Questões Militares de Inglês - Interpretação de texto | Reading comprehension

The Pilot's Advice

- Daytime. South America. Overcast. Good Visibility.

      On approaching the buoyed deep water channel which led to the breakwater at the entrance to the port, I was in radio contact with the pilot launch, who reported that he was taking a pilot to a vessel anchored further out before bringing us our pilot. On receipt of this information I slowed to a speed to give bare steerage way. Eventually, however, we arrived at the buoyed channel before the pilot launch had returned to us, therefore, I altered course to proceed up the buoyed channel with still minimum power to counteract the cross-tide effect. Once the pilot boarded he ordered "Full Ahead" and moved into the centre of the channel. By this time the other vessel entering the port was close astern of us and rapidly overtaking our vessel. There then developed an intense discussion in the local language between my pilot and the pilot of the overtaking vessel as to who should pass through the breakwater first. Following this discussion my pilot advised me that as we were proceeding further up the harbor we should enter first and so we should maintain full speed. By this time the other vessel's bow was level with our stern and still overhauling us rapidly.

      The situation was allowed by both pilots to develop until the bows were level. I was conning my vessel from the bridge front auxiliary tiller and could feel the intense interaction between the two vessels, I insisted to my pilot that we should reduce speed and allow the other vessel to proceed ahead of us. At this time the pilot of the other vessel stated clearly that my vessel should enter the breakwater first and that he had put his vessel on slow speed, we were then no more than 3 cables from the breakwater. The other vessel dropped rapidly astern and a dangerous situation was averted.

      I think this was a case of the "Senior" pilot on the other vessel bullying the pilot on our vessel and so causing a hazardous and highly unnecessary situation.

                                                  (from the site: www.nautinst.org - MARS Report 93009)

The Pilot's Advice

- Daytime. South America. Overcast. Good Visibility.

      On approaching the buoyed deep water channel which led to the breakwater at the entrance to the port, I was in radio contact with the pilot launch, who reported that he was taking a pilot to a vessel anchored further out before bringing us our pilot. On receipt of this information I slowed to a speed to give bare steerage way. Eventually, however, we arrived at the buoyed channel before the pilot launch had returned to us, therefore, I altered course to proceed up the buoyed channel with still minimum power to counteract the cross-tide effect. Once the pilot boarded he ordered "Full Ahead" and moved into the centre of the channel. By this time the other vessel entering the port was close astern of us and rapidly overtaking our vessel. There then developed an intense discussion in the local language between my pilot and the pilot of the overtaking vessel as to who should pass through the breakwater first. Following this discussion my pilot advised me that as we were proceeding further up the harbor we should enter first and so we should maintain full speed. By this time the other vessel's bow was level with our stern and still overhauling us rapidly.

      The situation was allowed by both pilots to develop until the bows were level. I was conning my vessel from the bridge front auxiliary tiller and could feel the intense interaction between the two vessels, I insisted to my pilot that we should reduce speed and allow the other vessel to proceed ahead of us. At this time the pilot of the other vessel stated clearly that my vessel should enter the breakwater first and that he had put his vessel on slow speed, we were then no more than 3 cables from the breakwater. The other vessel dropped rapidly astern and a dangerous situation was averted.

      I think this was a case of the "Senior" pilot on the other vessel bullying the pilot on our vessel and so causing a hazardous and highly unnecessary situation.

                                                  (from the site: www.nautinst.org - MARS Report 93009)

Close Approach With Oil Rig

A drilling rig was engaged in operations in a designated offshore oilfield. Its location had remained unchanged for more than four months and a two-mile radius safety zone had been established. This information was adequately promulgated to mariners. Despite these measures, on a clear day, the rig's crew was alerted to a cargo vessel that was approaching with a closest point of approach (CPA) of 0.3 nautical miles. It was observed that the ship's AIS was not operational, and general calls on the VHF went unanswered.

The rig's standby vessel was then sent off to intercept the cargo vessel and after closing with her, called her by name and also sounded the danger signal of several rapid short blasts at close range. The cargo ship made no attempt to respond and continued on her dangerous course, passing about two cables off the rig despite there being unrestricted sea room to seaward of the rig.

                                      (from the site: www.nautinst.org - MARS Report 200736) 

Close Approach With Oil Rig

A drilling rig was engaged in operations in a designated offshore oilfield. Its location had remained unchanged for more than four months and a two-mile radius safety zone had been established. This information was adequately promulgated to mariners. Despite these measures, on a clear day, the rig's crew was alerted to a cargo vessel that was approaching with a closest point of approach (CPA) of 0.3 nautical miles. It was observed that the ship's AIS was not operational, and general calls on the VHF went unanswered.

The rig's standby vessel was then sent off to intercept the cargo vessel and after closing with her, called her by name and also sounded the danger signal of several rapid short blasts at close range. The cargo ship made no attempt to respond and continued on her dangerous course, passing about two cables off the rig despite there being unrestricted sea room to seaward of the rig.

                                      (from the site: www.nautinst.org - MARS Report 200736) 

Close Approach With Oil Rig

A drilling rig was engaged in operations in a designated offshore oilfield. Its location had remained unchanged for more than four months and a two-mile radius safety zone had been established. This information was adequately promulgated to mariners. Despite these measures, on a clear day, the rig's crew was alerted to a cargo vessel that was approaching with a closest point of approach (CPA) of 0.3 nautical miles. It was observed that the ship's AIS was not operational, and general calls on the VHF went unanswered.

The rig's standby vessel was then sent off to intercept the cargo vessel and after closing with her, called her by name and also sounded the danger signal of several rapid short blasts at close range. The cargo ship made no attempt to respond and continued on her dangerous course, passing about two cables off the rig despite there being unrestricted sea room to seaward of the rig.

                                      (from the site: www.nautinst.org - MARS Report 200736) 

EXTRACT 1

Japan’s shipyards remain intact after quake

Japan’s major shipyards escaped the full impact of the March 11 earthquake and tsunami that struck the northeastern coast of the country with full force. An official at the Japan Ship Exporters’ Association said the devastating natural disaster “will have no impact on future export ship orders at all”. Although several small shipyards in the quake-hit areas were affected, major Japanese shipyards that build large vessels for exports are concentrated in western Japan and remain intact, the official said. Mitsui Engineering & Shipbuilding sustained “slight material damages” in the company’s Kasai Center and Chiba Works but did not consider such slight damages would cause serious impact on operations. “The rotational schedule of interruption of power supply due to the earthquake may affect our operation at our works and subsidiaries. However, the degree of the impact is not known now,” the company said in a statement. Japanese export ship orders rose for the 15th consecutive month in February o a year-on-year basis. Japanese shipbuilders received orders for 277 export vessels – 259 bulk carriers, 10 oil tankers and eight general cargo vessels – in the April-February period.

                        (Adapted from: www.australianmerchantnavy.com, March 2011)

EXTRACT 2

Tsnunami Debris Expected on U.S. Shores in 3 Years

The powerful tsunami triggered by the 9.0 Japanese earthquake destroyed coastal towns near Sendai, washing such things as houses and cars into the ocean. Projections of where this debris might head have been made at the international Pacific Research Center, university of Hawaii at Manoa. What their model predicts about the tsunami debris is that they first spread out eastward from the Japan Coast in the North Pacific Subtropical Gyre. In a year, the Papahanaumokuakea Marine National Monument will see pieces washing up on its shores; in two years, the remaining Hawaiian islands will see some effects; in three years, the plume will reach the US West Coast, dumping debris on Californian beaches and the beaches of British Columbia, Alaska, and Baja California. The debris will then drift into the famous floating junk yard, the North Pacific Garbage Patch, where it will wander around and break into smaller and smaller pieces. In five years, Hawaii shores can expect to see another barrage of debris that is stronger and longer-lasting than the first one. Much of the debris leaving the North Pacific Garbage Patch ends up on Hawaii’s reefs and beaches. These model projections will help to guide clean-up and tracking operations.

                                                 (Adapted from: www.geog.ucsb.edu, April 2011)

EXTRACT 1

Japan’s shipyards remain intact after quake

Japan’s major shipyards escaped the full impact of the March 11 earthquake and tsunami that struck the northeastern coast of the country with full force. An official at the Japan Ship Exporters’ Association said the devastating natural disaster “will have no impact on future export ship orders at all”. Although several small shipyards in the quake-hit areas were affected, major Japanese shipyards that build large vessels for exports are concentrated in western Japan and remain intact, the official said. Mitsui Engineering & Shipbuilding sustained “slight material damages” in the company’s Kasai Center and Chiba Works but did not consider such slight damages would cause serious impact on operations. “The rotational schedule of interruption of power supply due to the earthquake may affect our operation at our works and subsidiaries. However, the degree of the impact is not known now,” the company said in a statement. Japanese export ship orders rose for the 15th consecutive month in February o a year-on-year basis. Japanese shipbuilders received orders for 277 export vessels – 259 bulk carriers, 10 oil tankers and eight general cargo vessels – in the April-February period.

                        (Adapted from: www.australianmerchantnavy.com, March 2011)

EXTRACT 2

Tsnunami Debris Expected on U.S. Shores in 3 Years

The powerful tsunami triggered by the 9.0 Japanese earthquake destroyed coastal towns near Sendai, washing such things as houses and cars into the ocean. Projections of where this debris might head have been made at the international Pacific Research Center, university of Hawaii at Manoa. What their model predicts about the tsunami debris is that they first spread out eastward from the Japan Coast in the North Pacific Subtropical Gyre. In a year, the Papahanaumokuakea Marine National Monument will see pieces washing up on its shores; in two years, the remaining Hawaiian islands will see some effects; in three years, the plume will reach the US West Coast, dumping debris on Californian beaches and the beaches of British Columbia, Alaska, and Baja California. The debris will then drift into the famous floating junk yard, the North Pacific Garbage Patch, where it will wander around and break into smaller and smaller pieces. In five years, Hawaii shores can expect to see another barrage of debris that is stronger and longer-lasting than the first one. Much of the debris leaving the North Pacific Garbage Patch ends up on Hawaii’s reefs and beaches. These model projections will help to guide clean-up and tracking operations.

                                                 (Adapted from: www.geog.ucsb.edu, April 2011)

EXTRACT 1

Japan’s shipyards remain intact after quake

Japan’s major shipyards escaped the full impact of the March 11 earthquake and tsunami that struck the northeastern coast of the country with full force. An official at the Japan Ship Exporters’ Association said the devastating natural disaster “will have no impact on future export ship orders at all”. Although several small shipyards in the quake-hit areas were affected, major Japanese shipyards that build large vessels for exports are concentrated in western Japan and remain intact, the official said. Mitsui Engineering & Shipbuilding sustained “slight material damages” in the company’s Kasai Center and Chiba Works but did not consider such slight damages would cause serious impact on operations. “The rotational schedule of interruption of power supply due to the earthquake may affect our operation at our works and subsidiaries. However, the degree of the impact is not known now,” the company said in a statement. Japanese export ship orders rose for the 15th consecutive month in February o a year-on-year basis. Japanese shipbuilders received orders for 277 export vessels – 259 bulk carriers, 10 oil tankers and eight general cargo vessels – in the April-February period.

                        (Adapted from: www.australianmerchantnavy.com, March 2011)

EXTRACT 2

Tsnunami Debris Expected on U.S. Shores in 3 Years

The powerful tsunami triggered by the 9.0 Japanese earthquake destroyed coastal towns near Sendai, washing such things as houses and cars into the ocean. Projections of where this debris might head have been made at the international Pacific Research Center, university of Hawaii at Manoa. What their model predicts about the tsunami debris is that they first spread out eastward from the Japan Coast in the North Pacific Subtropical Gyre. In a year, the Papahanaumokuakea Marine National Monument will see pieces washing up on its shores; in two years, the remaining Hawaiian islands will see some effects; in three years, the plume will reach the US West Coast, dumping debris on Californian beaches and the beaches of British Columbia, Alaska, and Baja California. The debris will then drift into the famous floating junk yard, the North Pacific Garbage Patch, where it will wander around and break into smaller and smaller pieces. In five years, Hawaii shores can expect to see another barrage of debris that is stronger and longer-lasting than the first one. Much of the debris leaving the North Pacific Garbage Patch ends up on Hawaii’s reefs and beaches. These model projections will help to guide clean-up and tracking operations.

                                                 (Adapted from: www.geog.ucsb.edu, April 2011)

EXTRACT 1

Japan’s shipyards remain intact after quake

Japan’s major shipyards escaped the full impact of the March 11 earthquake and tsunami that struck the northeastern coast of the country with full force. An official at the Japan Ship Exporters’ Association said the devastating natural disaster “will have no impact on future export ship orders at all”. Although several small shipyards in the quake-hit areas were affected, major Japanese shipyards that build large vessels for exports are concentrated in western Japan and remain intact, the official said. Mitsui Engineering & Shipbuilding sustained “slight material damages” in the company’s Kasai Center and Chiba Works but did not consider such slight damages would cause serious impact on operations. “The rotational schedule of interruption of power supply due to the earthquake may affect our operation at our works and subsidiaries. However, the degree of the impact is not known now,” the company said in a statement. Japanese export ship orders rose for the 15th consecutive month in February o a year-on-year basis. Japanese shipbuilders received orders for 277 export vessels – 259 bulk carriers, 10 oil tankers and eight general cargo vessels – in the April-February period.

                        (Adapted from: www.australianmerchantnavy.com, March 2011)

EXTRACT 2

Tsnunami Debris Expected on U.S. Shores in 3 Years

The powerful tsunami triggered by the 9.0 Japanese earthquake destroyed coastal towns near Sendai, washing such things as houses and cars into the ocean. Projections of where this debris might head have been made at the international Pacific Research Center, university of Hawaii at Manoa. What their model predicts about the tsunami debris is that they first spread out eastward from the Japan Coast in the North Pacific Subtropical Gyre. In a year, the Papahanaumokuakea Marine National Monument will see pieces washing up on its shores; in two years, the remaining Hawaiian islands will see some effects; in three years, the plume will reach the US West Coast, dumping debris on Californian beaches and the beaches of British Columbia, Alaska, and Baja California. The debris will then drift into the famous floating junk yard, the North Pacific Garbage Patch, where it will wander around and break into smaller and smaller pieces. In five years, Hawaii shores can expect to see another barrage of debris that is stronger and longer-lasting than the first one. Much of the debris leaving the North Pacific Garbage Patch ends up on Hawaii’s reefs and beaches. These model projections will help to guide clean-up and tracking operations.

                                                 (Adapted from: www.geog.ucsb.edu, April 2011)

Survivors say Canadian tall ship sank in minutes

      Students and crew rescued from the sinking of a Canadia nowned tal ship in the South Atlantic were back on solid and Saturday after spending up to 40 hours in life rafts after their ship capsized.

      The first of 64 people on board the three-masted SV Concordia were ferried into Rio de Janeiro aboard Brazilian Navy and merchant vessels, exhausted but relieved after their long ordeal.

      Wearing navy caps and borrowed clothing, 12 of those rescued held an emotional news conference in Rio. The rest were to arrive later in the afternoon on two merchant vessels.

      CTV producer Ana Pereira said survivors indicated that the ship went down very quickly, slipping beneath the waves. The ship’s captain said that his vessel sank Wednesday afternoon-a day earlier than previously reported - after being flipped on its side by a powerful gust of wind. He and his passengers and crew were rescued by merchant ships early Friday.

      Capt. William Curry told reporters he was below deck when the ship suddenly keeled, banking over at a sharp, angle in the strong wind. Curry said that was normal, but when the vessel immediately went over a second time, he knew the vessel was in great danger.

      The captain blamed the wreck on a “microburst”, a sudden, vertical downdraft that struck the entire surf ace area of the Concordia’s sails as it was angled over to one side. Within seconds, the boat went from sailing upright to lying on its side and beginning to sink.

      Thirty minutes later it was completely underwater, Curry said.

      “The boat started keeling a lot”, said 16-year-old passenger Lauren Unsworth, a Dutch-Canadian who lives in Amsterdam. “It came back up, keeled again, was basically lying on its side and all the windows began to break. That’s when we knew it was time to flee.”

      Curry said that they abandoned ship and took to their life rafts in high winds and heavy seas, spending more than a day adrift in the Atlantic before spotting their rescuers.

      “We had been in the life raft for about 30 hours when we saw a search plane for the first time”, Unsworth added. “That’s when we knew we were not alone and that help was on the way.” Toronto-native Keaton Farwell said her biggest fear was that no one was aware the group needed to be rescued.

      “We thought our signal had failed and nobody knew and it could be weeks before we were saved”, she told a news conference. “The worst life-and-death thoughts were going through our heads, and everybody was panicking.”

      The Navy said the distress signal was picked up about 5 p.m. Thursday. An Air Force plane later spotted life rafts in the ocean about 500 kilometers from Rio and a Navy ship and nearby merchant vessels moved in to aid in the rescue.

      The first 12 crew and students came into port aboard a Brazilian Navy frigate. The rest were heading into Rio aboard slower merchant vessels and were expected to arrive later Saturday afternoon.

      The Concordia was five days out from Montevideo, Uruguay, when it sank.

      The Federal Transportations Safety Board says it will assist in an investigation to be led by the ship’s flag state country, Barbados.

      The Concordia is owned by West Island College International with offices in Lunenburg, N.S. Forty-two of those onboard were identified as Canadians, mostly high school and university students, said Kate Knight, head of West Island College International of Lunenburg, which operates the Class Afloat program.

      Prime Minister Stephen Harper issued a statement thanking the Brazilian Navy and the merchant ships “for their swift and heroic response.”

                                          (Adapted from: www.ctv.ca, www.ap.com, Feb. 2010) 

Survivors say Canadian tall ship sank in minutes

      Students and crew rescued from the sinking of a Canadia nowned tal ship in the South Atlantic were back on solid and Saturday after spending up to 40 hours in life rafts after their ship capsized.

      The first of 64 people on board the three-masted SV Concordia were ferried into Rio de Janeiro aboard Brazilian Navy and merchant vessels, exhausted but relieved after their long ordeal.

      Wearing navy caps and borrowed clothing, 12 of those rescued held an emotional news conference in Rio. The rest were to arrive later in the afternoon on two merchant vessels.

      CTV producer Ana Pereira said survivors indicated that the ship went down very quickly, slipping beneath the waves. The ship’s captain said that his vessel sank Wednesday afternoon-a day earlier than previously reported - after being flipped on its side by a powerful gust of wind. He and his passengers and crew were rescued by merchant ships early Friday.

      Capt. William Curry told reporters he was below deck when the ship suddenly keeled, banking over at a sharp, angle in the strong wind. Curry said that was normal, but when the vessel immediately went over a second time, he knew the vessel was in great danger.

      The captain blamed the wreck on a “microburst”, a sudden, vertical downdraft that struck the entire surf ace area of the Concordia’s sails as it was angled over to one side. Within seconds, the boat went from sailing upright to lying on its side and beginning to sink.

      Thirty minutes later it was completely underwater, Curry said.

      “The boat started keeling a lot”, said 16-year-old passenger Lauren Unsworth, a Dutch-Canadian who lives in Amsterdam. “It came back up, keeled again, was basically lying on its side and all the windows began to break. That’s when we knew it was time to flee.”

      Curry said that they abandoned ship and took to their life rafts in high winds and heavy seas, spending more than a day adrift in the Atlantic before spotting their rescuers.

      “We had been in the life raft for about 30 hours when we saw a search plane for the first time”, Unsworth added. “That’s when we knew we were not alone and that help was on the way.” Toronto-native Keaton Farwell said her biggest fear was that no one was aware the group needed to be rescued.

      “We thought our signal had failed and nobody knew and it could be weeks before we were saved”, she told a news conference. “The worst life-and-death thoughts were going through our heads, and everybody was panicking.”

      The Navy said the distress signal was picked up about 5 p.m. Thursday. An Air Force plane later spotted life rafts in the ocean about 500 kilometers from Rio and a Navy ship and nearby merchant vessels moved in to aid in the rescue.

      The first 12 crew and students came into port aboard a Brazilian Navy frigate. The rest were heading into Rio aboard slower merchant vessels and were expected to arrive later Saturday afternoon.

      The Concordia was five days out from Montevideo, Uruguay, when it sank.

      The Federal Transportations Safety Board says it will assist in an investigation to be led by the ship’s flag state country, Barbados.

      The Concordia is owned by West Island College International with offices in Lunenburg, N.S. Forty-two of those onboard were identified as Canadians, mostly high school and university students, said Kate Knight, head of West Island College International of Lunenburg, which operates the Class Afloat program.

      Prime Minister Stephen Harper issued a statement thanking the Brazilian Navy and the merchant ships “for their swift and heroic response.”

                                          (Adapted from: www.ctv.ca, www.ap.com, Feb. 2010) 

Survivors say Canadian tall ship sank in minutes

      Students and crew rescued from the sinking of a Canadia nowned tal ship in the South Atlantic were back on solid and Saturday after spending up to 40 hours in life rafts after their ship capsized.

      The first of 64 people on board the three-masted SV Concordia were ferried into Rio de Janeiro aboard Brazilian Navy and merchant vessels, exhausted but relieved after their long ordeal.

      Wearing navy caps and borrowed clothing, 12 of those rescued held an emotional news conference in Rio. The rest were to arrive later in the afternoon on two merchant vessels.

      CTV producer Ana Pereira said survivors indicated that the ship went down very quickly, slipping beneath the waves. The ship’s captain said that his vessel sank Wednesday afternoon-a day earlier than previously reported - after being flipped on its side by a powerful gust of wind. He and his passengers and crew were rescued by merchant ships early Friday.

      Capt. William Curry told reporters he was below deck when the ship suddenly keeled, banking over at a sharp, angle in the strong wind. Curry said that was normal, but when the vessel immediately went over a second time, he knew the vessel was in great danger.

      The captain blamed the wreck on a “microburst”, a sudden, vertical downdraft that struck the entire surf ace area of the Concordia’s sails as it was angled over to one side. Within seconds, the boat went from sailing upright to lying on its side and beginning to sink.

      Thirty minutes later it was completely underwater, Curry said.

      “The boat started keeling a lot”, said 16-year-old passenger Lauren Unsworth, a Dutch-Canadian who lives in Amsterdam. “It came back up, keeled again, was basically lying on its side and all the windows began to break. That’s when we knew it was time to flee.”

      Curry said that they abandoned ship and took to their life rafts in high winds and heavy seas, spending more than a day adrift in the Atlantic before spotting their rescuers.

      “We had been in the life raft for about 30 hours when we saw a search plane for the first time”, Unsworth added. “That’s when we knew we were not alone and that help was on the way.” Toronto-native Keaton Farwell said her biggest fear was that no one was aware the group needed to be rescued.

      “We thought our signal had failed and nobody knew and it could be weeks before we were saved”, she told a news conference. “The worst life-and-death thoughts were going through our heads, and everybody was panicking.”

      The Navy said the distress signal was picked up about 5 p.m. Thursday. An Air Force plane later spotted life rafts in the ocean about 500 kilometers from Rio and a Navy ship and nearby merchant vessels moved in to aid in the rescue.

      The first 12 crew and students came into port aboard a Brazilian Navy frigate. The rest were heading into Rio aboard slower merchant vessels and were expected to arrive later Saturday afternoon.

      The Concordia was five days out from Montevideo, Uruguay, when it sank.

      The Federal Transportations Safety Board says it will assist in an investigation to be led by the ship’s flag state country, Barbados.

      The Concordia is owned by West Island College International with offices in Lunenburg, N.S. Forty-two of those onboard were identified as Canadians, mostly high school and university students, said Kate Knight, head of West Island College International of Lunenburg, which operates the Class Afloat program.

      Prime Minister Stephen Harper issued a statement thanking the Brazilian Navy and the merchant ships “for their swift and heroic response.”

                                          (Adapted from: www.ctv.ca, www.ap.com, Feb. 2010) 

Survivors say Canadian tall ship sank in minutes

      Students and crew rescued from the sinking of a Canadia nowned tal ship in the South Atlantic were back on solid and Saturday after spending up to 40 hours in life rafts after their ship capsized.

      The first of 64 people on board the three-masted SV Concordia were ferried into Rio de Janeiro aboard Brazilian Navy and merchant vessels, exhausted but relieved after their long ordeal.

      Wearing navy caps and borrowed clothing, 12 of those rescued held an emotional news conference in Rio. The rest were to arrive later in the afternoon on two merchant vessels.

      CTV producer Ana Pereira said survivors indicated that the ship went down very quickly, slipping beneath the waves. The ship’s captain said that his vessel sank Wednesday afternoon-a day earlier than previously reported - after being flipped on its side by a powerful gust of wind. He and his passengers and crew were rescued by merchant ships early Friday.

      Capt. William Curry told reporters he was below deck when the ship suddenly keeled, banking over at a sharp, angle in the strong wind. Curry said that was normal, but when the vessel immediately went over a second time, he knew the vessel was in great danger.

      The captain blamed the wreck on a “microburst”, a sudden, vertical downdraft that struck the entire surf ace area of the Concordia’s sails as it was angled over to one side. Within seconds, the boat went from sailing upright to lying on its side and beginning to sink.

      Thirty minutes later it was completely underwater, Curry said.

      “The boat started keeling a lot”, said 16-year-old passenger Lauren Unsworth, a Dutch-Canadian who lives in Amsterdam. “It came back up, keeled again, was basically lying on its side and all the windows began to break. That’s when we knew it was time to flee.”

      Curry said that they abandoned ship and took to their life rafts in high winds and heavy seas, spending more than a day adrift in the Atlantic before spotting their rescuers.

      “We had been in the life raft for about 30 hours when we saw a search plane for the first time”, Unsworth added. “That’s when we knew we were not alone and that help was on the way.” Toronto-native Keaton Farwell said her biggest fear was that no one was aware the group needed to be rescued.

      “We thought our signal had failed and nobody knew and it could be weeks before we were saved”, she told a news conference. “The worst life-and-death thoughts were going through our heads, and everybody was panicking.”

      The Navy said the distress signal was picked up about 5 p.m. Thursday. An Air Force plane later spotted life rafts in the ocean about 500 kilometers from Rio and a Navy ship and nearby merchant vessels moved in to aid in the rescue.

      The first 12 crew and students came into port aboard a Brazilian Navy frigate. The rest were heading into Rio aboard slower merchant vessels and were expected to arrive later Saturday afternoon.

      The Concordia was five days out from Montevideo, Uruguay, when it sank.

      The Federal Transportations Safety Board says it will assist in an investigation to be led by the ship’s flag state country, Barbados.

      The Concordia is owned by West Island College International with offices in Lunenburg, N.S. Forty-two of those onboard were identified as Canadians, mostly high school and university students, said Kate Knight, head of West Island College International of Lunenburg, which operates the Class Afloat program.

      Prime Minister Stephen Harper issued a statement thanking the Brazilian Navy and the merchant ships “for their swift and heroic response.”

                                          (Adapted from: www.ctv.ca, www.ap.com, Feb. 2010) 

                           NATO ships, helicopters hunt down 7 pirates

      NAIROBI, Kenya - NATO warships and helicopters pursued Somali pirates for seven hours after they attacked a Norwegian tanker, NATO spokesmen said Sunday, and the high-speed chase only ended when warning shots were fired at the pirates' skiff. Seven pirates attempted to attack the Norwegian-flagged MV Front Ardenne late Saturday but fled after crew took evasive maneuvers and alerted warships in the area, said Portuguese Lt. Cmdr. Alexandre Santos Fernandes, aboard a warship in the Gulf of Aden, and Cmdr. Chris Davies, of NATais maritime headquarters in England.

      "How the attack was thwarted is unclear, it appears to have been the actions of the tanker," Davies said. Fernandes said no shots were fired at the tanker.

      Davies said the pirates sailed into the path of the Canadian warship Winnipeg, which was escorting a World Food Program delivery ship through the Gulf of Aden. The American ship USS Halyburton was also in the area and joined the chase. 

      "There was a lengthy pursuit, over seven hours," Davies said. The pirates hurled weapons into the dark seas as the Canadian and U.S. warships closed in. The ships are part of NATais anti-piracy mission.

      "The skiff abandoned the scene and tried to escape to Somali territory," Fernandes said. "It was heading toward Bossaso but we managed to track them. Warning shots have been made after several attempts to stop the vessel."

      Both ships deployed helicopters, and naval officers hailed the pirates over loudspeakers and finally fired warning shots to stop them, Fernandes said, but not before the pirates had dumped most of their weapons overboard. NATO forces boarded the skiff, where they found a rocketpropelled grenade, and interrogated, disarmed and released the pirates.

      The pirates cannot be prosecuted under Canadian law because they did not attack Canadian citizens or interests and the crime was not committed on Canadian territory.

      "When a ship is part of NATO, the detention of a person is a matter for the national authorities," Fernandes said. "It stops being a NATO issue and starts being a national issue." 

      The pirates' release underscores the difficulties navies have in fighting rampant piracy off the coast of lawless Somalia. Most of the time, foreign navies simply disarm and release the pirates they catch due to legal complications and logistical difficulties in transporting pirates and witnesses to court.

      Pirates have attacked more than 80 boats this year alone, four times the number assaulted in 2003, according to the Kuala Lumpur-based International Maritime Bureau. They now hold at least 18 ships - including a Belgian tanker seized Saturday with 10 crew aboard - and over 310 crew hostage, according to an Associated Press count.

                                                                                 (Adapted from: www.ap.org, 04/19/09) 

                           NATO ships, helicopters hunt down 7 pirates

      NAIROBI, Kenya - NATO warships and helicopters pursued Somali pirates for seven hours after they attacked a Norwegian tanker, NATO spokesmen said Sunday, and the high-speed chase only ended when warning shots were fired at the pirates' skiff. Seven pirates attempted to attack the Norwegian-flagged MV Front Ardenne late Saturday but fled after crew took evasive maneuvers and alerted warships in the area, said Portuguese Lt. Cmdr. Alexandre Santos Fernandes, aboard a warship in the Gulf of Aden, and Cmdr. Chris Davies, of NATais maritime headquarters in England.

      "How the attack was thwarted is unclear, it appears to have been the actions of the tanker," Davies said. Fernandes said no shots were fired at the tanker.

      Davies said the pirates sailed into the path of the Canadian warship Winnipeg, which was escorting a World Food Program delivery ship through the Gulf of Aden. The American ship USS Halyburton was also in the area and joined the chase. 

      "There was a lengthy pursuit, over seven hours," Davies said. The pirates hurled weapons into the dark seas as the Canadian and U.S. warships closed in. The ships are part of NATais anti-piracy mission.

      "The skiff abandoned the scene and tried to escape to Somali territory," Fernandes said. "It was heading toward Bossaso but we managed to track them. Warning shots have been made after several attempts to stop the vessel."

      Both ships deployed helicopters, and naval officers hailed the pirates over loudspeakers and finally fired warning shots to stop them, Fernandes said, but not before the pirates had dumped most of their weapons overboard. NATO forces boarded the skiff, where they found a rocketpropelled grenade, and interrogated, disarmed and released the pirates.

      The pirates cannot be prosecuted under Canadian law because they did not attack Canadian citizens or interests and the crime was not committed on Canadian territory.

      "When a ship is part of NATO, the detention of a person is a matter for the national authorities," Fernandes said. "It stops being a NATO issue and starts being a national issue." 

      The pirates' release underscores the difficulties navies have in fighting rampant piracy off the coast of lawless Somalia. Most of the time, foreign navies simply disarm and release the pirates they catch due to legal complications and logistical difficulties in transporting pirates and witnesses to court.

      Pirates have attacked more than 80 boats this year alone, four times the number assaulted in 2003, according to the Kuala Lumpur-based International Maritime Bureau. They now hold at least 18 ships - including a Belgian tanker seized Saturday with 10 crew aboard - and over 310 crew hostage, according to an Associated Press count.

                                                                                 (Adapted from: www.ap.org, 04/19/09)