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They analyzed the possiblity of the charts being incorrect by verifying the depth along the course the QE2 followed and verified that the posted depths of no less than 39' were correct even at the point where she hit bottom. They even verified paint from the QE2's hull on the shoals where there was indeed 39' of depth.
Since the QE2 only draws 32', this was quite a mystery until a new investigator joined the NTSB (sorry, I can't remember his name but I'm sure one of those familiar with this grounding incident can fill in the gaps). There is a physical law known as "squat" whereby the movement of a ship's hull through the water, especially in shallower water, causes the water flowing around the hull of a ship to move faster (like air flowing over an airplane wing) thus creating a "hole" that the ship "squats" into. This was known by the bridge crew and pilot on board th QE2 but the extent was not suspected. At slower speeds, around 10 knots, the squat is about 2 - 3 feet. This was thought to be the case even at faster speeds. I has been proven, however, that at the 25 knots that the QE2 was travelling, the squat was in excess of 8 feet thus increasing the effective draught or decreasing the effective depth, whichever way you wish to perceive it, to a point where the QE2 did contact the shoal.
For those of you who already knew this, please excuse the long-winded post. And if any of my explanation is in error, please correct me. I found this to be quite fascinating
R4
One quick correction to my previous post. This was aired on the Learning Channel and not the Discovery Channel...
I do remember reading that you were aboard the QE2 during this adventure.
As far as video footage of the ship, all that was shown were overhead shots of her stuck on the shoal... no close-ups and several fantastic shots of the hull damage while she was in drydock.
They briefly showed footage of passengers on shore and very brief interviews regarding the experience. One of those interviewed described what he heard and felt almost exactly as you did.
Thanks for your first-hand account.
Apparently the captain was fired as a result of his involvement. I should suspect that such a circumstance could prove disastrous in a captain's career. Any thoughts??
I was Second Officer at the time on the 4 - 8 watch. One of my duties was responsibility for Damage Stability. At the time of the grounding I was in the Officers Wardroom below the Bridge. I was up there within 60 seconds of the first vibration. There were 2 distinct periods of vibration as we passed over 2 rock ledges subsequently known as "Red rock 1" and "Red rock 2" during the inquiry. At no time was the ship ever stuck. The propellors were put to zero pitch at the first vibrations happened. (The duty engineer also put the controls to zero at the same time as he thought it was engine related.) At no time was the pitch ever put astern. We continued with momentum for half a mile before manouvering again. By then I had calculated our draft as it should be and we launched a boat to check the drafts which matched my calculation exactly. 32 feet 4 inches forward and 31 feet 4 inches aft. We were still not certain what had happened and I then got reports that a tank that had previously been empty was now reading full on the remote gauge. The engine room also reported that a sounding pipe from a cofferdam space had been pressurised and was leaking. There was no flooding in any area of the ship and certainly not into 6 deck. The ship was never in any danger. We figured out that we had hit something on the bottom about 6 or 7 minutes after the first impact happened and had everything under control throughout. I was with the ship during that tour of duty until she left the yard in Germany. Calculating the stability of a ship entering a drydock is very difficult as it diminishes as she takes the blocks. It was even more difficult on this occasion as the blocks were positioned to try and avoid the damage. I was one of the first to see the damage in the yard. You may be interested to know that all the Bridge staff were exhonerated of any blame and indeed, other than Captain Woodall who has since retired, virtually all of us are still in Cunard's employ.I get a little frustrated listening to so called expert witnesses. If you really were on the ship Barryboat (and I don't remember a tuxedo clad Barry) please stick to the facts without the artistic licence.
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