Into the Raging Sea. Rachel Slade

day. Go fast and you’ll feel a breeze. It’s not the wind; it’s you.) An anemometer uses vectors to make the calculation, taking into account the ship’s heading and speed. For example, if an 18-knot wind is at your back and you’re traveling at 18 knots, the apparent wind—the wind you perceive—would be zero, because you’re both moving at the same rate in the same heading. Your vectors cancel each other out.

      The anemometer is a critical piece of equipment because true wind direction can tell an experienced mariner where he or she is relative to a major weather system. A quick way to do this can be found in Nathaniel Bowditch’s The American Practical Navigator—a thick navy blue book found aboard nearly every floating vessel. Continuously published since 1802, it’s considered the mariner’s bible. Bowditch describes Buys Ballot’s law, a handy rule of thumb invented by a Dutch meteorologist in 1857 that’s based on the unassailable fact that in the Northern Hemisphere, hurricane winds blow in a counterclockwise direction. The rule says this: When your back is to the wind, stick out your arms, making a T. Your left hand will point to the low, your right to the high. The low, of course, is the hurricane’s center. According to that rule, as long as winds were slamming El Faro’s port side, the crew could safely assume that the hurricane was dead ahead.

      In the dark in a hurricane, however, it’s all but impossible to determine true wind direction without an anemometer because the frenzied waves and winds create a chaotic condition, like being inside a Dyson vacuum. From the outside, the larger system makes sense. But when you’re in the middle of it, it’s impossible to organize the powerful forces into a clear, coherent picture.

      Jeff considered their situation, but as an extra hand aboard the ship, he couldn’t do much about it. Instead, he worried about how the weather would affect his weekend plans. He was rushing to finish his maze in time for the Halloween rush, and Joaquin could put a kink in his progress.

      “The hurricane is going to shoot north after this?” Jeff asked.

      “They’re predicting that it will hit New York this Saturday,” Danielle answered. That meant it would probably begin dumping rain on coastal Massachusetts by Saturday night. Jeff might get in a day of work.

      Jackie Jones brought their attention back to the ship. He reminded Jeff that the Polish contractors needed to tie up their equipment.

      “Absolutely,” Jeff said. “The bottles are secured, pipes are all lashed down. So yeah, that should be all right.”

      “Lash down your workers?” Danielle joked.

      “They’re all excited,” he answered.

      “I don’t think they realize what they’re getting into,” she said with a nervous giggle.

      “See what color their heads are tomorrow,” Jackie cracked, and the three had a good laugh. They knew they’d all be green tomorrow, too, if the weather turned as foul as expected.

      At 2:30, Davidson came up to the bridge to remind Danielle that he was thinking about taking the Old Bahama Channel on the northbound run back to Jacksonville. Joaquin was forecasted to intensify in a few days, so Davidson wanted to play it safe and sail in the lee of the islands, then hug the Florida coast all the way back up to Jacksonville. He was obsessing about this proposed route change and was anxious to get TOTE’s response to his request. Maybe he thought they’d thank him for being so proactive and conscientious. He was working hard to please the shoreside folks.

      “I have to wait for confirmation from the office, but I put it out there,” he said about the rerouting. “And I’ll let you know.”

      “Does the company want to give permission now?” Danielle asked, half surprised, half exasperated. “Because it used to be just, We’re doing it. You people are sitting in your office behind a desk and we’re out here. We’re doing it. Hell yeah.”

      “Well, I’m extending that professional courtesy because it does add 160 nautical miles to the distance,” said Davidson defensively.

      “Yeah, but rerouting also saves stress on the ship,” she said.

      Why was she giving him a hard time? “That’s why I just said, ‘Hey, I would like to take this going northbound. I’ll wait for your reply.’ I don’t think they’ll say no. I gave them a good reason why, because if you follow this hurricane track down, then look what it does on October third, fourth, and fifth. And that’s right where we’re going.”

      “Yeah, and lightly loaded, it gets even worse,” said Danielle. After unloading in San Juan, El Faro took on mostly empty containers. Without cargo weight, she sat higher in the water and would bounce around in the wind and waves.

      “So I just put it out there and we’ll see what happens.”

      Davidson didn’t like his second mate’s nervous energy. It rubbed him the wrong way. He had to put this whole thing to rest. “We’re gonna be far enough south that we’re not gonna hit the damn thing,” he declared. “Watch. Gonna get a little rougher, but these ships can take it.”

      This exchange is one of the most contentious pieces of El Faro saga. Much time has been spent parsing Davidson’s apparent request to take the Old Bahama Channel home, which he did via email earlier that morning to multiple managers at TOTE’s Jacksonville office. Did he actually need the company’s permission to reroute? His request was carefully worded and thoughtful:

      “I would like to transit the old Bahama Channel on our return North bound leg to Jacksonville? This route adds approximately 160 nautical miles to the route for a total of 1,261 nautical miles. We need to make around 21 knots for the scheduled 10:05, 10:45 arrival time at Jacksonville pilot station.

      I have monitored Hurricane Joaquin tracking erratically for the better part of a week. Sometime after 9/30 0200 she began a southwesterly track early this morning. Adjusted our direct normal route in a more southeasterly direction towards San Juan, Puerto Rico, which will put us 65 plus/minus nautical miles south of the eye. Joaquin appears to be tracking now as forecasted and I anticipate us being on the backside of her by 10/01 0800.

      Presently, conditions are favorable and we’re making good speed. All departments have been duly notified as before. I have indicated a later than normal arrival time in San Juan, Puerto Rico. Anticipating some loss in speed throughout the night. I will update the ETA tomorrow morning during our regular pre-arrival report to San Juan Port, etc.”

      Was Davidson planning to plow through in spite of the looming hurricane because he felt pressure to get to Puerto Rico on time? Had TOTE chastised him for playing it safe and going through the Old Bahama Channel in August during Tropical Storm Erika?

      TOTE maintains that scheduling was never an issue. The captain is in complete command of the ship and its route. TOTE says that in all instances, safety comes first. The company claims that this email exchange was simply a formality—regardless of how one might read it, Davidson had full command of his vessel and his course. He did not need permission to take a different route.

      That may be true at TOTE, but most ship’s masters I interviewed tell a different story. Although a few can’t believe that a company would pressure anyone to go into a storm, most captains (both foreign and domestic) say that fending off schedulers and managers is simply part of the job. The office worries about customers and profits; captains worry about everything else. Sometimes their interests diverge.

      A captain’s best attitude, my sources say, is the one that keeps crew and cargo safe. With pride, they’ve told their schedulers: You can find another captain or fire me, but I’m not putting this ship or cargo in danger. I can always find another job. They say that it’s absurd to take orders from a person sitting behind a desk. He or she can’t see what’s going on at sea, usually lacks nautical experience, and can’t imagine the conditions the crew is dealing with. Sure, the ship might be able to pull through a weather system, but if a new car breaks loose and smashes up fifty others, would it really matter that they arrived on time?

      Regardless, some people, for whatever reason, cave to economic pressures. They assess their