Youtube hearted comments of Laird Cummings (@lairdcummings9092).
-
2400
-
1700
-
1600
-
962
-
795
-
563
-
460
-
450
-
321
-
180
-
111
-
110
-
103
-
85
-
66
-
61
-
53
-
49
-
47
-
43
-
41
-
28
-
28
-
27
-
24
-
23
-
22
-
A couple things:
The marks on the portside bow appear to be actual cuts, not just pre-cut marking, similar to cuts on the starboard bow, of which you have much closer images.
It's clear that they're getting bow section ready to drop very quickly as soon as they're ready to start the bow section swap; when the time comes it will be very, very fast to complete the cuts. As you noted, time in drydock equals big money.
Also, the cuts are very wide to prevent binding or interference once the section starts to drop. The section will twist to some degree as it is cut away, so the large relief of the cuts prevent problems in pulling it away.
Second thing: the plastic deformation of the hull plates of the bow can, with a bit of metallurgy and math, give you a very close approximation of the energies involved (and actual speed) at the moment of collision. I'm flabbergasted.
Excellent work, and keep it up!
15
-
14
-
14
-
12
-
9
-
9
-
8
-
7
-
7
-
7
-
6
-
6
-
5
-
5
-
5
-
5
-
4
-
4
-
4
-
I've done enough UnReps to have real respect for Bernoulli. Bernoulli WILL screw you if do not respect him. Add in the huge sail area of a large, fully-laden container ship, and you have a very challenging maneuvering problem. Wind on the stern quarter, especially, is problematic in this scenario, as the stern is the biggest point of leverage, center of leeway resistance-wise.
A couple ounces of force per square foot doesn't sound like much, but multiply that across the tens (hundreds!) of thousands of square feet, and you've got a powerful enemy.
Add in the suction from Bernoulli, and well, yer right proper fooked, ain'cha?
3
-
3
-
3
-
3
-
3
-
2
-
2
-
2
-
2
-
2
-
2
-
2
-
2
-
2
-
2
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1
-
1