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At 7:25 am 17 January 1950 Missouri set sail for the Atlantic Ocean with harbor pilot R. B. McCoy at the helm.[6] Because of the better view afforded on the forward mast structure, the battleship was sailed through the Chesapeake Bay from the eighth level of the battleship's forward mast structure. At the time she had a full complement of ammunition and water, and her fuel tanks were 95% full, which brought Missouri's total displacement to 57,000 tons; she drew 35 feet (11 m) at her bow and 36 feet 9 inches (11.20 m) at her stern.[9] At 7:49 am, near the Elizabeth River Channel Buoy 3, the pilot turned control of the battleship over to Captain Brown and departed for shore.[9] The weather was clear and Missouri was now free to run through the acoustic channel. Missouri sailed toward two red markers that Commander George Peckham believed marked the shoal water in the channel.[6]
With the departure of R. B. McCoy, Captain Brown assumed full command of Missouri. He ordered the battleship engines brought to two-thirds speed and order a course set for 053 on the recommendation of navigator, Lieutenant Commander Morris.[9]
Initially, high-ranking US Navy officials elected to contract a private salvage firm to free the battleship, but Admiral Smith, at the time Commander, Cruisers, Atlantic, and the man who was responsible for issuing Missouri's orders disagreed with this plan. He reasoned that if the Navy got her on to the shoal, then they should be responsible for getting her off the shoal. Ultimately, he won his case for a US Navy salvage effort, but he was explicitly informed by officials at The Pentagon that his career would ride on his ability to successfully get Missouri back into deep water.[19] To better organize the salvage effort, Smith and a number of men on his staff moved aboard Missouri to supervise her return to deep water.[20] Smith's supervision also extended to answering the nearly 10,000 letters sent to the Navy from concerned citizens offering advice on how to get the battleship back into deep water.[21]
Commanding this salvage effort was Rear Admiral Homer N. Wallin.[19] Wallin was the Navy Yard Commandant at Norfolk, and as a captain he had been instrumental in repairing damage at Pearl Harbor after the 7 December 1941 air raid by the Imperial Japanese Navy that had brought the United States into World War II. In total the salvage team that Wallin commanded successfully resurrected 19 of the 21 ships initially declared total losses and helped to refit those ships to serve in the Second World War. Wallin initiated a five-point plan aimed at getting Missouri off the mud and back into the water:[6]
With engines in reverse, slowly and carefully try to back off. If possible, have some one go over the side and push the boat side-ways in both directions. This may free the boat more quickly than trying to back-up.
Nine days ago, a Liberian-flagged container ship called the Rena ran aground on Astrolabe Reef, 14 miles offshore from Tauranga Harbor on New Zealand's North Island. In addition to the 2,100 containers aboard, the Rena was carrying 1,700 tons of fuel oil and another 200 tons of diesel fuel. A cracked hull and rough seas have dislodged more than 80 containers and spilled some 300 tons of oil already, fouling Tauranga beaches and reportedly killing some 1,000 birds so far. Salvage teams are racing to offload as much remaining oil as possible while cleanup crews are hard at work, coping with New Zealand's worst environmental disaster in decades.
Dredging work is underway, and the next steps must be done carefully, said Salvatore Mercogliano, a professor of maritime history at Campbell University. He also hosts a YouTube show focused on the shipping industry.
At 1440 hours on February 24, 2020, the Stellar Banner got under way from the Ponta da Madiera terminal with a full load of iron ore. She was drawing about 22.2 meters, including heeling and squat effects at five knots.
Stellar Banner took on a heavy list as flooding continued, and over the days and weeks that followed, the water penetrated into all of her cargo holds. She was de-fueled and her cargo was lightered off, and at the end of May, after a complex and costly effort, she was successfully refloated. Class conducted a survey and found that the damage to the hull was extensive, with severe deformation and cracking. Stellar Banner was declared a constructive total loss, and the ship was towed to deep water and scuttled.
Also, speed restriction of the ship to only 26 or 28 knots are alsoanti-Battleship biased. I was on Missouris high speed trial runin 1986 and that old gal kicked up a rooster tail you wouldn't believeat 32 knots for 4 hours without a waiver. Then we did a full \"CrashBack\" by changing the props from full forward to full reverse in just seconds.The momentum of 50,000 plus tons still carried the ship forward for overa mile. But the reversal of props never even sent the slightest vibrationthrough her. I was about midships down on Broadway at the time.Then we ran full throttle in reverse for another 2 hours. Then wewent full forward again at 32 knots and did dozens of high speed turnswith the rudders hard over.
If any such damage actually occurred and restricted the shipsspeed, then when I was on her high speed run and she was clipping alongat 32 knots, I wonder what her full speed should have been then. I hardlycall 32 knots at 200 shaft rpm restricted, especially since we could havekicked in another 10 or 15 rpm.
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