A boat forty feet away, backing full speed towards Independence at a 45° angle, with a pointy cornered swim platform that was riding just below the water was about to punch a hole in Independence.

It was 10:30 am on Sunday June 3, 2001. The wind was coming out of the Southwest at about 15-mph. The tide was running out at approximately 5 knots. Independence was tied to the floating dock by four lines. The boat that would tie-up inboard of Independence was coming into the marina. The owner handled the 42’ Wellcraft through the two right turns and then slowed to make a 180° turn in order to back into his slip. With the wind blowing in one direction and the tide running in a different direction, and the owner wanting his boat to go in a third direction all the variables were in place for a problem. Suffice it to say that the owner was not able to correctly control his boat. Being forced out of position by tide and winds the owner of the Wellcraft put both transmissions astern and the throttles full ahead. (Meaning, he put it in reverse and floored it.) The Wellcraft is outfitted with an extended swim platform. To maximize the area of the swim platform the corners are almost pointed, not rounded like most boats. His swim platform normally rides just inches above the water but with the Wellcraft going full astern the end of the platform was just below the water.

The impact just forward of amidships was strong and distinct. The water was coming in fast and the Rule 2000 GPH bilge pump in the engine room had already started working. The first priority was understand if the four on-board Rule 2000 GPH bilge pumps could handle the water coming in. It was almost low tide that meant there would be three to four feet of water under the keel at low tide. Worst case if the pumps could not handle the load Independence would rest on the bottom with half of the freeboard and the all of the superstructure above water. The water was coming in fast and it appeared that the engine room bilge pump could handle most of the load. Approximately every two minutes the forward pump in the galley bilge would kick on and take care of the excess water that the engine room pump could not handle.

The two 'dock boys' that were waiting to assist the Wellcraft called the marina Dockmaster. The Dockmaster in turn called the US Coast Guard and the NJ State Police as well as the local marine police and TowBoat/US.

Understanding that for the moment things were relatively under control, the first priority was to set about out to stop the water from coming in. There were two obstacles in the engine compartment blocking access to the hole. The first was the water heater and the second was the CO2 bottle. It would take some time to remove them so ". . . alternate Plan Bravo." Plan Bravo meant sealing the hole from the outside. The hole was about 10 – 12" long and was directly along the seam of two of the 1" mahogany planks. There was a small piece of Luan (1/4" thick plywood) on-board and a tub of Davis - Slick Seam stored among the onboard supplies. The beginning of Plan Bravo was coming together.

The piece of Luan was cut free-hand using a laminate trimmer and a straight cutting bit down to approximately 2’ x 2’. Next, the Davis - Slick Seam was smeared on to cover one side of the board. Then an oblong well / trough was molded in the center about 12" x 6". After that six # 8 - 2" screws were started in the board.

The TowBOAT/US captain offered to go over the side and attach the patch. The patch was positioned over the hole and the screws fastened in. Six more screws later the patch was secure and the water coming in was down to a trickle.

On Monday June 4, arrangements were made with Yanks Marine in Tuckahoe, NJ. to have Independence pulled and the repairs made. Then a trip to the marine supply store for more Davis - Slick Seam. After another dive the Slick Seam was doing its job, the patch was working, and the pumps were no longer working as much as they were.

Eight days after the accident, on Monday June 11 at 11:30 am the engines were started. Independence began the trip up the Tuckahoe River to Yank Marine running against the wind and tide just above idle speed at 6.2 knots. After two bridge openings and twisting and turning up the snake like Tuckahoe River Independence arrived at Yanks at 14:00. Just as Independence was pulling into the hoisting slip at Yanks the forward bilge pump stooped working. The gods must have been looking out for things.

The other fellow’s insurance company was contacted about the accident. They required pictures and an estimate to repair the damage. With that, John Yank was authorized to start the repairs.

On June 19, the damaged plank was removed.  A new plank was cut snug and dry fitted.  After fitting new screw holes were counter-bored.  The outside portion of the inside seam-batten was lined with a large bead of 3M 4200. The new plank was then fastened to the hull frames and seam-battens with #12 - 2 1/2" silicon bronze screws. The holes were then plugged with mahogany bungs and sanded smooth.

On Tuesday June 22, 2002 at 09:30 am, a little over one year after the accident,  the engines were started.   Independence began the trip down the Tuckahoe River back to her home at the Sunset Marina in Margate, NJ.

During the year the upper hull was "wooded", repaired and repainted.  As part of that work 350 board feet of new 4/4 mahogany was installed.  The old stuffing box was removed and two new drip less seals supplied from Tide Marine were installed.

After twisting and turning down the snake like Tuckahoe River and two bridge openings Independence arrived back at Sunset Marina at 12:30.