M.v. Derbyshire

[Ivan Cloherty]

The merchant marine follower is probably the best in the communications expert's record.

But I wasn't capable enough to be a fourth engineer in the first place, let alone in this first grade. I stunned them. The physics department paved the way for me to comment on it. On the other hand, my teachings came from Tyneside, and ancient essays said: worker beware.

You call the largest vessel at amber speed going through a similar dilemma. And the first officer in this case, from your point of view, I had before registered a speed of 8-9 knots. He should have been attended to before the engine readings, which were supposed to indicate a speed greater than that. No go go area. So, was the tolerance reading a dead end or a bad experience of the ship based on the horizon of a rogue wave?

A quadrant angle less than the heading of this beast occurs than normal in the Northern Hemisphere, causing it to deviate from Mother Nature's pattern, which it turns directly toward.

It was agreed. We were watching the MV Derbyshire sink to the bottom of the Dead Sea. Quickly, it's said, she sinks after failing to find a submarine in the area, and she spends an all-nighter, and the jump to England is made. The biggest naval vessel to sank. There's no rescue attempt, sir, to that black, enclosed space—yes, an empty space to the tin can's exposure. But it's astonishing that the out-of-body experience of this dream, occurring in the milliseconds of waking up, or imploding, frying whatever comes first, wasn't the reason I called, due to the amount of physics that repeats itself over and over again, such is the nature of maritime warfare today.

The fourth engineer sent a big salute to the captain of industry, Tyneside.

HELP!! I for one am lost !

[John Cassels]

You're not the only one Ivan , this must be written by AI , artificial intelligence in it's literal form .

[Des Jenkins]

Looks like a modern Authors attempt at a sea story.
De

[Tony Taylor]

Looks like a modern Authors attempt at a sea story.
De

Its neither, it is gibberish!

[John Arton]

Some of the posts from Glenn are complete tosh and I cannot for the life of me where he is coming from or where he is getting his information from. I have been mate on cape sized bulkers loading around 122000 tons of iron ore or coal and have experienced going through severe weather on them when fully laden and having had to heave too and turn into the wind and sea, traditionally it was to put the wind/sea two points on the stbd. Bow and adjust engine revolution to avoid heavy pounding . The loss of the Derbyshire was, as explained in the documentary, down to the failure of the hatch covers on No1 hold which lead to classification societies beefing up the strength and specifications for bulk carrier hatch covers.
Rgds
J.A

[Ivan Cloherty]

I think he is best ignored, some of us were at sea 30 to 40 years before he was born, and it is apparent he has obviously no idea what he is talking about.

[happy daze john in oz]

As Ivan mentioned, 'ships driving themselves down'
Across the Great Australian Bight a great number of ships have met their end in such a manner according to rerecords.
It is a region where seas are unpredictable and liable to turn nasty without much warning.
Sailed across there in a 10,000 and for three days thought we were in a sub.

[Francis Ralph]

All this technical stuff, a lot of it flies over my head ( as an R/O , but with 40 years of sea time), but I cant ever forget the true heartbreak I feel for all those lost on the Derbyshire.
I feel it especially as I remember standing by the "Sir Alexander Glen", at Swan Hunters Haverton Hill yard in the 70's. We looked out at the next ship on the slipway, nearing completion, and I spoke with the 2nd mate there. He spoke of the super accommodation Bibby's had put on her, even seperate cabins for officers with young children on board. I recall being so impressed, already having a high impression of Bibby's management. I believe she was originally named Liverpool Bridge. We , at Houlders , had joined in with the bridge consortium, and the "Furness Bridge" was a constant thorn in our engineers side. I recall John Houlder at one of his "get togethers" lunch in Liverpool St EC2 telling a group of us it was the worst decision the company had made. I had previously been on the 'Orotava Bridge', Sept Isles to Immingham Winter North Atlantic. Pure Hell!!. Cracks all over her, constant patching up jobs. Never more glad to leave a ship in my life.
As to the "Glen", we went to Hamburg for finishing off, ( don't know why) and luckily I was transferred to the gas boat " Cavendish" just before the maiden voyage. (Greatest ship ever.)
Often think of the Derbyshire now ( I am 85) and mourn her loss deeply.
Francis Ralph R692715

[Ralph Knowles]

I joined Sir Alexander Glen as 2/E in Oita, Japan late July '82 where a repair gang was on board preparing to fix serious cracking at Bulkhead#65 between hold #9 and the pump room. The 'Glen' had been advised to urgently inspect for cracking whilst on the same charter/route that her sister ship Derbyshire had taken previously. Another sister ship, Cast Kittewake, had reported cracking at the #65 location and all other 'Bridge Boats' were alerted. To cut a long story short, it was found that the upper longditudinal stiffeners were misaligned where they should have penetrated #65 and there was no continuous o bearing steel at those locations. I will always maintain that the cause of the Derbyshire loss started with a similar defect on that ship. I maintain that she broke at that location, with the ER and the accommodation capsizing, the sea flooding the the two longitudinal pipe tunnel which were open from aft to forward with no bulkheads, taking the bow down with a serious head down trim, whereby she dived very quickly to the deep. The accommodation and engine room block was found a considerable distance from the cargo hull. Cover up?? Deck crew were blamed for not dogging down the fo'csle hatch. What about the shipbuilder and the classification society who supervised the construction.

[Glenn Nicholas]

He maintains his usual color. He looks like a chief engineer. He had found the solution for the engine room of the engine room. He loses the thread of communications. And I'm describing an out-of-body experience in a dream. In that sense, it will be the chief engineer's responsibility to supervise the forward spaces. Who would be a fourth engineer today?