Last Saturday, while tied up at the restaurant on the south side of Knapps Narrows, adjacent to the bridge, we looked up and saw a sailboat drifting stern first toward the bridge (which was closed at the time). Their engine had apparently stalled, and they were about 100 feet away from the bridge in current that was running about 2-3 knots. There was a couple in the cockpit, and another couple on deck. The guy on deck had grabbed a small Danforth type anchor and rode, and tried several times to heave it and then immediately snatched the rode in hopes it would snag. (It didn't.) The boat then collided broadside with the bulkhead close to the bridge, and the woman on deck grabbed the bulkhead and yelled for others on board to do the same in hopes of preventing the boat from colliding with the bridge. She got no help and was not able to hold on. The boat then drifted stern first into the still closed bridge, and the back stay acted like a spring and bounced the boat back off the bridge. At that point, the engine started and the boat was moved away from the bridge with no apparent harm done. This all happened within about 30 seconds to a minute. One might ask why the bridge tender did not open the span - however, their observation post is on the Choptank River side of the span, and this event occurred on the Bay side, close enough to the span where it was not visible to the tender. I offer this as a couple of thought provoking questions: What would you have done in this situation if you were the captain of that boat (looked to be a sloop of about 30 - 32 ft)? What would or could you have done, if anything, if you had been on a boat close by observing this action? Ed Ryan
Dilemma at Knapps Narrows - what would you do?
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Depends
Interesting predicament, Ed. Was there any wind blowing? If so I'd get a sail or two up in a hurry to try to sail out of the problem. How about water depth? Absent any wind, I'd try to get an anchor down. You mentioned he was jerking on his Danforth to try to get it to snag. Wonder what that was all about? If options one and/or two failed, I'd try five short blasts on a horn to attract attention and hopefully get a line to someone who could tow me out. It will be interesting to see wht others might do. Gary Wyngarden S/V Wanderlust H37.5
Interesting predicament, Ed. Was there any wind blowing? If so I'd get a sail or two up in a hurry to try to sail out of the problem. How about water depth? Absent any wind, I'd try to get an anchor down. You mentioned he was jerking on his Danforth to try to get it to snag. Wonder what that was all about? If options one and/or two failed, I'd try five short blasts on a horn to attract attention and hopefully get a line to someone who could tow me out. It will be interesting to see wht others might do. Gary Wyngarden S/V Wanderlust H37.5
response
If I had been on a boat observing him drifting backward I would have tried to lend a tow. If it had been my boat I would have put out anchors and , like him , I would have tried to restart the engine while having someone give the collision alarm.
If I had been on a boat observing him drifting backward I would have tried to lend a tow. If it had been my boat I would have put out anchors and , like him , I would have tried to restart the engine while having someone give the collision alarm.
similar problem
I was between the I-5 Bridge and the Railroad bridge on the Columbia River. Tacking back and forth across the river trying to judge if the Railroad Br. had enough clearance. The boat was a cal22 with a 5hp merc. Everytime I tried to start the motor; the boat rounded up and I lost ground. I could not tie the tiller and the motor was so loose it could not be started using one hand. I went under the bridge beam to. 2 feet short of clearing in a sort of pirouet move. Covered the boat in scale, pigeon crap and the remains of the windvane. Now I am rebuilding a boat of my own. I have a Tiller Tamer, outboard that locks down, radio, and the bridge tender's number in my cel phone. What was the CORRECT way to get out of there?
I was between the I-5 Bridge and the Railroad bridge on the Columbia River. Tacking back and forth across the river trying to judge if the Railroad Br. had enough clearance. The boat was a cal22 with a 5hp merc. Everytime I tried to start the motor; the boat rounded up and I lost ground. I could not tie the tiller and the motor was so loose it could not be started using one hand. I went under the bridge beam to. 2 feet short of clearing in a sort of pirouet move. Covered the boat in scale, pigeon crap and the remains of the windvane. Now I am rebuilding a boat of my own. I have a Tiller Tamer, outboard that locks down, radio, and the bridge tender's number in my cel phone. What was the CORRECT way to get out of there?
Crash
Have some friends with a nearly new H33. This exact same thing happened to them in Jan. of this year. Engine quit, and wind blowing about 25 knots. Before they could get anchor out, they were into a railroad bridge. The bridge was open but they missed the opening. Boat was damaged pretty badly. Hunter did make it good, and took the boat back to the factory for repairs.
Have some friends with a nearly new H33. This exact same thing happened to them in Jan. of this year. Engine quit, and wind blowing about 25 knots. Before they could get anchor out, they were into a railroad bridge. The bridge was open but they missed the opening. Boat was damaged pretty badly. Hunter did make it good, and took the boat back to the factory for repairs.
line
Unlike most, I sail with my dock lines wrapped around my lifelines on the boat, ready for use by a pull on the end. I also have a very long line in the cockpit locker ready for use. If she could have gotten a line around something then she would have been about to hold, at least until somebody else got there.
Unlike most, I sail with my dock lines wrapped around my lifelines on the boat, ready for use by a pull on the end. I also have a very long line in the cockpit locker ready for use. If she could have gotten a line around something then she would have been about to hold, at least until somebody else got there.
Similar thing happened at the locks
A few years ago, a guy I knew had a similar experience. He was approaching the Ballard railroad bridge which was closed and there was a few knots of current. He put the engine in reverse, revved her way up, and the propeller and shaft was pulled completely out of the boat. Taking on water rapidly and without propulsion, he hit the bridge. The railroad called him on the radio wanting his address so they could send him a bill for repair and repainting. I guess he would have been better off to circle with the engine in forward but I doubt anyone could have told him anything anyway. That was a ferrocement boat which had already sunk a few times from battery acid causing leaks in the hull. I tried to tell him about battery boxes but he said that could not afford them. The boat sure made a great submarine. As to the story at hand, what happened to the guy with the anchor? Couldn't he use that line to somehow stop the boat at the bulkhead? Why was one woman trying to hold the boat against the bulkhead? I would never let anyone try to stop the boat by hand. If I was nearby, I would have tried to throw a looped line (retaining both ends) to them and towed them out. My guess is that they were not very experienced. I like to keep a little forward movement and head into the current until I can pass.
A few years ago, a guy I knew had a similar experience. He was approaching the Ballard railroad bridge which was closed and there was a few knots of current. He put the engine in reverse, revved her way up, and the propeller and shaft was pulled completely out of the boat. Taking on water rapidly and without propulsion, he hit the bridge. The railroad called him on the radio wanting his address so they could send him a bill for repair and repainting. I guess he would have been better off to circle with the engine in forward but I doubt anyone could have told him anything anyway. That was a ferrocement boat which had already sunk a few times from battery acid causing leaks in the hull. I tried to tell him about battery boxes but he said that could not afford them. The boat sure made a great submarine. As to the story at hand, what happened to the guy with the anchor? Couldn't he use that line to somehow stop the boat at the bulkhead? Why was one woman trying to hold the boat against the bulkhead? I would never let anyone try to stop the boat by hand. If I was nearby, I would have tried to throw a looped line (retaining both ends) to them and towed them out. My guess is that they were not very experienced. I like to keep a little forward movement and head into the current until I can pass.
sIGNAL HORN DISTRESS
This happened to me about twenty years ago at Kent Narrows. We blasted five blasts on the horn and the bridge tender got it open.
This happened to me about twenty years ago at Kent Narrows. We blasted five blasts on the horn and the bridge tender got it open.
As a sailor,...
.. and frequent traveller thru Knapps Narrows, I can feel for the guy who got his boat dinged up. Seems lucky that he wasn't dismasted when the backstay hit the bridge. The current thru Knapps can be tough, at times. Blowing the horn to get the bridge tender to open the bridge probably wouldn't have helped as the bridge tender there, even if he and responded to the impending emergency, is on "island time" and I doubt he could get that bridge up fast enough. All I can think of is getting a larger anchor down quickly and or throwing a line to someone ashore (which is very close at that point). Perhaps all that can be said about this interesting incident is that it probably pays to always keep thinking of what can wrong while we are on our boats and what would we do if the worst happens....
.. and frequent traveller thru Knapps Narrows, I can feel for the guy who got his boat dinged up. Seems lucky that he wasn't dismasted when the backstay hit the bridge. The current thru Knapps can be tough, at times. Blowing the horn to get the bridge tender to open the bridge probably wouldn't have helped as the bridge tender there, even if he and responded to the impending emergency, is on "island time" and I doubt he could get that bridge up fast enough. All I can think of is getting a larger anchor down quickly and or throwing a line to someone ashore (which is very close at that point). Perhaps all that can be said about this interesting incident is that it probably pays to always keep thinking of what can wrong while we are on our boats and what would we do if the worst happens....
I'm gonna check my
coupling tomorrow! And this has happened to me. When our '86 H34 was new, we were motoring to our marina. We had to go to the 'clearance' part of the Mannett Bridge in Bremerton. The tide was on flood at 4 knots and carrying us to the 'too low' part of the bridge. We had to point high to compensate for the current. Just as we reached the passage area, the engine revved up and we lost thrust. We coasted under the high part of the bridge and pinwheeled for the next minute until I found the problem and made emergency repairs. You ready for this? Our ahole dealer left the key out of the coupling. Nothing held the prop-shaft except the set-bolts.
coupling tomorrow! And this has happened to me. When our '86 H34 was new, we were motoring to our marina. We had to go to the 'clearance' part of the Mannett Bridge in Bremerton. The tide was on flood at 4 knots and carrying us to the 'too low' part of the bridge. We had to point high to compensate for the current. Just as we reached the passage area, the engine revved up and we lost thrust. We coasted under the high part of the bridge and pinwheeled for the next minute until I found the problem and made emergency repairs. You ready for this? Our ahole dealer left the key out of the coupling. Nothing held the prop-shaft except the set-bolts.
100 feet - not much room!
The problem is 100 feet in that current doesn't give one very much time! Did some research to find out where Knapps Narrows was and found a Maptech map at the link below. The chartlet indicates a charted depth of 6½-ft so it wouldn't take much anchor rode Hence, my first option would have been to go with the anchor provided it was a plow anchor with a decent length of chain. The big trick would be the 30-ft dash to the bow and then quickly getting the anchor deployed. Picture of Kapps Narrows Br.: http://www.modjeski.com/projects/servproj/knapps.htm A lady I know, in her 80s, has cruised most the world single-handed and her philosophy is not to move the boat with the sail cover on. Basically, her mainsail is ready to go by just removing the sail ties. With this narrow channel that may not have been an option; however, if it was high tide it may have been. I think her comment to me about always having the sails 'at the ready' is a good one. Ballard RR Bridge: Link to pictures of the railroad bridge outside the Ballard Locks in Seattle: http://www.splintercat.org/AlaskaCruise/AlaskaPages/Alaska03.html (look at the second [view from the locks] and third picture [note size of tug]) Although this bridge is fairly high - about 40 ft? - when you're coming out of the locks with the rush of current and a number of other boaters, most of which are power boaters, it's just high enough that it's easy to forget to look up but low enough to cause a 35-footer to have a problem! I came flying out of the locks once and the sailboat in front of me swerved to one side and I happened to look up (sun in my eyes) and lo and behold! A hasty reverse saved the day! One thing for sure, the self-sufficient sailor needs to be flexible and have the ability to solve problems and improvise, and sometimes on a very short notice! And - sometimes you need luck on your side!
The problem is 100 feet in that current doesn't give one very much time! Did some research to find out where Knapps Narrows was and found a Maptech map at the link below. The chartlet indicates a charted depth of 6½-ft so it wouldn't take much anchor rode Hence, my first option would have been to go with the anchor provided it was a plow anchor with a decent length of chain. The big trick would be the 30-ft dash to the bow and then quickly getting the anchor deployed. Picture of Kapps Narrows Br.: http://www.modjeski.com/projects/servproj/knapps.htm A lady I know, in her 80s, has cruised most the world single-handed and her philosophy is not to move the boat with the sail cover on. Basically, her mainsail is ready to go by just removing the sail ties. With this narrow channel that may not have been an option; however, if it was high tide it may have been. I think her comment to me about always having the sails 'at the ready' is a good one. Ballard RR Bridge: Link to pictures of the railroad bridge outside the Ballard Locks in Seattle: http://www.splintercat.org/AlaskaCruise/AlaskaPages/Alaska03.html (look at the second [view from the locks] and third picture [note size of tug]) Although this bridge is fairly high - about 40 ft? - when you're coming out of the locks with the rush of current and a number of other boaters, most of which are power boaters, it's just high enough that it's easy to forget to look up but low enough to cause a 35-footer to have a problem! I came flying out of the locks once and the sailboat in front of me swerved to one side and I happened to look up (sun in my eyes) and lo and behold! A hasty reverse saved the day! One thing for sure, the self-sufficient sailor needs to be flexible and have the ability to solve problems and improvise, and sometimes on a very short notice! And - sometimes you need luck on your side!
Sailcover...
I rarely leave the docks without my mainsail ready go (cover off, haylard connected, etc.) IMHO, and as John implies above, it should be ready at a moment's notice as a backup if you're under power. Knowing Knapp's Narrows, I doubt it would have helped in this particular case, but it can't hurt. I'm amazed in my travels at the sailboats moving along the ICW, Ches Bay, etc., fully buttoned up. I was recently coming through Norfolk, VA, where battleships and aircraft carriers are almost with spitting distance. Lots of the sailboats were passing by fully buttoned up. No, it's not the best place to sail, but if you were to loose power, a quick raise of the mainsail might keep you out of the USN security zone. After all, those quys tend to shoot first, ask questions later.
I rarely leave the docks without my mainsail ready go (cover off, haylard connected, etc.) IMHO, and as John implies above, it should be ready at a moment's notice as a backup if you're under power. Knowing Knapp's Narrows, I doubt it would have helped in this particular case, but it can't hurt. I'm amazed in my travels at the sailboats moving along the ICW, Ches Bay, etc., fully buttoned up. I was recently coming through Norfolk, VA, where battleships and aircraft carriers are almost with spitting distance. Lots of the sailboats were passing by fully buttoned up. No, it's not the best place to sail, but if you were to loose power, a quick raise of the mainsail might keep you out of the USN security zone. After all, those quys tend to shoot first, ask questions later.
Oh Don,
this isn't Yemen. The Department of Homeland Security isn't encouraging our service members to open fire on civilian sailboat in American waters,,,,yet.
this isn't Yemen. The Department of Homeland Security isn't encouraging our service members to open fire on civilian sailboat in American waters,,,,yet.
Knapps Narrows Chartlet
FYI, Knapps Narrows is a "shortcut" into the Choptank River from the Bay. I have always sailed around the point instead of dealing with the bridge and the traffic on summer weekends.
FYI, Knapps Narrows is a "shortcut" into the Choptank River from the Bay. I have always sailed around the point instead of dealing with the bridge and the traffic on summer weekends.
For Garry
Garry: I've always done the opposite of what you do: I go thru Knapps into the Choptank. Coming from the west, what do think the time difference is in getting to say point in the Choptank by going around Blackwalnut Pt rather than dropping sail, motoring thru the Narrows, and then raising sail on the other side? Is this a wash?
Garry: I've always done the opposite of what you do: I go thru Knapps into the Choptank. Coming from the west, what do think the time difference is in getting to say point in the Choptank by going around Blackwalnut Pt rather than dropping sail, motoring thru the Narrows, and then raising sail on the other side? Is this a wash?
You Guys Need Taller Bridges!
Our first cruise of the year to "South Sound" - Olympia and Shelton WA. This is a picture of the Tacoma Narrows bridge #3 under construction which is alongside #2. So where is bridge #1? It blew down shortly after it was finished. What sailboaters need to do with regard to low bridges is provide the appropriate "public comment" when it comes time to replace them and who knows - someone might listen!
Our first cruise of the year to "South Sound" - Olympia and Shelton WA. This is a picture of the Tacoma Narrows bridge #3 under construction which is alongside #2. So where is bridge #1? It blew down shortly after it was finished. What sailboaters need to do with regard to low bridges is provide the appropriate "public comment" when it comes time to replace them and who knows - someone might listen!
Fred...
come down to Norfolk with me soon. I think you might at least question your opinions on HSA's position.......
come down to Norfolk with me soon. I think you might at least question your opinions on HSA's position.......
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