chesapeake sailors
there was an article in my local florida paper this week about a sailboat and a tugboat colliding in the c&d canal. said the 45 ft sailboat sank.
does anybody have more info or a website on this?
darrell
mysric rose
C&D canal sailboat sinking
Moderator: Jim Walsh
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bottomscraper
- Posts: 1400
- Joined: Feb 5th, '05, 11:08
- Location: Previous Owner of CD36 Mahalo #163 1990
- Contact:
Some links for story:
http://www.delawareonline.com/apps/pbcs ... /1006/NEWS
http://coastguardnews.com/coast-guard-a ... e-traffic/
http://www.delawareonline.com/apps/pbcs ... /1006/NEWS
http://coastguardnews.com/coast-guard-a ... e-traffic/
Rich Abato
Nordic Tug 34 Tanuki
Previous Owner Of CD36 Mahalo #163
Southern Maine
http://www.sailmahalo.com
Nordic Tug 34 Tanuki
Previous Owner Of CD36 Mahalo #163
Southern Maine
http://www.sailmahalo.com
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Ray Garcia
- Posts: 258
- Joined: Apr 27th, '05, 22:08
- Location: 1981 CD27 #212 "Spirit" Huntington, NY
- Contact:
Father feared daughter wouldn't get out alive
2 thrown overboard, 1 trapped in sinking boat on C&D Canal
By TERRI SANGINITI, The News Journal
Posted Wednesday, May 16, 2007
Robert Pulsch feared most when he and his oldest daughter were thrown overboard from his 45-foot schooner into the cold, dark waters of the Chesapeake & Delaware Canal early Monday was that his younger daughter was still trapped inside the sinking vessel.
"When they yelled over to me that they got Susan, it was a gift from heaven," Pulsch, 73, said Tuesday.
Pulsch, of Port Monmouth, N.J., and his two daughters were sailing through the canal about 3:30 a.m. when his vintage schooner, Heron, tangled with a tugboat pushing a barge.
He and his oldest daughter Anne Marie, 47, were on the deck when the crash occurred about 1.5 miles west of the Chesapeake City Bridge (Md. 213).
After hitting the water, Anne Marie Pulsch clung to an uninflated Zodiac lifeboat, while her father grabbed a floating seat cushion until crew members from the tugboat Schuylkill could rescue them.
"The tugboat crew threw over (floatation) rings," Pulsch said. "The pilot put it in reverse, but couldn't stop it."
Pulsch's 36-year-old daughter Susan Petracco, meanwhile, was trapped in the submerged vessel.
"I thought she was never going to get out of the hull," Pulsch said. "And I thought to myself, 'She's gone.' She was down there quite awhile.
Then, "Anne Marie, who was over by the tug boat's stern, yelled to me, 'We got Susan,' " he said.
Pulsch said his youngest daughter, who was dressed in three sets of pants and heavy leather sailing boots, remembered being trapped "and then there was an opening."
The three boaters were taken to Union Hospital in Elkton, Md. Anne Marie Pulsch and her father were released with only minor injuries.
Petracco remained hospitalized Tuesday. Pulsch said she swallowed a lot of water, but was doing OK.
The canal remained closed to commercial shipping and pleasure craft for 31 hours, until 1:30 p.m. Tuesday, when the Army Corps of Engineers surveyed the area and gave it the all-clear.
John Lake, founder of Green TV in Chesapeake City, and his wife saw some of the collision's immediate aftermath. They were awakened early Monday by what they thought was a tree crashing down.
Donning their bathrobes, they dashed onto their dock in time to see the schooner slip below the water.
"Only the mast was sticking up and lodged under the barge, which was still going backward," he said.
Tuesday, Lake was on his front lawn again, shooting video of the retrieval of the boat and chatting with the vessel's owner.
"The operation was intense because of the machinery," Lake said. "There was a crane on a barge literally 100 feet in front of you."
Pulsch and his wife, Roberta, watched from the canal bank as the salvage crew raised his classic 1911 sailboat from the bottom of the canal.
At his age, Pulsch said, he doesn't know whether he will be able to restore the vessel again.
He purchased the rotting schooner in 1995 and it took him seven years to rebuild the hull. He relaunched it in 2000 and completed the interior in 2004. It was insured for $200,000, he said.
The family was sailing the schooner back to its summer home in Atlantic Highlands in New Jersey from the Lankford Bay Marina in Maryland, where it is kept in winter.
Corps of Engineers spokesman Edward Voigt said the salvage company would take the Heron to the Curtis Bay Coast Guard Base.
"It's a good story that does have a happy ending," Lake said. "They were most thankful because they were alive, safe and no one was hurt."
Link - Delaware Online
By TERRI SANGINITI, The News Journal
Posted Wednesday, May 16, 2007
Robert Pulsch feared most when he and his oldest daughter were thrown overboard from his 45-foot schooner into the cold, dark waters of the Chesapeake & Delaware Canal early Monday was that his younger daughter was still trapped inside the sinking vessel.
"When they yelled over to me that they got Susan, it was a gift from heaven," Pulsch, 73, said Tuesday.
Pulsch, of Port Monmouth, N.J., and his two daughters were sailing through the canal about 3:30 a.m. when his vintage schooner, Heron, tangled with a tugboat pushing a barge.
He and his oldest daughter Anne Marie, 47, were on the deck when the crash occurred about 1.5 miles west of the Chesapeake City Bridge (Md. 213).
After hitting the water, Anne Marie Pulsch clung to an uninflated Zodiac lifeboat, while her father grabbed a floating seat cushion until crew members from the tugboat Schuylkill could rescue them.
"The tugboat crew threw over (floatation) rings," Pulsch said. "The pilot put it in reverse, but couldn't stop it."
Pulsch's 36-year-old daughter Susan Petracco, meanwhile, was trapped in the submerged vessel.
"I thought she was never going to get out of the hull," Pulsch said. "And I thought to myself, 'She's gone.' She was down there quite awhile.
Then, "Anne Marie, who was over by the tug boat's stern, yelled to me, 'We got Susan,' " he said.
Pulsch said his youngest daughter, who was dressed in three sets of pants and heavy leather sailing boots, remembered being trapped "and then there was an opening."
The three boaters were taken to Union Hospital in Elkton, Md. Anne Marie Pulsch and her father were released with only minor injuries.
Petracco remained hospitalized Tuesday. Pulsch said she swallowed a lot of water, but was doing OK.
The canal remained closed to commercial shipping and pleasure craft for 31 hours, until 1:30 p.m. Tuesday, when the Army Corps of Engineers surveyed the area and gave it the all-clear.
John Lake, founder of Green TV in Chesapeake City, and his wife saw some of the collision's immediate aftermath. They were awakened early Monday by what they thought was a tree crashing down.
Donning their bathrobes, they dashed onto their dock in time to see the schooner slip below the water.
"Only the mast was sticking up and lodged under the barge, which was still going backward," he said.
Tuesday, Lake was on his front lawn again, shooting video of the retrieval of the boat and chatting with the vessel's owner.
"The operation was intense because of the machinery," Lake said. "There was a crane on a barge literally 100 feet in front of you."
Pulsch and his wife, Roberta, watched from the canal bank as the salvage crew raised his classic 1911 sailboat from the bottom of the canal.
At his age, Pulsch said, he doesn't know whether he will be able to restore the vessel again.
He purchased the rotting schooner in 1995 and it took him seven years to rebuild the hull. He relaunched it in 2000 and completed the interior in 2004. It was insured for $200,000, he said.
The family was sailing the schooner back to its summer home in Atlantic Highlands in New Jersey from the Lankford Bay Marina in Maryland, where it is kept in winter.
Corps of Engineers spokesman Edward Voigt said the salvage company would take the Heron to the Curtis Bay Coast Guard Base.
"It's a good story that does have a happy ending," Lake said. "They were most thankful because they were alive, safe and no one was hurt."
Link - Delaware Online
Any boat going under is sad - sadder when it's such a beautiful old wooden boat.
[http://cmsimg.delawareonline.com/apps/p ... ofile=1006[/img]
[http://cmsimg.delawareonline.com/apps/p ... ofile=1006[/img]
Mark
damn that's such a shame. glad everyone is alive. The night in the ICW belongs to the professionals and their tugs as far as I'm concerned. Growing up on the Texas coast we would fish through the night off the ICW and watch the tugs and barges moving through. NO way will I ever get in there with them at night. Know what a tug capt does with his barge when it gets really nasty and he wants a break? He shoves it in the windward bank and you had better not be in his way!!
Randy 25D Seraph #161
Heron
I am very familier with her. They are members of my club and we've teamed up on mast raising and take downs together. I've been aboard several times and she was as pretty as you can imagine. He basically built a new hull. Only the house, spars and misc. fittings were original. He built everything himself in his backyard. Before that he welded a very smart 36 foot steel schoonner and sold it after sailing her for a few years. I bet he rebuilds Heron.
So lucky for them to have all survived. I'll get the story and share it later.
So lucky for them to have all survived. I'll get the story and share it later.
More on the sinking
Below is a link to another news story.
http://www.courierpostonline.com/apps/p ... 006/news01
and a couple pictures of her being raised
http://chesapeakecity.blogspot.com/2007 ... m-c-d.html
When I get more information I'll pass it on.
I've done this canal at night several times and will freely admit it isn't an enjoyable trip. The lighting is good for the pilots of heavy ships, but from our perspective - horrible. There are mercury vapor lights on both shores 500 feet apart. From the cockpit of a sailboat you are looking up for running lights and black hulls are invisible. The running lights on a barge are even worse. Calling and talking to "traffic control" is a wise move and if you have radar - use it. Also monitor 13, more than once I have responded to a tug skipper referring to "that damn sailboat".
http://www.courierpostonline.com/apps/p ... 006/news01
and a couple pictures of her being raised
http://chesapeakecity.blogspot.com/2007 ... m-c-d.html
When I get more information I'll pass it on.
I've done this canal at night several times and will freely admit it isn't an enjoyable trip. The lighting is good for the pilots of heavy ships, but from our perspective - horrible. There are mercury vapor lights on both shores 500 feet apart. From the cockpit of a sailboat you are looking up for running lights and black hulls are invisible. The running lights on a barge are even worse. Calling and talking to "traffic control" is a wise move and if you have radar - use it. Also monitor 13, more than once I have responded to a tug skipper referring to "that damn sailboat".
Jim Davis
S/V Isa Lei
S/V Isa Lei
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s.v. LaVida
- Posts: 310
- Joined: Feb 9th, '05, 07:10
- Location: LaVida is a Cape Dory 33, Hull#40 Homeport of Olcott,NY
C & D canal dangers are very real
A few years ago we were headed up the bay from Cape May, on our way to the Bahamas.
We'd spent a restful night at anchor in Cape May and were eager to get to Annapolis and meet friends. Leaving just before dawn we transited the canal and made our way into the bay.
As we neared the shipping channels on the bay we could see a HUGE barge, with some sort of plant on, it being towed by an very large ocean going tug. They were moving quite rapidly and I could only observe his massive tow with the binoculars. The barge hands looked like ants on its deck, huge machinery towering over them. I was thinking the barge had to be 600' to 700' long if it was an inch.
The main shipping channel winds it way up the bay but a small boat like LaVida can take a more direct route, cutting over "shallow" areas not available to general shipping.
Over the course of the day we actually pulled ahead of the tug & tow and by late late evening we had the mouth of the C&D in sight, but not far astern was the tow, coming on strong.
I could feel the force of the tide on LaVida's hull and by judging his speed over bottom decided it would be prudent to lay back and let the tow enter the C & D before me. I tried to hail the tug and let him know my intentions but he didn't respond.
I positioned LaVida far out of the shipping channel, holding our position with our trusty iron genny. After about 40 minutes the tug and tow appeared out of the blackness. Arriving at the mouth of the canal the Captain began his turn into the canal proper.
The tug had shortened its tow line but the tug and all its power were little match for the wind, tide and current.
As tug turned to port, to enter the canal proper, the barge swung wide and at one point almost went on the far rocks.
The roar of his engines and sparks flying from his exhausts could be plainly seen and heard over a 1/2 mile separating us as he clawed his way out of sheer disaster.
With what looked like inches to spare he managed to halt the barge from crashing into the far rocks. Unfortunately his troubles were not over yet. No sooner did he get the tow off the far rocks then the barge swung the opposite way and again, with only massive amounts of power was he able to keep the barge off the rocks.
For the better part of an hour I watched, in rapt attention, as the Captain fought to get his tow under control while his barge played ping pong with the canal's width.
Finally, using massive amounts of power he finally gained control over his tow and he rapidly moved into the canal and disappeared into the amber haze of the canal lights.
I waited another twenty minutes then approached the entrance myself. Although the conditions had moderated a bit I was still having to crab like crazy to keep in the centre of the channel and off the rocks. Keep off we did and soon we were in the calm waters of the canal.
A few minutes later I heard "LaVida" being called on the VHF. It was the tug's watch officer hailing us.
We exchanged greetings and then he proceeded to thank me for holding off from entering the canal before him.
In his words "Its a good thing you didn't go in before us because I would have had to choose between hitting you, pinning you between my tug and barge (and the tow cable) or letting my tow go on the rocks. It would have been a hard choice".
I shivered thinking of any of those outcomes. I could only imagine the horror I would have felt seeing this huge tug and its tow bearing down on me while wildly dancing between the banks of the canal. Even as he was speaking, we were down to 2.5 knots over bottom and our engine was full ahead. There would have been no way for us to get out of his way and no where to go.
I echo Jim's comments about not being able to see the ships in the canal. His suggestions are good ones, as long as the other bridge will acknowledge your hail.
Since then we've installed radar and its proven its worth many, many times over.
We'd spent a restful night at anchor in Cape May and were eager to get to Annapolis and meet friends. Leaving just before dawn we transited the canal and made our way into the bay.
As we neared the shipping channels on the bay we could see a HUGE barge, with some sort of plant on, it being towed by an very large ocean going tug. They were moving quite rapidly and I could only observe his massive tow with the binoculars. The barge hands looked like ants on its deck, huge machinery towering over them. I was thinking the barge had to be 600' to 700' long if it was an inch.
The main shipping channel winds it way up the bay but a small boat like LaVida can take a more direct route, cutting over "shallow" areas not available to general shipping.
Over the course of the day we actually pulled ahead of the tug & tow and by late late evening we had the mouth of the C&D in sight, but not far astern was the tow, coming on strong.
I could feel the force of the tide on LaVida's hull and by judging his speed over bottom decided it would be prudent to lay back and let the tow enter the C & D before me. I tried to hail the tug and let him know my intentions but he didn't respond.
I positioned LaVida far out of the shipping channel, holding our position with our trusty iron genny. After about 40 minutes the tug and tow appeared out of the blackness. Arriving at the mouth of the canal the Captain began his turn into the canal proper.
The tug had shortened its tow line but the tug and all its power were little match for the wind, tide and current.
As tug turned to port, to enter the canal proper, the barge swung wide and at one point almost went on the far rocks.
The roar of his engines and sparks flying from his exhausts could be plainly seen and heard over a 1/2 mile separating us as he clawed his way out of sheer disaster.
With what looked like inches to spare he managed to halt the barge from crashing into the far rocks. Unfortunately his troubles were not over yet. No sooner did he get the tow off the far rocks then the barge swung the opposite way and again, with only massive amounts of power was he able to keep the barge off the rocks.
For the better part of an hour I watched, in rapt attention, as the Captain fought to get his tow under control while his barge played ping pong with the canal's width.
Finally, using massive amounts of power he finally gained control over his tow and he rapidly moved into the canal and disappeared into the amber haze of the canal lights.
I waited another twenty minutes then approached the entrance myself. Although the conditions had moderated a bit I was still having to crab like crazy to keep in the centre of the channel and off the rocks. Keep off we did and soon we were in the calm waters of the canal.
A few minutes later I heard "LaVida" being called on the VHF. It was the tug's watch officer hailing us.
We exchanged greetings and then he proceeded to thank me for holding off from entering the canal before him.
In his words "Its a good thing you didn't go in before us because I would have had to choose between hitting you, pinning you between my tug and barge (and the tow cable) or letting my tow go on the rocks. It would have been a hard choice".
I shivered thinking of any of those outcomes. I could only imagine the horror I would have felt seeing this huge tug and its tow bearing down on me while wildly dancing between the banks of the canal. Even as he was speaking, we were down to 2.5 knots over bottom and our engine was full ahead. There would have been no way for us to get out of his way and no where to go.
I echo Jim's comments about not being able to see the ships in the canal. His suggestions are good ones, as long as the other bridge will acknowledge your hail.
Since then we've installed radar and its proven its worth many, many times over.
Canal at night - another story
I was delivery crew on watch, westbound, entering the C&D canal after dark. As I scanned for lights I thought I saw a refinery in the distance and thought, "hmmm. I haven't been up in these here parts in awhile - there must have been some development in my absence." A short while later I thought I detected some movement in the relative position not wholly explained by the direction and speed of my boat. Very soon after that the "refinery" followed a somewhat sharp left turn and was now an oncoming Disney cruise ship coming at us. There was room to pass and very little wake. We waved up and the passengers waived down at us.
The lesson I learned was that differentiating land from boat lights is more complicated in the canal.
Robin
The lesson I learned was that differentiating land from boat lights is more complicated in the canal.
Robin
Video of Heron being lifted
There is a video of the salvage. http://www.greentv.com/portfolio/heronrising.htm
Also for thos interested the her story as posted on the American Schooner Association web site.
http://www.amschooner.org/node/83
Also for thos interested the her story as posted on the American Schooner Association web site.
http://www.amschooner.org/node/83
Jim Davis
S/V Isa Lei
S/V Isa Lei