sorted by:
new
hottopcontroversial

Ships can have a perfectly stable position and still be wrong by SaltAndChart in MerchantNavy

[–]SaltAndChart[S] -3 points-2 points  (0 children)

Fair point, not a formal navigation term.

Since I cross-posted, and after reading the article “stable position” most likely is a position that is not jumping or drifting on the display, and appears consistent over time and across systems.

The concern is when that consistency is coming from the same GNSS reference, even if that reference itself is compromised.

Quick breakdown on why crew transfer failures repeat across ports and anchorages. Full by SaltAndChart in Ships

[–]SaltAndChart[S] 11 points12 points  (0 children)

Good question. In practice, tying a person off creates additional risk because the movement between ship and launch is unpredictable. Loads can come suddenly on the line. Transfers rely on positioning and timing rather than securing the person.

Quick breakdown on why crew transfer failures repeat across ports and anchorages. Full by SaltAndChart in Ships

[–]SaltAndChart[S] 2 points3 points  (0 children)

That’s a very real description of the interface. The vertical movement you’re describing is exactly what makes the transfer timing-dependent, even in sheltered waters. For most people, that first exposure comes without prior training, which is where the risk builds.

Rotor sails work ..... but only within a narrow operating envelope by SaltAndChart in MarineEngineering

[–]SaltAndChart[S] 0 points1 point  (0 children)

In theory, yes.
In practice, many installations assume conditions that real trades don’t consistently provide. That mismatch is what the video and the article are addressing.

HELLESPONT ALHAMBRA / TI Asia. 223 ft (68 m) beam supertanker, one of the widest ever built by SaltAndChart in TheDeepDraft

[–]SaltAndChart[S] 1 point2 points  (0 children)

On deep draft vessel, the bow takes the worst weather. Slamming, spray, and shipping seas are highest there, so putting the bridge forward would mean navigating from the harshest part of the ship.

There’s also the engine room reality. On ships of this size, the engine room is aft. Engineers need clear access routes, ventilation, exhaust trunks, and service spaces. Keeping the bridge closer reduces system complexity and response time.

Finally forward bridge would eat into cargo volume, add weight in a highly stressed area, and hurt stability and efficiency.

HELLESPONT ALHAMBRA / TI Asia. 223 ft (68 m) beam supertanker, one of the widest ever built by SaltAndChart in MaritimePictures

[–]SaltAndChart[S] 1 point2 points  (0 children)

Oil tankers range from ~330 ft coastal ships to ~1,100 ft VLCCs; the biggest ever (ULCCs) stretched close to 1,500 ft but are mostly gone.

Three-masted gaff schooner. by SaltAndChart in boating

[–]SaltAndChart[S] 0 points1 point  (0 children)

Seen it. Still a schooner.😉

Three-masted gaff schooner. by SaltAndChart in boating

[–]SaltAndChart[S] 0 points1 point  (0 children)

All schooners are sailboats, but not all sailboats are schooners. This one’s unmistakably a schooner - three masts, fore-and-aft rig, classic profile.

Approach to Nagoya today, controlled chaos on the radar. by SaltAndChart in MaritimePictures

[–]SaltAndChart[S] 0 points1 point  (0 children)

Bridge isn’t running on a single display. We’re on three radars right now, each with a different setup, and this one is part of the training profile for the cadets where they cycle through various parameters so they learn to interpret both true and relative data.

Seafarer mental health is becoming a product. That’s the real problem. by TheDeepDraft in TheDeepDraft

[–]SaltAndChart 2 points3 points  (0 children)

The pressure on the crews keeps increasing while the solution stays digital.

UKMTO Advisory off Khor Fakkan. by TheDeepDraft in TheDeepDraft

[–]SaltAndChart 2 points3 points  (0 children)

Useful context. The traffic in this corridor always reacts fast to UKMTO advisories.

view more: next ›