest, also declined to comment. Reuters was not able to contact Advincula, who was no longer in Japan. The investigations will examine witness testimony and electronic data to determine how a naval destroyer fitted with sophisticated radar could be struck by a vessel more than three times its size. Another focus of the probes has been the length of time it took the ACX Crystal to report the collision. The JCG says it was first notified at 2:25 a.m., nearly an hour after the accident. In his report, the ACX Crystal's captain said there was "confusion" on his ship's bridge, and that it turned around and returned to the collision site after continuing for 6 nautical miles (11 km). Shipping data in Thomson Reuters Eikon shows that the ACX Crystal, chartered by Japan's Nippon Yusen KK, made a complete U-turn between 12:58 a.m. and 2:46 a.m. |
| Posted by:gorb |
| #7 According to Wikipedia, the Fitzgerald has two surface search/navigation radars for exactly this sort of thing. The Fitzgerald should have been tracking the ACX Crystal for a long time before the collision. As I understand the nautical rules of the road, it was the Fitzgerald's responsibility to avoid the Crystal, since the container ship was approaching from starboard. |
| Posted by: Rambler in Virginia 2017-06-26 22:20 |
| #6 Note to Skid: Yeah, they have the OOD, officer of the deck, who's basically in charge of driving the boat. Even when the captain comes on the bridge, he has to assume control, hence the statement "Captain has the deck". US Navy captains have in their stateroom a monitor screen, usually set to duplicate of the main nav screen on the bridge. What I don't know is the status of DDG radar for ordinary navigation; you can't use those big phased array SPY's for that, you'd fry everything between you and the horizon, or so it would seem. |
| Posted by: ed in texas 2017-06-26 21:50 |
| #5 Guy driving the container boat says the other guy was at fault. Big shocker there. Just as an aside, why is everyone suprised that a DDG that's semi-stealthy, to visible and radar, is hard to see on visible, in the dark, and on radar. I thought that was the point. |
| Posted by: ed in texas 2017-06-26 21:39 |
| #4 Gotta post this: This is the transcript of a radio conversation of a US naval ship with Canadian authorities off the coast of Newfoundland in October, 1995. Radio conversation released by the Chief of Naval Operations 10-10-95. Americans: Please divert your course 15 degrees to the North to avoid a Collision. Canadians: Recommend you divert YOUR course 15 degrees to the South to avoid a collision. Americans: This is the Captain of a US Navy ship. I say again, divert YOUR course. Canadians: No. I say again, you divert YOUR course. Americans: This is the aircraft carrier USS Lincoln, the second largest ship in the United States' Atlantic fleet. We are accompanied by three destroyers, three cruisers and numerous support vessels. I demand that YOU change your course 15 degrees north, that's one five degrees north, or countermeasures will be undertaken to ensure the safety of this ship. Canadians: This is a lighthouse. Your call.[2] |
| Posted by: CrazyFool 2017-06-26 19:54 |
| #3 I am *so* stealing that AS! |
| Posted by: CrazyFool 2017-06-26 19:47 |
| #2 |
| Posted by: Anomalous Sources 2017-06-26 19:23 |
| #1 A spokesman for the U.S. Navy's Seventh Fleet in Yokosuka, the Fitzgerald's home port, said he was unable to comment on an ongoing investigation. Until they have someone to blame. the Fitzgerald's commander was injured in his cabin What are the US Navy's protocols for 'close transit' on the high seas? Isn't there a requirement for some command level to be in attendance? |
| Posted by: Skidmark 2017-06-26 17:16 |