Can we simultaneously protect strategically vital Pacific NW watercraft and the public from tsunami inundation with the same structure?
Seismically resistant watercraft of all sizes and shapes will be strategically vital following disaster to Pacific NW Coastal Communities who have endured both earthquake and tsunami. Protecting docked and moored PNW watercraft from tsunami then becomes vital also. Review of tsunami inundation video reveals ships that are still tied to docks being forced to become debris, buoyancy had simply lifted them over mooring columns that ended up being well below the water level during inundation. If the mooring docks had columns that extended above tsunami inundation rise, the ships would have remained secure, but then become subject to debris damage. Picket fenced tsunami tall columns peripheral to docks and moorings, combined with sea water air injection and metal screens between columns would protect the marina contents and occupants within from debris and inundation. Peripherally injected air would serve to move debris away from the structure during inundation. The intact and debris free marina inside buoyantly rides up and down during inundation phases while the contents and occupants are protected, thus remaining aligned with the current tsunami practices of staying above the wave and out of the debris. To prevent vessels and watercraft from striking ground during tsunami drawdown, a water tight lock must be included below the watercraft during construction. The results post tsunami are safe occupants who are now able to respond with intact and capable maritime assets that then make major Response and durable Recovery contributions after tsunami natural disaster, especially in the case of the Cascadia Megaquake”.
Another benefit to this proposal would be the intact vessels serving as immediate shelters for the occupants, who may not have anywhere else to go after a tsunami. Shelters that are already self contained. In par with past practice, it would seem necessary to develop governmental reimbursement policies to vessel owners who house disaster victims at such times. It would also seem necessary to develop such re-imbursement programs for private vessels utilized for other disaster purposes as well. There is an effort in the Puget Sound to re-vitalize our “Mosquito” commercial Fleets of the past for disaster purposes.
Again, the abundant water craft of the Pacific NW will be vital in the aftermath to any Community who has suffered from marine seismicity. Should the vessels survive, local Emergency Managers have the makings of an ESF 1 (transportation) system that can communicate and is immediately available afterwards.
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