I dont usually comment on videos but I dont understand why theres so many haters. Wtf is wrong with people? I always enjoy quality small channels like this. I appreciate the straightforward commentary and simple style. Keep up the good work.
@@waterlinestories I appreciate everything about this channel, keep doing what you do. I always thought the 'suction' from a sinking ship was an urban legend...now I know better.
I was part of the crew that decommissioned CGC Blackthorn. Walking through her after she was raised was like walking through a tomb...the eeriest experience of my life. So many good men died.
I served from 1971 to 1975. It was widely known throughout the Guard that these tired old tubs were sh*t duty, When they were built during WW2, they were supposed to be scrapped, but the Navy fobbed them off on us. They were old and worn out in 1973. While I was on French Frigate Shoals we unloaded our supplies every few months from a 180, I went aboard to work on their ancient radar and visit a friend, they had it rough! They practically moved in just to get off their boat, they enjoyed our food, beer and home brew hooch.. We turned them on to a huge cooler of longusta ;[lobster], they were thrilled. Eating them several times a week got old, but we traded for 2 decks of cards and a monopoly game. We called it Monotony, the game went on for days at a time. Everyone had their own room. We had a full time cook and even a full time janitor. We often went months without dressing out, and looked like hippies with our long hair and bell bottoms. Some punishment! Oh yeah, we got 60 days leave, and a week off in Honolulu, where suddenly money and shirts ere required. We all took an oath to keep our little paradise to ourselves, loudly complaining to any Coastie above E-5. Never do anything but bitch and moan to lifers! Did you ever go to Governor's Island? It's a public park now. Sadly the Tampa Bay bridge has been the site of several deadly disasters, it's been the 7th districts hot spot. I feel for the guys families. This was their first day out, just starting to settle in, suddenly capsized, within seconds their ship and half their crew were gone. I only saw one death, that was in Cape May, NJ. I was a ten day old turkey wondering if I had made a big career mistake when a civvy roofer slipped off a roof dragging a hot bucket of tar down on top of him. I know the Blackthorn skipper was found guilty, what happened to him? Chris
I was on active duty in the USCG when this happened. There was a similar tragedy that happened a little over a year before. In both cases, the COs and crews made some serious mistakes. I graduated from OCS a few months after the Blackthorne sank. Due to these incidents every officer assigned to a ship was required to take a comprehensive test on the navigation rules (also called rules of the road). The minimum passing score was 90%. There were severe consequences for failing the exam. If you flunked twice you were transferred off. If too many people on a ship failed then the ship was forbidden from getting under way. This happened to the ship that moored next to us. It was a huge embarrassment for them. The sinking of the Blackthorne and Cuyahoga were totally preventable. Both were tragedies.
Sepel was Ultimately Responsible for all those men's deaths as the Ship's 🚢⚓ Captain " and somehow this man was "PROMOTED TO COMMANDER " only 2 years after the Horrific Incident...Does this seem RIGHT and JUST ⚖️⁉️
One question should be: 'If you can be bothered to look ahead, and see a conatainer ship coming directly at you, should you: A) Put an apprentice at the helm and fuck off below? B) Turn off the radio, and fuck off below? C) Ignore horn warnings from nearby ships and fuck off below? D) All of the above.' This is what 'Captain' (?) Sepel did, then got promoted - GOOD JOB SON!
@@GuitarRyder11 UNSAT! UCMJ adherance FAIL. Why no Leavenworth for this failure? Then to be made "Commander"???!!! It sullies the office! Pre information age era "hide it and make it go away" stuff? They promoted him? Whaaaa?
My Dad was CBM on the Blackthorn in the '50's. The Captain let me spend a week on the boat while going from Mobile down the West coast of Florida. I was only five but remember it like it was yesterday. Dad spent thirty years in the Lighthouse Service and in the USCG after it absorbed the Lighthouse Service. He was the last living Lighthouse keeper on Ship Island and was Chief of the station in Gulfport, Ms.
One lesson I've learned from your videos is never go into a ships room without knowing how to get out to safety and where safety kit like life jackets etc are.
When In USN, we played games, some higher ranking officers didn't really approve of. The games forced us to learn the layout of our boat very well and how to find our way around with very little or no lights on the boat.
@@aj.j5833 Tell us about the games. Dark ship and capture the flag? That would be a good way to memorize the layout. Life or death because of a wrong turn...
That whole incident was mistake after mistake from the get go , what really gets me is the nonchalant attitude of the coast guard captain and crew. I have never in 62 yrs heard of a naval or coast guard vessel that didnt answer their radio.The radio operater is practically glued to the radio set .
Wait, the RTO isn't glued to their radio set? When did they change that? Miss one net call, see how much time you're on the carpet for answering some seriously pissed off senior officers! Of course, I was Army. Put me in charge of a vessel, I'd be a hazard to navigation at the dock.
Having navigated thru this exact area four to six times a month for the last 18 years i can say the currents that rip thru there must have made rescue/salvage an utter nightmare. New AB's often ask why we work on setting up for our turns and passes so far out and this is a shining example of how quicky routine turns to tragedy. Rest easy sailors
I will never understand when a radio is silent. I get uncomfortable when in a channel and I don't hear from those around me. Some chatter at least. Such a shame. Thanks, man. Fair winds to you.
@@TeddyBear-ii4yci thought that same thing. Usually at least the XO has the conn during these maneuvering details. Maybe he was aiming for an additional qual or something.
@@Oksobasically2 Bud, this is basic stuff! You don't need to be Einstein to wonder "Is that young fella up to commanding this vessel in this seaway?... maybe let the XO do it and let the youngster do the less busy channels". That Captain was so lax... didn't enforce a radio watch, didn't oversee his officers nor take responsible control of his ship. I didn't watch it all but what I saw left me with a terrible opinion of the guy and the USCG. He can't be representative of them as I'd thought they're usually like the USN? He acted like captain of a Far East steamer shirking the bridge at the earliest chance. The Capt. is responsible for his ship and everything about it.
@@TeddyBear-ii4yc: USN as it is nowadays is not as high bar as you make it sound. These are the folks who lose ships *in port* due to incompetence and then try to cover it up.
As a 26-year USCG veteran, thank you for the accurate, concise account of one of the most tragic events in Coast Guard history. I remember this and it still hurts today. Bottom line: This could have been avoided. There's nothing funny about a comedy of errors ...
the tanker should of been going slower, with anchor seated. if no com with another ship, id of reversed & stopped..call coast guard to find out why.. i repaired ships.. 1, that had bow damage from hitting a qld reef, 3 times. as no one was on deck.. no one.. auto pilot, . another sank on way back to japan, long liner, as the jap gov. wouldnt let us fix it.. proper.. it was fkt.. went down with 6 hands.. we held it for 3 months, but, the japs would not have it.. sht happens.. ausie.. also, your ship, the obo chief, ''research vessal''.. marshal islands, nuke.. was doing sea trails in the river,, ran over a wood ketch.. excellent.. sht happens.. cairns qld..woman on deck with her 2 yr old, screaming, as this big red bow hit them. we were on deck watching..
I remember when this happen. I was on a different CG Cutter operating off the east coast of Florida. Initial reports were that a CG Cutter had been sunk, our families back in our home port called the local CG Group and were told nothing, not even that it was not us. They may have no even known at that time. It was a sad day in the CG, we are a small service. As we all know, you don't have to be at war for bad things to happen.
This same year, in 1980, when I was 16 years old, I was sailing in San Francisco Bay on a 17 foot Flying Dutchman when it capsized in the middle of the shipping channel. My father and I were rescued by a Coast Guard cutter. Thank you for your service ❤
Thank you for serving. I think the Coast Guard is very brave and professional, and most likely risk their lives far more than most of the other branches.
@@b.p.879 Go read the words of the official Navy Hymn? Anyone at sea on a warship is, and all USCG vessels are warships, is"in peril" when they go to sea. As a former US Naval officer all I have in total respect for all members of the naval forces of America.
Wadd, I was on the Cutter Duane in Portland, Maine when we heard about it. As I remember one of our crew knew someone on the Blackthorn. It was a sad day when we got the news.
Waterline Stories is legitimately my favorite channel for maritime disasters. My fascination with cave diving, strictly from an observer's standpoint, led me to your video on Jacob's Well in TX, then I watched your take (easily the best I've seen) on the Byford Dolphin tragedy and have always looked forward to the next upload. I appreciate the concisely depicted, non-sensationalized information and the respectful manner in which these stories are delivered. The editing of the videos with appropriate images and diagrams makes everything easy to take in. I probably speak for most of your viewers when I send my thanks for all of the effort that goes into producing these videos and urge you to keep up the good work. Very happy to watch your growth and continued success. All the best, from sunny South Carolina ✌🤠
Yes I agree with all of your post. Brick Immortar is also a very good channel that is approximately 50% water based, also well researched & presented. I recommend Oilfield History as well. They are a newer channel that covers, obviously, the oil industry. At present they have 4 separate episodes & all of them are on maritime cases at this stage. Very professional & well produced also. Paul & Waterline Stories have the most comprehensive maritime stories, as you previously stated. The other two channels fill their own niches & are worth a look. If anything, Paul has a couple of sometime maritime companions rather than maritime story "threats" to his excellent channel. 👍😊
Damn. I was so hoping Flores survived. He seems to have had more sense and courage than some of his superiors. Poor coms alone can kill you. Poor training alone can kill you. Combine the two and you have a serious problem. And horn protocols should be universal. No agency should be making up their own rules when they're often in close proximity to other ships which aren't a member of the same agency that don't follow the same rules. That's one of the dumbest things I've ever heard of. This was a fascinating episode. Thanks. 👍
When horns sound... to end confusion the sounding ship should have some bright, single direction LED (or laser) comm lamp going at the 'target vessel', pulsing out data directly AT the target ship. LIGHT should be used so that if you hear a horn sound but do not then SEE a light signal from the source, you are not the target of the horn sounding. You know, that redundancy thing. Then the ships can establish a radio link, which for whatever reason was missing here.
If my memory serves me correctly this was the First Class (E-6) berthing area with the adjoining head (WC or restroom). I was on this type ship long ago.
In comparison to aircraft or train accidents, ship disasters feel like they happen in slow motion and should be easily preventable, but I always have to remind myself that ships can't be stopped on a dime and the slower they are the harder they are to steer.
There's also current to contend with. Sometimes even if they're able to come to a full stop, current can still push a vessel or push it around. Things like trains and cars are different because even though a car is much smaller than a ship, even wind can contribute to a ship wrecking or heeling.
It happens much quicker than it seems and you quickly become at the mercy of the currents which in this area reach near five knots which is a variable not seen in trucking or trains
That's why most sailors LOOK OUT FOR OTHER VESSELS. If these clowns decided to go rogue, not look out, or at their instruments and ignore the radio and horn blasts, looks what happens. Can't fix stupid.
Sepel was reprimanded by the Coast Guard and the National Transportation Safety Board for neglecting his duty during the accident. Despite the disciplinary actions, Sepel continued to serve in the Coast Guard and was PROMOTED to the rank of commander in 1982 (just 2 years later??). He remained in the service for eight more years before leaving the Coast Guard.
That's disgusting and inappropriate punishment under a court martial and the UCMJ. He was an incompetent navigator and should have been stripped of rank and given a Dishonorable Discharge. Coast Guard leadership was weak on this, a most basic command responsibility. -- from a former Army commander and pilot (i.e., with highly trained navigation requirements).
Damn what a story! So sad too. That guy who thought about tying the door open despite it being his first day at sea would have made an exemplary Captain one day.
The Captain should of never left the Wheelhouse / Bridge & given the watch to another relatively unknown until they were well clear of port & all the narrow navigation channels.
@@offshoretomorrow3346 you're surprised that the whole world masters english beyond most uneducated muricans ? Is it your first time on the internet ? Wait till you hear them say "nuclear". Everyone i know can use three to four languages fluently, and barely one in five of them can speak two, and that's counting english as one, with the results you saw above. multiples decades of proud idiocracy gets you pristine results =)
I served on a sister ship of the Blackthorn but when I served she had not yet been converted to a twin screw boat. On my boat we had two 8 cylinder inline diesels turning massive generators and our single screw was powered by a 2 megawatt DC electric motor. Our cruising grounds were within the Chesapeake bay and the Virginia shoreline. Our captain was an experienced CO and had been aboard for about 2 years. Our XO had been a CPO boatswain's mate who went OCS and was a Lt. He had 18 years experience in the Navy then CG. I was the ET3 aboard and always stood watch on the bridge when underway, typically serving as Radarman, Radioman and quartermaster when I wasn't fixing the ancient electronics gear we had aboard. Every time we were underway we always had 2 officers on the bridge, one in command and one served as XO. We always had a real QM that knew how to perform navigation and we usually had a deck hand on the bridge to stand helm watch when the QM was needed for nav duties. We always had channel 13 on in the bridge and monitored 2182KHz on the SW. When we navigated at night we always had 2 on the foc'sale, 2 on the fantail, and one on each bridge wing on sound powered phones as lookouts. If we were in fog-nav we doubled those assignments. If I wasn't pulled away to other duties on the bridge I usually manned the RADAR PPI for targets. The CO always wanted to know about targets crossing our bow, approaching from the rear on closing speed or maintaining the same bearing off to our sides, indicating a collision course. In my 2 years aboard we had one close call with a freighter crossing our bow from right to left during a pea soup fog. We hailed them continuously from about 10 miles out with no answer. We were maintaining course and speed, just above steerage speed. When they got within 5 miles the captain started sounding our fog horn with again no reply. We were inside the Chesapeake at the time, the freighter was doing about 14 or 15 knots in a pea soup fog. When we were about 150 meters apart the fog finally parted just in time for us to see this monster looming off our starboard bow. The captain ordered full reverse and sounded the fog horn. I ran to the starboard bridge wing with a pair of binoculars and scanned their bridge. I saw no one manning the bridge and shouted back to the captain. Luckily they did turn but passed us at right angles to our bearing. As they passed the captain took down their ID and called ahead to 5th district CG HQ to report the incident. Our guys on the foc'sale heard the ship before they saw it, but in fog its difficult to determine direction. Luckily I was able to follow that ship almost all the way to us via RADAR until he got inside our blind spot. It seemed from the track I followed that he would pass ahead of us, but I had no way to tell how close he'd come. The captain of the other ship not only lost his license but did some jail time too. We all breathed a huge sigh of relief after the passing until we got hit with his wake which was significant due to his length and speed. At least we made it. My heart goes out to my fellow CG brothers from the Blackthorn, may they RIP.
As always, excellent video. I greatly appreciate the quality and honesty of this channel. And, ESPECIALLY the lack of dramatizing the events. Giving straight up information and perspective. Thank you.
fantastic narration in a clear and concise manner..you are my go to channel for such events..what i would like to see is the investigation report for the major players in this horrific event..the first cruise for many just astarting out stands out to me..heartbreaking..
I've learned so much about boats/ships/diving from this channel and I can't wait to watch when a new vid shows up in my feed. Thank you for the time and effort you put into these, they are exceptional!
@@waterlinestories May I ask you what software you use for your animated graphics for the ships and the map with the ships on it (if different programs)? Thanks!
All merchant ships have either pilots or Masters with a pilot's license on the bridge at all times when transiting inland waters. Why would the commander of a USCG ship give command to an Ensign that does not know the area in a narrow navigatable channel having lots of traffic....at night? On top of nobody being on the radio. Every ship has several hand held radios. There is a radio on the bridge console. It is USCG regulations for merchant ships to test this equipment before leaving the dock or entering a port. The USCG ship had lots of crew members, why wasn't just one taking bearings and charting the course on a chart, at least for practice in order to break in the crew. Another officer should have been observing the radar screen at all times. Some one (radio officer maybe?) should have been on the radio at all times. Too many people on the bridge and no one competent in charge. No direction by the commander. The commander cannot be willy nilly shifting command to anyone while maneuvering, as it breaks up any focus. I retired from the merchant marine as a chief engineer after spending 30 years in the industry. Stuff happens when focus is lost from those in charge. That USCG commander did not run a tight maneuvering watch, which is ALWAYS the most rigorous action of operating a ship. So many lives dependent upon the commander.
The radios could have been turned off, the volume could have been turned all the way down, the radios had not been set to the correct primary and secondary monitoring channels, the channel of the radio had been switched to a different channel.
@@erikjehle217 I only watched it once so far, but istr him saying that they just finished communicating on a channel 77 switch-to comms alteration. Perhaps he did not return the radio to ch13. But there should have been many live receivers on the ship to hear ch13 traffic.
@@crankychris2 Lieutenant Commander Sepel was the captain of the Blackthorn when it collided with the Capricorn in Tampa Bay, Florida. The incident resulted in the deaths of 23 crew members and injured many others. The investigation into the accident found that Sepel was responsible for the collision, as he had left an inexperienced junior officer in charge of the ship during a transit of an unfamiliar and heavily traveled waterway. Following the incident, Sepel remained in the Coast Guard for eight more years, serving as a commander. However, he was not promoted to captain due to the Blackthorn incident.
I served on three buoy tenders in a row. In the Blackthorn's memory everyone heard the story and we trained and everybody had to know which way was out
Basically the tanker's anchor got "hooked" on the Coast Guard Cutter on the portside (mid-section near the shower) during the collision. The weight of 7 ton anchor and its chain pull caused the Cutter to list and letting in water. Hence it capsized in a matter of minutes. The speed which the tanker was going didn't help.
Dude, I didn't think this needed saying but perhaps it does when you read what some folks send in a moment of inner superiority or need for attention. You do a fantastic job. I'm normally a plane nerd (or just a plain nerd?!) and I otherwise watch videos / channels on true crime or disasters of varying kinds. Your specialty topics are probably the ones I found most interesting on other channels and knew the least about. Only hearing the story through your mind's eye / paraphrasing, do I feel like I learned something nautical and not just historical. Keep it up shipmate!
How did so many stupid people in leadership positions ever come together in one place? The lack of communications and assuming is astonishing. It's such as shame that stupid people can be in charge of your life.
@@lukearts2954obviously you suffer from TDS and should seek psychological treatment for it. Stop getting your information from mainstream media outlets, that’s a good start.
My first visit to this channel, and my first detailed description of an accident of this nature. My dad was Coast Guard but we never talked about his time in service besides a life threatening accident on a coastal road under blackout orders. All I can say is wow. I had no idea of the complexity of the workings of ships in and around land/channels/lanes/etc. Great narrative, RIP sailors, condolences to the families.
Just a note: the waterway mentioned in this video is not the "intercoastal waterway" (sic), it's the Intracoastal Waterway. Intercoastal would mean between coasts, whereas intracoastal means along the coast or within the coast.
I was in high school in St. Petersburg, where this happened. My brother and I frequently fished this area. The weather and currents in that area can be extreme. When this happened. My family was in shock. The Coast Guard is very loved and respected. It was horrific loss. Everyone was glued to the TV, hoping for survivors. Even though this is a wide water way, the channel is narrow with shallow banks
And the reason we know it was Flores that placed the belt, we have our name on all our gear. The airdales over at Air Sta Clearwater formed a ceremony remembrance each year on 1/28 and monument to remember our Coastie Brothers. Semper Paratus. Retired USCG
Using a video of one crash to illustrate another crash, all while the couple who recorded the crash video at the Comoros Islands were from South Africa, the same country that you are from, but you use the footage anyway, then learning that the footage rights were sold and then involved in a lengthy court battle that actually lead to the couple's divorce... I would have rather used animation to not face that legal battle. Lets hope no one else notices.
Nice coverage of this tragedy. The detailed graphics are very helpful for visualizing the situation and relative ship positions. One important thing to note is the misuse of the famous video of Ethiopian Airlines flight 961 plane crash following fuel starvation due to a hijacking in Africa. It has nothing to do with the National Airlines crash you discussed. This accident seemed to go on forever, with so many miscues and mistakes on both ships. However what really stands out is the lack of professionalism amongst the bridge officers on the Blackthorn, especially Sepple. The actions of many of the rest of the crew were critical in saving many lives, sometimes losing their own. Your cadence and tone are wonderful.
Thank you for this excellent video. I remember hearing about this as my parents had a house down on Anna Maria Island and I lived in Tampa for a short time.
I think the Coast Guard was a little underfunded in the early (and maybe later) 80s. My nephew spent, not sure how many years, on a boat in Boston harbor b/c there was a problem with the engine. I think they needed a new one and there were no funds. They painted, cleaned, and tested a safety suit for cold water. In 82 he came to my wedding and was still in the harbor. Not sure when he got out of there but he was in Louisiana later on.
The clip of the airplane crashing is actually a wild story about a hijacking attempt and a captain made of pure Ethiopian steel. You should look it up! Capt Abate was a badass!! EDIT; sorry, forgot to add it was Ethiopian Airlines 961 that crashed just besides one of the Comoros islands, filmed by a sunbather at the beach. EDIT AGAIN, sorry, I misspelled the flight number, but now it is correct!
No dude. You got it wrong. Flight 961 and it happened 16 years after this incident. Ethiopian Airlines Flight 961 was a scheduled international flight serving the route Addis Ababa-Nairobi-Brazzaville-Lagos-Abidjan. On 23 November 1996, the aircraft serving the flight, a Boeing 767-200ER, was hijacked[1] en route from Addis Ababa to Nairobi[2] by three Ethiopians seeking asylum in Australia.[3] The plane crash-landed in the Indian Ocean near Grande Comore, Comoros Islands.
The only planes with capability to land on an Carrier which are not designed for such a landing is VTOL planes like Harrier or some STOL planes namely Swedish ones and even then its a slim margin. of the STOL planes it is only JA37 Viggen and maybe JAS39 Gripen which have a chance. No Civil jetliner has a chance to land even if you put ten carriers together the runway would not be either stable enough thus breaking the fuselage in pieces or strong enough to handle it.
@@user-yi3yx2fn7g Yup... the practice of using b roll footage and royalty-free graphics in videos is rampant. That crash was, indeed, a hijacked plane which had run out of fuel.
Ive watched every video you have posted, so it has absolutely made my day to see youve uploaded a new one. Ive learned so much from your videos and im absolutely facinated by these stories. Please continue making amazing content
Ok, but why didn't the Blackthorn answer radios or listen for the signal horns? You don't answer that? It's bugging me tremendously - like what where they doing, bobbing along a highly trafficked route with no talking to anyone?
The accident investigation report put blame on both ships and crews, but I put a butt load more on the Blackthorn for not responding to radio or horn signals.
Waterline Stories is most likely only reporting the facts available. My guess is portions of the video from the Coast Guard perspective are based on the testimonies given in the hearing that followed the incident. Most likely no good reason was given. Personally, I feel like there may have been an issue with the radio as they just came out of maintenance.
There are a couple good docs that go more into detail about what happened on the Blackthorn. The consensus seems to be that the crew was totally unprepared/trained for everything including navigation rules, safety equipment, and general operations. I'm not sure what the fallout was to the coast guard, but I'd like to think that they got much better at deploying their crews.
Such a stark reminder that mariners, both civilians and military, are always at risk on the water. 1980 is quite ancient history, I suspect, but I hope the lessons learned are still taught. [YES! Our Coast Guard is a branch of military service protecting us all!!!] "Always Prepared." R.I.P. Coasties.
What was the reasoning for radio silence by the Blackthorn? Did the Blackthorn Captain survive? Was he found at fault? I served in the Navy (70-74) as a radioman (which is my only credential for the following observation) and it seems to me the Captain and his officers on the bridge were negligent in their duties. It is the officers duty to know DARN well what ship(s) they are approaching and to fully understand their intentions. Also, to make sure the other ships DARN well know their (Blackthorn) intentions. It galls me that either thru complacency or total lack of comprehension they drove the Blackthorn directly into the other ship resulting in the loss of so many young men's lives.
Thank you for sharing this story. Your use of proper military nomenclature and terms really struck a chord with me. Tragic loss of brothers in arms this was.
Love this channel! Presentation of the facts without overly judgemental criticism of individuals is appreciated! One curiosity, however, is the many blurred photos. I'm not referring to injuries or death. Rather, of prior photos of the crew, often at their work stations. Seems that being able to put faces to the names of those who gave their lives would be more respectful. Just one man's opinion... for what it's worth. Please keep up the great work!
In the early 80s they were still using paper charts, very new gps with a digital lat/long readout instead of a chart display, and SPS64 radar that does not have chart overlay. Navigation situational awareness have sure changed since then.
Lots of crewmembers, one deck officer could have taken bearings and charted the course. It takes a competent captain to set that course. That was how merchant ships would navigate controlled and high traffic waters during the 80s and earlier.
Thanks for an interesting, but sad video. So sorry for the men who died. Your narration and attention to detail are excellent. You have a new subscriber.
After having binged most of your stuff I think a sub is due lol I enjoy these high quality videos and reports. I've always loved being on ferries but never concerned myself too much with the safety practices around it, I trust in the crew of course, but will start looking out more for myself and others escape routes on said voyages :D
Seems like the accident was avoidable 😮! What a great shame! 😮 Great work, as usual! ❤🎉
9 дней назад
I lived in St Petersburg Florida when this occurred and initially there were all kinds of rumors that crewman were seen on the shore and they were left to pass but it was a very strange rescue scene at the beginning
I'm going to comment before watching, I know this story very well. and the captain of the Coast Guard shit was totally the problem in this accident without question so many simple mistakes. Now let's see if that is how this video explains it. Or if he takes it easy on the captain. Okay, I've seen the video, he was kind of light on the captain but not totally. In truth, the Coast Guard ship did not follow any of the rules of the sea, especially the channel guard. This should have never happened a captain should have never let this happen. The Capricorn made a mistake there mistake was not calling and calling and calling until you make contact but they did the best they could with a ship that would not respond.
I watched the video, Very sad story I wasn't familiar with. Joined my first ship at 17 out of High School in 1980. About the same age as most of the young crew. Not impressed with the CG Capt. Not all on him. Lookout was certainly poor particularly for location. Radio poor. Capricorn. Made to huge fatal errors of judgment. 1 Made an assumption about what the other vessel might do based on ? 2 Kept going, Did not reduce speed when no response to radio should have left doubt. 3 Worse Capricorn Altered CO to Port. Without Pass Arrangement by Radio or Sound The CG ship had issues but the Pilot and Master on the Capricorn. Were at least as bad if not worse. No they did not do anything close to the best they could.
Since a ship has no brakes the skill for keeping it from running into shit, like other ships, would be the #1 item on the competence checklist before becoming a ship's Captain.
The information presented is very eye opening and enlightening. I entered CG boot camp in Sep ‘79 and reported to my first duty station on the Chesapeake Bay in December. I very much remember the news reports when this happened and a crew meeting to give respect to the crew members who were lost. After a year there and then machinery technician school I would end up serving on the Blackthorn’s sister ship WLB-390 CGC Blackhaw for three years. I am very familiar with the layout of the Blackthorn and was instructed on nearest points of exit from anywhere on the ship. To new crew unfamiliar with it and plunged into darkness and turned over it’s easily understood how they would get trapped. I’m surprised that they weren’t at a higher level of readiness while at night and operating within a reasonably confined channel.
I grew up in this area. I remember this very well. When the tides change, the current in that channel is insane! I believe there was some egos in play when this happened.
70 year old Landlubber checking in. This video showed up in suggestions as I was looking at Blue Cheer live videos... What a freakin' HORROR story! My father was a half man/half fish but my sister inherited that trait not me! My father served on the USS Sailfish submarine in WW2, Pacific Theater. The Sailfish was actually the recommissioned USS Squalus which sank off of New Hampshire during test dives! May all these men rest in peace. SUBSCRIBED
I've never heard the whole story of what happened to her. I knew there was a collision but not what happened. I have made many dives on her and the 2 other vessels that are resting beside her. My last dive there was 20 years ago, and she was broken up pretty badly then. Maybe one day I will be able to visit her again, and pay my respects.
Just a rando algo set of eyeballs nice change of pace usually i get plane mishaps so nice to get an inside on comms and operations besides the tragic surrounding events. The backgound stage setting is very well done (script prep is really good learned a lot just by how u put this together)❤
Please support your favorite content creators! We work hard, and most of us do so out of passion for what we do! Thank you, WLS, for your hard work! You rock brother!💥💨🤟✌️😎
Thank you for this highly informative video. Your presentation style is professional, respectful, and fully appropriate to the subject at hand. Subscribed. As I watched and listened, memories came back of the contemporary news coverage of the event. It was quite horrifying. What a tragedy! What a shame!
@@johnnunn8688 Ah, I see, thanks for the explanation :) English is my second language, so I don't always get what certain words mean. Thanks for clarifying!
I am puzzled why there are so many photographs of the Forth Road Bridge, on the east coast of Scotland!! This is an aspect familiar to many operations officers on the Royal Navy.
This was much better done than equivalent channels usually do. No irritating voice or AI and very well covered both in footage and in story. Keep doing your channel. :)
Very well put together and the moment to moment description made me feel like I was there when it happened. A very excellent narration and overall production. Awesome job WS. This is the second video of a ship disaster of yours I have watched, and you have won me over and I am now a subscriber.
I have a suggestion for future videos to maybe quiet some of the people that keep complaining about your use of photos or footage from other ships or events (i.e. the Titanic wreckage, Ethiopian Airlines 961 ditching) when you’re simply trying to fill in a visual space to help aid the story telling process. I would recommend adding a footnote to all photos/footage that aren’t from the topic of the documentary saying something like “not actual photo or footage” or “for illustrative purposes only.” I don’t know if you’ve ever watched any of Mr. Ballen’s videos before, but he uses this format and then doesn’t put any footnotes on screen when showing real photos or video from the incident which I greatly appreciate because it helps me know what’s real and what isn’t. I think if you did this, it would let the audience know immediately that you aren’t trying to pass another famous event off as being part of the event you’re discussing.
Thanks. I appreciate that. I have actually done this on several videos. There were still complaints. In the end I just left it because I think some people complain no matter what I do.
That's why communication is so important and almost always the main problem as was here, and the smaller ship never stood a chance with that massive anchor ripped into it the way it did 👀👎, may all lost souls in this completely avoidable situation RIP and I hope this brought lessons to the shipping industry as a whole
Such a great job of telling us this story and as an X-Sailor on a Coast Guard High Endurance Cutter in Vietnam I can't imagine what the hell caused such an awful accident. My Heart was in my throat watching this, but I appreciate your way of presenting it in this video. Thanks so much for your work on this and I quickly subscribed and liked~!!!!!
