Cruise ship rescues sailboat crew at sea

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JohnS

.
Sep 25, 2008
177
Islander (Wayfarer/McGlasson) 32 St Georges Harbor
There's a thread over in the Cruising forum about a cruise ship rescuing a sailboat crew in the Pacific. (At first I thought this was the rescue the OP referred to.) From what I recall about that rescue, it was a delivery with an experienced skipper and two inexperienced crew. A big wave hit the boat while the skipper was below, and he got thrown across the cabin. Ended up w/ a broken rib and 5 cracked vertebrae. They also were dealing with dying batteries and a faulty generator (supposedly someone filled it w/ diesel when it required gas.) Don't know if the skipper knew about his crew's lack of experience. If so, that effectively makes him a single hander with extra liabilities.

The choice to abandon was good in that case, but it begs the question: should you single hand or sail with inexperienced crew when delivering someone else's boat, particularly offshore?
 

Gunni

.
Mar 16, 2010
5,937
Beneteau 411 Oceanis Annapolis
The choice to abandon was good in that case, but it begs the question: should you single hand or sail with inexperienced crew when delivering someone else's boat, particularly offshore?
That is probably the single best reason to consider singlehanding in lieu of a qualified crew. I gave up on sail evangelism a looong time ago. Too easy to end up in adversity with a negative crew count. You will be managing foolish insanity AND the boat. Better to just be one with your boat.
 
Oct 24, 2011
258
Lancer 28 Grand Lake
The decission to send off a mayday, and abandon ship, should never be made lightly, it shouldnt be made because you just dont like being their anymore, or because someone gets injured, that is a radio medico, when someone sends a mayday, they put the lives of others at risk, they tie up a huge amount of resources, and they cost others time and money. A company i worked for Tidewater Marine, lost a man in the north sea, during an attempted rescue, and from all accounts, the person they were attempting to rescue, was probably dead at the time when the crewman was lost. The problem today is, anyone can go out to sea, all you need is a boat, a GPS and a few hours worth of sailing instructions. In the eighties, anyone who went out to sea in a sail boat, new what they were doing, they could navigate, they didnt have a GPS, and as well as navigate, they could do all the other things needed, and they didnt have EPIRBS, they were self sufficient because they were on their own, today, lots of people dont even have SSB they have an iridium phone, because they dont have a license for SSB, up until the eighties, early nienties, people were restricted from going out to sea by their lack of skills, today technology makes up for those lack of skills, and basically anyone can go and try an ocean passage, in the knowledge that if they mess up, rescue is only a phone call away. I met one guy who was doing deliveries, and he was great at sailing, but he knew absolutely nothing about navigation other than how to read a GPS, he new nothing about maintenance, he couldnt even use a wrench, yet he was getting people to pay him to deliver their boats, and when i knew him, then, he had never completed a delivery, which was never his fault, it was always something had gone wrong with the boat. I lost touch with him, but i can guarantee, if he is still in that business, he has probably done a few maydays, and a few abandon ships by now.
When i sat my GMDSS general operator certificate, i was told that a mayday, could only ever be called if their was immediate danger, to life, or to the vessel, anything less than immediate danger, was a "pan pan" call, which means, i require assistance, but its not life threatening, assistance can be given over the radio by way of advice on how to get your engine going again, they could have even asked the cruise ship for assistance by way of an engineer, to get them going, but they didnt want that, they wanted off.
 

zeehag

.
Mar 26, 2009
3,198
1976 formosa 41 yankee clipper santa barbara. ca.(not there)
this is a letter posted in cf regarding the incident....is translated from french--




Google translation:
Hello Dear Marine , I am the owner of the boat and VSF Which Sank this past weekend. I just want to Give Some details of the wreck before you fall Into too much speculation Many of Because I know you love well go in there. All of all, it IS true That WAS the ship from under the engine , it HAS Always Been on the run in genoa for More than Two Days, with sales up oscillating Between 40 and 60 knots with waves of 20 to 40 'and with the added bonus of so Moonless Night No Need To Tell You That Was Not the climate year all inclusive cruise . Here we are faced with year act of bravery of the captain Who Cumulative performance over 44 years at sea, skipper diploma of Master Licen United States, it deserves a medal of bravery for Which WAS Able to Achieve Such in conditions. He Took the right decisions at the right time and Kept His Cool THROUGHOUT, it's simple ET saved the lives of Four people in addition to His Own. Düring the big wave, ET Recorded a speed of 17 kn in the surf and more famous wave HAS Reached the opposite direction (ie C is a side opposite to the wind) n Creating bcp of damage in the boat. Subsequently, I Will Avoid the details of the horror inside the boat That Regan. C is starting the engine to recharge the skip felt a burning smell and then close the engine illico to Avoid a Potential fire. And I Even talking about the night That Followed Thunderstorms with strong winds then with the One Who Said That Would put a handkerchief in front and That feels good and although it is better to Be in small Cree ... your handkerchief, my dear! In short, if It Would Have Been this wave pretty well everything was on board the boat and sped to Bermuda to take refuge and Could proceed. Purpose HAVING no voltage on board, Have the engine, a major water leak, the skip Took the best of the world HAS Decison Because you know the boat IS plastic and Can Be Replaced but not human life. ... Before Thereafter all STI facts and Knowing That Another great depression they fall on it in the Saturday evening (weather via Iridium Received by me) Decided to skip the contact the Coast Guard for evacuation Knowing That WAS the raft torn by the big wave . Fortunately, the Norwegians Went No Further Because in the words of the captain of this ship cruising on the evening of Saturday ET Recorded winds of up to 80 of 60 kn (ET Compared it a Perfect Storm) and IS clear That Even Any Under Sail, The Crew Would Have Perished. So please Have a little SYMPATI thesis to people and try not Bébitte. Put yourself just 2 minutes to live this nightmare and imagine for 48 hours eating and drinking Without Almost nothing) and you Will Understand. VSF-organizing escorts for over 17 years and HAD Never Seen So Many depressions and sea and Knowing That Will continue to do so Because as Yves Said, That answers a Need, all Will Come out of Even More strong. At the hour we write this, Sanctuary must have sunk as ET Took the water and the crew managed to evacuate Until the arrival of the ship cruising with purpose Another big storm and the water Unable to evacuate and well HE HAD to sink to the Deepest of the Atlantic. PS: I Was outside the country so I Will not Respond to comments UNLESS You Can See nonsense written. Sincerely Guy VSF New! Click the Above words to view alternate translations. Dismiss Dictionary



original, for any french readers---

Je suis le proprio de VSf et du bateau qui a fait naufrage ce weekend dernier. Je veux juste apporter quelques précisions concernant ce naufrage avant que vous tombiez dans trop de spéculations car je sais que plusieurs d entre vous aimer bien aller la dedans.

Tout d abord,il est faux de dire que le bateau etait sous moteur, il a toujours été en fuite sous genois pendants plus de 2 jours avec des ventes oscillants entre 40 et jusqu'a 60 noeuds avec des vagues de 20 a 40' et avec en prime des nuits sans lune donc pas besoin de vous dire que le climat etait pas une croisiere tout inclut.

Ici, on est devant un acte de bravoure du capitaine qui cummule plus de 44 ans de navigation, diplome des Master licenes skipper USA, ce dernier mériterait une medaille de bravoure pour ce qui a pu réaliser dans de tel conditions. Il a prit les bonnes décisions au bon moment et a gardé son sang froid tout au long, c'est simple il a sauvé la vie à 4 personnes en plus de la sienne.

Durant la grosse vague, il a enrégistré une vitesse de 17 kn en surf et en plus cette fameuse vague est arrivé a sens opposé ( c est a dire coté opposé aux vents) donc créant bcp de dégats dans le bateau. Par la suite, je vous évite des détails de l'horreur qui reganit à l'intérieur du bateau.

C est en partant le moteur pour recharger les batteries que le skip a senti une odeur de bruler et a donc fermer le moteur illico pour éviter un potentiel feu.

Et je parle meme pas de la nuit qui a suivie avec des vents violents avec des orages donc celui qui disait qui mettrait un petit mouchoir en avant et qui se sentirait bien et bien il est mieux d etre petit en cri... ton mouchoir mon cher !

Bref, si ca n'aurait été de cette vague tout allait passablement bien a bord et le bateau filait vers les Bermudes pour se refugier et aurait pu poursuivre sa route. Mais n'ayant plus de voltage a bord, pu de moteur, une fuite d eau important, le skip a prit la meilleur décison du monde car vous le savez les bateaux c'est du plastique et ca se remplace mais pas la vie humaine....

Par la suite devant tout ses faits et sachant qu'une autre grosse dépression leur tomberait dessus dans la soirée de samedi (météo recu via Iridium par moi) le skip a décidé de contacter la Coast Guard pour une évacuation sachant que le radeau avait été arraché par la grosse vague. Heureusement que le Norwegien passait pas loin car selon les dires du captain de ce cruising ship, dans la soirée de samedi il a enrégistré des vents de 60 allant jusqu' a 80 kn (il a la comparait a Perfect Storm) et il est de toute évidence que meme sous voile, l'équipage aurait péri.

Alors svp ayez un peu de sympati envers ces gens et chercher pas les bébittes. Mettez vous juste 2 minutes a vivre ce calvaire et imaginer durant 48 heures sans presque rien manger et boire) et vous comprendrez.

VSF organise des convoyages depuis plus de 17 ans et n'avait jamais connu autant de depressions et de mer et sacher qu'on va continuer a les faire car comme dit Yves, ca réponds a un besoin, tous vont en sortir de la encore plus fort.

A l heure on j'écrie ceci, Sanctuary doit avoir coulé car il prenait l eau et l'équipage avait réussi a évacuer jusqu'a l'arrivée du cruising ship mais avec l autre grosse tempete et ne pouvant plus évacuer son eau et bien il a du couler au plus profonds de l'Atlantique.

PS : Je suis a l'extérieur du pays donc je vais pas donner suite aux commentaires à moins de voir des sottises s'écrires.

Bien a vous
Guy
VSF

Today, 13:34
 
Sep 25, 2008
544
Bristol 43.3 Perth Amboy
A Captain's responsibility to make the call

I wasn't trying to start a flame war when I posted my question of why they abandoned ship in what did not seem to be extreme conditions. Just looking for more info.

When you go offshore, you need to be armed for bear. Last summer we did the Marion Bermuda Race. We had a large crew. 8 going down and 6 coming back. Its good to have a bunch of hands in an emergency. Being self sufficient to handle what nature throws at you can't be beat, but when all else fails, it nice to know the emergency systems do work.

We spent 2 yrs getting the boat ready to meet the ISAF Category I regulations. We brought spares to rebuild just about anything and had precut wood to seal any broken hatch or port. We rented an Iridium Sat phone from OCENS and used their service to download weather and current data to the laptop which worked incredibly well. We did have a Gulf Stream storm with winds gusting to 40 knots on the way back, seas weren't too bad, under 20 feet, wind was with the current. Running before it with double reefed main and mostly furled working jib we were doing over 9 knots. Lots of fun! Boat was never out of control. I can't say enough about how well Blue Note handled. One night we did get hit by a "rogueish" wave that was about 60 degrees from the others. I was at the wheel and fortunately clipped on. It hit us from the port beam, boat rolled about 60 degrees, knocked me across the cockpit. Down below the guys thought we were rammed by a whale or another vessel. No damage.


For any serious weather, we would have heaved to or run under bare poles with one of two drogues we brought with us.
 
Sep 20, 2006
2,912
Hunter 33 Georgian Bay, Ontario, Canada
and there is always the story that does not show up in the CG reports or weather reports.
Thanks Z.... gives you more of an idea of what they were going through and the decision to abandon.


this is a letter posted in cf regarding the incident....is translated from french--




Google translation:
Hello Dear Marine , I am the owner of the boat and VSF Which Sank this past weekend. I just want to Give Some details of the wreck before you fall Into too much speculation Many of Because I know you love well go in there. All of all, it IS true That WAS the ship from under the engine , it HAS Always Been on the run in genoa for More than Two Days, with sales up oscillating Between 40 and 60 knots with waves of 20 to 40 'and with the added bonus of so Moonless Night No Need To Tell You That Was Not the climate year all inclusive cruise . Here we are faced with year act of bravery of the captain Who Cumulative performance over 44 years at sea, skipper diploma of Master Licen United States, it deserves a medal of bravery for Which WAS Able to Achieve Such in conditions. He Took the right decisions at the right time and Kept His Cool THROUGHOUT, it's simple ET saved the lives of Four people in addition to His Own. Düring the big wave, ET Recorded a speed of 17 kn in the surf and more famous wave HAS Reached the opposite direction (ie C is a side opposite to the wind) n Creating bcp of damage in the boat. Subsequently, I Will Avoid the details of the horror inside the boat That Regan. C is starting the engine to recharge the skip felt a burning smell and then close the engine illico to Avoid a Potential fire. And I Even talking about the night That Followed Thunderstorms with strong winds then with the One Who Said That Would put a handkerchief in front and That feels good and although it is better to Be in small Cree ... your handkerchief, my dear! In short, if It Would Have Been this wave pretty well everything was on board the boat and sped to Bermuda to take refuge and Could proceed. Purpose HAVING no voltage on board, Have the engine, a major water leak, the skip Took the best of the world HAS Decison Because you know the boat IS plastic and Can Be Replaced but not human life. ... Before Thereafter all STI facts and Knowing That Another great depression they fall on it in the Saturday evening (weather via Iridium Received by me) Decided to skip the contact the Coast Guard for evacuation Knowing That WAS the raft torn by the big wave . Fortunately, the Norwegians Went No Further Because in the words of the captain of this ship cruising on the evening of Saturday ET Recorded winds of up to 80 of 60 kn (ET Compared it a Perfect Storm) and IS clear That Even Any Under Sail, The Crew Would Have Perished. So please Have a little SYMPATI thesis to people and try not Bébitte. Put yourself just 2 minutes to live this nightmare and imagine for 48 hours eating and drinking Without Almost nothing) and you Will Understand. VSF-organizing escorts for over 17 years and HAD Never Seen So Many depressions and sea and Knowing That Will continue to do so Because as Yves Said, That answers a Need, all Will Come out of Even More strong. At the hour we write this, Sanctuary must have sunk as ET Took the water and the crew managed to evacuate Until the arrival of the ship cruising with purpose Another big storm and the water Unable to evacuate and well HE HAD to sink to the Deepest of the Atlantic. PS: I Was outside the country so I Will not Respond to comments UNLESS You Can See nonsense written. Sincerely Guy VSF New! Click the Above words to view alternate translations. Dismiss Dictionary



original, for any french readers---

Je suis le proprio de VSf et du bateau qui a fait naufrage ce weekend dernier. Je veux juste apporter quelques précisions concernant ce naufrage avant que vous tombiez dans trop de spéculations car je sais que plusieurs d entre vous aimer bien aller la dedans.

Tout d abord,il est faux de dire que le bateau etait sous moteur, il a toujours été en fuite sous genois pendants plus de 2 jours avec des ventes oscillants entre 40 et jusqu'a 60 noeuds avec des vagues de 20 a 40' et avec en prime des nuits sans lune donc pas besoin de vous dire que le climat etait pas une croisiere tout inclut.

Ici, on est devant un acte de bravoure du capitaine qui cummule plus de 44 ans de navigation, diplome des Master licenes skipper USA, ce dernier mériterait une medaille de bravoure pour ce qui a pu réaliser dans de tel conditions. Il a prit les bonnes décisions au bon moment et a gardé son sang froid tout au long, c'est simple il a sauvé la vie à 4 personnes en plus de la sienne.

Durant la grosse vague, il a enrégistré une vitesse de 17 kn en surf et en plus cette fameuse vague est arrivé a sens opposé ( c est a dire coté opposé aux vents) donc créant bcp de dégats dans le bateau. Par la suite, je vous évite des détails de l'horreur qui reganit à l'intérieur du bateau.

C est en partant le moteur pour recharger les batteries que le skip a senti une odeur de bruler et a donc fermer le moteur illico pour éviter un potentiel feu.

Et je parle meme pas de la nuit qui a suivie avec des vents violents avec des orages donc celui qui disait qui mettrait un petit mouchoir en avant et qui se sentirait bien et bien il est mieux d etre petit en cri... ton mouchoir mon cher !

Bref, si ca n'aurait été de cette vague tout allait passablement bien a bord et le bateau filait vers les Bermudes pour se refugier et aurait pu poursuivre sa route. Mais n'ayant plus de voltage a bord, pu de moteur, une fuite d eau important, le skip a prit la meilleur décison du monde car vous le savez les bateaux c'est du plastique et ca se remplace mais pas la vie humaine....

Par la suite devant tout ses faits et sachant qu'une autre grosse dépression leur tomberait dessus dans la soirée de samedi (météo recu via Iridium par moi) le skip a décidé de contacter la Coast Guard pour une évacuation sachant que le radeau avait été arraché par la grosse vague. Heureusement que le Norwegien passait pas loin car selon les dires du captain de ce cruising ship, dans la soirée de samedi il a enrégistré des vents de 60 allant jusqu' a 80 kn (il a la comparait a Perfect Storm) et il est de toute évidence que meme sous voile, l'équipage aurait péri.

Alors svp ayez un peu de sympati envers ces gens et chercher pas les bébittes. Mettez vous juste 2 minutes a vivre ce calvaire et imaginer durant 48 heures sans presque rien manger et boire) et vous comprendrez.

VSF organise des convoyages depuis plus de 17 ans et n'avait jamais connu autant de depressions et de mer et sacher qu'on va continuer a les faire car comme dit Yves, ca réponds a un besoin, tous vont en sortir de la encore plus fort.

A l heure on j'écrie ceci, Sanctuary doit avoir coulé car il prenait l eau et l'équipage avait réussi a évacuer jusqu'a l'arrivée du cruising ship mais avec l autre grosse tempete et ne pouvant plus évacuer son eau et bien il a du couler au plus profonds de l'Atlantique.

PS : Je suis a l'extérieur du pays donc je vais pas donner suite aux commentaires à moins de voir des sottises s'écrires.

Bien a vous
Guy
VSF

Today, 13:34
 

zeehag

.
Mar 26, 2009
3,198
1976 formosa 41 yankee clipper santa barbara. ca.(not there)
yw--found in cf and relocated so y'all would be able to see, too
 
Oct 24, 2011
258
Lancer 28 Grand Lake
Wimps, I took an Irwin citation 35, that i bought in jacksonville a week before i took her out to bermuda, and that was in december, i celibrated christmas at sea, and got to bermuda in time to celibrate new years, was invited to a party by a woman from customs and excise. Who told me I was sailing against the gods. On the way over, i put the spreader in the water, had herb southbound from canada giving me weather forcasts, and most of the time, telling me i was in the wrong place, and to get out of where i was. I was laughing at reports from other boats, who were running on the bare poles, water was coming in every place it could come in, through every deck fitting, through the hatches, through the toe rails, i got told about a gail, and didnt take the advice from herb to reef, and in the morning, i got hit so hard, it knocked the boat down, and the main sheet jamed, the kid that was with me, got up on deck with nothing but his underpants, and a life jacket, and cleared the main sheet by hitting it with a winch handle. (that kid could sail a boat, but he could do nothing else, couldnt repair anything, couldnt navigate, couldnt stop being sea sick, could do nothing but sail a boat when needed) The cockpit was more full of water then i have ever seen a cockpit, so much so, it rained down onto where my crew was sleeping, and he descibed it as a river, we were a couple of hundred miles from bermuda, we put the boat hove to, then got some sleep, and what a difference hove to, was from sailing. when we got back up, the main sheet, was round the prop, we had one wet suit, i went down first, to try to clear it, couldnt get it clear, in several dives, and the boat was bucking up and down, right over my head, slaming her stern into the water, eventually i got a big cut, and my crew told me i was bleeding and should get out. I took the wet suit off,he put it on, and he went down, he got it cleared, and we were able to start the engine, we got to bermuda, about two days later, where my crew packed his bag, and took off. The customs officer in St George, told me he saw that alll the time, yachts would arrive, and bags would be thrown onto the quay, and off would go the crew.

Sailing on voyages like that, is best descriibed as the worlds most epensive way to travel third class, its often horrible, its can be 99% boredom, and 1% sheer terror, many years ago, i was in bay of biscay, with nothing but a vhf, that was out of range, and i thought i was going to die, and the boat was no longer a concern, my biggest concern, was being able to tell my mum it was over. which fortunately i couldnt do. No one knew anythin of our predicament, and we just held on.

Another time, we ran a boat onto some rocks in scotland, it was good weather, we had been drinking, so we decided we wouldnt radio, for help. (i wasnt the skipper that time) but someone saw us, and they called the emergency service, by the time they got there, most of us were asleep, on a boat laying practically on its side, we at first refused help, but they insisted. and took the halyard from the mast, pulled us over, and got us off the rocks, towed us to a jetty, but we didnt ask them, they asked us.
 

zeehag

.
Mar 26, 2009
3,198
1976 formosa 41 yankee clipper santa barbara. ca.(not there)
from captain of sanctuary----

We left Sandy Hook on Tuesday (October 25) afternoon, after having checked that the weather conditions would be favourable for our passage to St Maarten.

After a first night of navigating in good conditions, the wind changed to 30 kn SW winds and forced us to change our direct course to handle the state of the sea. By Thursday early evening, the winds increased to 45 – 50 kn, with breaking seas and we experienced three knock downs which ripped our life raft off the deck, created structural damage to the hull and caused diesel fuel leak from one of our reserve tanks.

The boat at this time was starting to take on water that we managed to keep under control. On Friday, we experienced an electrical short in the engine compartment while starting the engine with the objective of recharging our electrical batteries.

Our situation was now that our batteries were low which meant that our navigational aids would soon not be functional and our satellite phone was not fully charged.

In the night of Friday to Saturday we established a watch to both navigate and manually pump water from the boat.
Easterly winds increased from 15 to 30 kn in confused seas - this was the indication of another storm.

I made the decision to request assistance since we would have been unable to survive another storm and the lives of my crew was my first priority.

The US Coast Guards were contacted Saturday morning and they immediately responded. They provided us with a 15 minutes update of the status of help. Within an hour they had confirmed that there was a vessel within the area that would help and that they were sending a Hercules airplane to locate us and organize the rescue with the other vessel.

I would like to thank the US Coast Guards for their exceptional efficiency and professionalism.
We would also like to thank the Norwegian cruise line – Captain Hakan Svedung who took the decision to delay his navigation schedule to divert course to rescue us.

His entire crew, particularly his rescue team who took great risks in dangerous sea conditions.

We experienced exceptional hospitality from the Norwegian Cruise Line staff and will forever be grateful to them.

To end, I would like to thank my crew that demonstrated tremendous courage and admirable spirit. We all understood that our lives were in danger but at no time, did any of them panic or challenge my decisions. I am honoured to have been their captain for this incredible experience.

Captain Thierry Simon
s/v Sanctuary
 

PaulK

.
Dec 1, 2009
1,222
Sabre 402 Southport, CT
It would be interesting to hear more from the captain. Until then, Atlantic Al seems to have hit some nails on the head. A few waves mishandled (by the autopilot? by inexperienced crew?) blow in a port or two and throw an air bubble into the fuel line with everyone below getting nauseous... Things can go downhill rapidly from there. It can get rough & nasty between the East Coast and Bermuda, though the video makes it look like 8' non-cresting seas. (Calm enough to launch the rescue boat.) The last time I made the trip, we hove to to avoid some nasty weather that resulted in three other boats having crew helicoptered to hospitals. We don't know the whole story, and probably won't, but being prepared - as Altantic Al suggests - is usually better than the alternative.
 

zeehag

.
Mar 26, 2009
3,198
1976 formosa 41 yankee clipper santa barbara. ca.(not there)
these are quotes from capt who was delivering the bene and passengers ...:




We left Sandy Hook on Tuesday (October 25) afternoon, after having checked that the weather conditions would be favourable for our passage to St Maarten.

After a first night of navigating in good conditions, the wind changed to 30 kn SW winds and forced us to change our direct course to handle the state of the sea. By Thursday early evening, the winds increased to 45 – 50 kn, with breaking seas and we experienced three knock downs which ripped our life raft off the deck, created structural damage to the hull and caused diesel fuel leak from one of our reserve tanks.

The boat at this time was starting to take on water that we managed to keep under control. On Friday, we experienced an electrical short in the engine compartment while starting the engine with the objective of recharging our electrical batteries.

Our situation was now that our batteries were low which meant that our navigational aids would soon not be functional and our satellite phone was not fully charged.

In the night of Friday to Saturday we established a watch to both navigate and manually pump water from the boat.
Easterly winds increased from 15 to 30 kn in confused seas - this was the indication of another storm.

I made the decision to request assistance since we would have been unable to survive another storm and the lives of my crew was my first priority.

The US Coast Guards were contacted Saturday morning and they immediately responded. They provided us with a 15 minutes update of the status of help. Within an hour they had confirmed that there was a vessel within the area that would help and that they were sending a Hercules airplane to locate us and organize the rescue with the other vessel.

I would like to thank the US Coast Guards for their exceptional efficiency and professionalism.
We would also like to thank the Norwegian cruise line – Captain Hakan Svedung who took the decision to delay his navigation schedule to divert course to rescue us.

His entire crew, particularly his rescue team who took great risks in dangerous sea conditions.

We experienced exceptional hospitality from the Norwegian Cruise Line staff and will forever be grateful to them.

To end, I would like to thank my crew that demonstrated tremendous courage and admirable spirit. We all understood that our lives were in danger but at no time, did any of them panic or challenge my decisions. I am honoured to have been their captain for this incredible experience.

Captain Thierry Simon
s/v Sanctuary





For those of you who are interested in the detailed story of our ''adventure'', here it is:

This text is extract from the letter I wrote to the owner of Sanctuary, the day we arrived in NYC onboard Norwegian Gem.


We arrived this morning in New York City, NY, onboard the Norwegian Gem, the ship that saved us from certain death.

We started from Sandy Hook on Tuesday, October 25 with a favorable weather forecast for the next few days (NE wind 10-15 kn) which allowed us to cross the Gulf Stream in direct route to St. Maarten, NA.

After a pleasant first night, a wind SW 30 KN forced us to diverge from our direct route, given the wind and the sea conditions. The next day, we were hit by a severe depression with winds of 40 kn and more. Running before the wind with genoa rolled up to 85%.

During the night of Thursday to Friday, we experienced winds up to 60 KN with rough, huge seas. I took the wheel all night because I was the only one who could handle the breaking waves. The crew were on 2 hours watch, to inform me of the waves coming from behind. It was a night of new moon, no visibility.

Around 23:00, we were hit by a huge breaking wave, twice as big as the others. It came from port, while all others were coming from starboard. It hit hard and the boat was capsized, the mast in the water. I had water at least two feet above me and I was torn from the wheel. I was attached and I found myself on the stern, against the outboard motor. When the waters went away, the boat righted herself and the mast was still standing up. The boat continued on, driven by fierce winds. Eric’s portable GPS recorded boat speeds up to 17.6 KN ...

Inside the ship, it was horror. Eric who was sleeping in the saloon, went through the saloon table and ended up against the fridge on the other side of the boat. The other two teammates who were sleeping were also thrown violently. All cabinets were emptied and there was stock all over the floors, including glass and debris of all kinds.

We realized that there was also a leak of diesel spare reservoir that had emptied into the bidge. We also realized that the boat was taking on water.

We were subsequently struck by two lightning storms. With hyper violent winds. We also were hit by two other big breaking waves, one of which ripped-off the "life raft". The shock of the sea waves caused structural damage to the hull and possibly delaminating the fiberglass. Inside the boat, in André’s cabin, the cabinet was smashed and could not open anymore. To my surprise we survived - boat and crew - this apocalyptic night.

The next day, the wind was calmer, but the sea was still very confused, with a nasty cross swell, residual of the storm. We made an inventory of damages to the boat. I tried to contact you with the Iridium sat phone and I hit your mailbox again, where I left you a message. We set our course to Bermuda in order to stop and repair. It was unthinkable to go to St. Maarten, NA in these conditions. We were at that time 357 nautical miles North of Bermuda.

On the evening of Friday, around 18:00, we started the engine to recharge the batteries. I immediately felt a burning smell and smoke coming from the engine compartment. We stopped the engine and made an investigation of the engine compartment. We believe that there was an electrical short with possible wire melt down and blown fuse. Impossible to start the engine any more...

An Easterly wind rose and we made direct route to Bermuda. As it was impossible to recharge the batteries, it was necessary to reduce our electrical power consumption. We then established shifts for steering and other shifts to pump manually the boat that was taking on water.

On the morning of Saturday, the wind came from the SW 30-35 kn. It was impossible to sail to Bermuda anymore. Our batteries were very low and a new storm was beginning. The Iridium phone was charged at 50%. I decided to contact the USCG and request assistance. I also activated the DSC on the VHF. The Norwegian Gem cruise ship told me later that she never received the distress signal...

The United States Coast Guard sent a Hercules aircraft on our position and found a ship that was cruising at 50 NM from us. We established shifts for pumping the boat manually every two hours to prevent the water from rising above the floor.

There was diesel all over the boat and it was very dangerous for slipping on floors.

The Norwegian Gem agreed to divert her course and came to us for assistance. The Hercules airplane of the United States Coast Guard circled above us and made a radio technical liaison between all parties. When we saw the ship, we were contacted by VHF and we began to plan the rescue maneuver in a strong wind and rough seas with waves of 10-15 feet. A rescue boat was launched and she came close to the boat. The transfer of the crew was extremely difficult and dangerous. There have been several violent impacts between the two boats.

We went on board the rescue boat with few belongings. We had prepared our passports and a bag of clothes.

The approach maneuver back to the cruise ship was extremely difficult and dangerous. Several collisions occured between the rescue boat and the cruise ship while we were hoisted.

The officers of the cruise ship took care of us and we all went to the infirmary where we were examined by doctors. We were offered cabins and were able to shower and feed. For more than three days, we had almost nothing to eat and drank little, given the state of the sea and the sailboat’s condition.

The Norwegian Gem has resumed her voyage to New York City. The next day, we cleared customs, met the NYC press and celebrated with the cruise ship officers and the rescue team that saved our lives.

Captain Thierry Simon.





Design played a part in this disaster.
The boat was incredibly seaworthy, running before the wind in the 60+ kn wind we had during the first storm.
The boat and rig survived 3 major breaking waves. The first one was about 45 feet high and I was sailing at 15 kn when I have been hit. I evaluate that the wave was going about 30 kn when it capsized the boat. You should have seen and ear that. The impact was tremendous. I was surprised to see the boat in one piece and the mast up afterward...

As a racer, I don't particularly like the Beneteau Oceanis designs. To me, they were floating condos. They are not sailing well to windward, specially in rough conditions. But they are safe boats. I prefer the Beneteau First line by far.

Today, I must admit that the boat behaved extremely well in the worst part of the storms we encountered, which was not the time at which the rescue operation occurred.

We spent 3 days and 3 nights in stormy weather conditions. We were hit by 3 storms during that period.

Captain Thierry Simon.



You also have to understand that Sanctuary was not my boat. The boat belongs to a Charter Company that operates on Lake Champlain in summer and in the Caribbean during winter.
As a professional Captain, I was hired to deliver the boat from Lake Champlain, NY to St-Maarten, with paying guests onboard who wanted to acquire offshore experience.

I think they got a lot for their money...

But, maybe only professional delivery Captains will understand that, in this type of business, you are dealing with boats that may not come as per your standards and specifications. You take them as they are and do the best you can with the equipment available. Also, the level of knowledge and experience of my paying guests had to do with my decisions. Their safety was my priority.

Captain Thierry Simon.
 
Oct 1, 2007
1,856
Boston Whaler Super Sport Pt. Judith
I always thought the rule of thumb to live by on the east coast was never go offshore in a small craft after Nov 1. Weren't they cutting that awfully close? Professional captain too ????? Favorable weather to St. Maarten??? How far is that? 2000 sea miles?? 2 weeks passage?? favorable weather for 2 weeks ?? Hmmmmm.
 

zeehag

.
Mar 26, 2009
3,198
1976 formosa 41 yankee clipper santa barbara. ca.(not there)
if one on east coast is not to leave port after nov 1 and insurance doesnt cover ye before nov 1, when does one sail the atlantic ocean???????
 
Jul 1, 1998
3,062
Hunter Legend 35 Poulsbo/Semiahmoo WA
zeehag Post #32: Whew! that was a long one but a good read.

The delivery captain wrote about what happened very well. The very end about delivery captains taking on deliveries that aren't exactly what they would wish for I can imagine must give them some uneasy feelings at times.

That was interesting about taking on paying customers for the delivery to give them some sea time experience. That must really help out the charter company's bottom line a good deal. It's like making money coming and going.

We've been at a consistant 40 kts all day and it was a sleigh ride. Seas were relatively dead astern and in daylight. It was a real handful at the helm. As wind speed increases the force increases with something like the 4th power so at 60 kts, and on a moonless night, it must have really been something.

Based on what he wrote in that post it seems like he made the right decisions about abandoning ship. I'm a little surprised that the weather forecasts didn't indicate real potential problems though. Hopefully the charter company(ies) don't cut it so close weather-wise in the future.
 

Salty

.
Dec 2, 2008
144
Catalina 390 14 Perth Amboy, NJ
I think the Captain made the right decision to abandon ship, based on his description of the events. I would do the same given these circumstances. I only question his decision to leave in October on a direct route to St. Maarten in a charter boat, but I do understand sometimes deliveries with tight schedules can sometime cloud our judgment. Kudos to him focusing on the life of his crew over saving the boat. This is could of turned out a lot worse.
 

zeehag

.
Mar 26, 2009
3,198
1976 formosa 41 yankee clipper santa barbara. ca.(not there)
sorry about the stolen words being sooooo long, but i figgered you all would ask questions about stuff so i tried to catch all of what he said.
 
Sep 20, 2006
2,912
Hunter 33 Georgian Bay, Ontario, Canada
sorry about the stolen words being sooooo long, but i figgered you all would ask questions about stuff so i tried to catch all of what he said.

It was good to read what he went through rather than conjecture of what the conditions appeared to be from the CG reports etc.
 

PaulK

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Dec 1, 2009
1,222
Sabre 402 Southport, CT
Would like to find out how those explanitory posts got inserted ahead of my earlier comment. (edits?) The English includes a good deal of gibberish, but the French (written by the owner) explains in good detail what happened and why. Leaks started with waves driven by 60 to 80 knot winds (registered by the cruise ship) and a rogue wave that carried away the liferaft. They hit 17 knots surfing. Smelling smoke, the skipper shut down the engine to avoid a fire, and called for help. Luckily the liner was nearby. Sometimes you need to be ready to be rescued.
 
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