Eye Witness Speaks of Dali Power Issues BEFORE Crash | SY News Ep315
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- čas přidán 13. 06. 2024
- #superyacht #superyachts #yachts #boats
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00:00 ‘Major Power Issues onboard before ship left
03:10 Ship’s Owner Denys Responsibility
03:49 Passage in Baltimore Re-opened to traffic
05:00 Careful making conclusions on Dali incident
08:25 Yacht destroyed by Fire in Dubai
09:35 Zuckerberg’s Yacht having name removed?
11:02 Join us on Patreon!
11:36 Contact us with information
Sorry about audio in this video. Had mic failure but didn’t notice until edit phase.
Might want to add exactly who the Baltimore "Container Royal" is and what she does. I have worked at a senior level at several East Coast Ports and have never heard of this particular job function.
Won't time server go out of sync if there is a power outage?
How many crew were on board? Was it 21 or 22? 6 people were killed, we should know how many people were on the ship.
Sounds like digital noise reduction overdone because of background noise from surrounds.
@@billmclean8545 Julie Mitchell, co-administrator of Container Royalty, a company tracks the tonnage on container ships coming in and out of Baltimore. ( I saw that you were interested in her position and duties so thought I would send this to you.) You can also Google her
As a certified internet and security engineer, I liked your everyman explanation of network timing, the ideal condition, and why some local systems might not be accurate. I think that in our age, most people believe that all systems are spot-on synchronized and correct, and that is just not true.
You sure had some great video provided by subscribers. Thanks to everyone who sent in the videos.
7:50 It surprises me that ship time is not based on GPS. GPS is dependent on a very accurate time signal from the GPS satellites.
Was writing a similar comment. GPS modules are used in many contexts as high accuracy time sources for internal NTP servers similarly to as described.
came here to say this
Ditto.
I work in the broadcast world. Everything has gps based time servers that use the old standard NTP which is accurate to the milliseconds and the newer PTP which is accurate to less than a millisecond. There are even newer time servers that not only use the US based GPS but the European satellites too. Hell, you can get equally good time from the Starlink servers.
Thought about the use case a bit more. 50ppm of drift is fine for wall-clock time, especially since as soon as it gets noticeably wrong someone will probably set it to their phone time at port.
Eyewitness talk about power issues on the ship Dali it's just the beginning of more issues to come
Right on All the info to date points to a long term problem with running parallel generators with messed up load share circuitry Not suprising. A complex subject that is often not understood by ships crews. The reefer load is new information and makes proper load share even more important.
Thank you for your comment very important to know for us newbies who don't understand electronics. There was some rumbling in comments about load share issues reefers tripping breakers.
Congratulations on the best coverage of the sad events of Dali. Your information has far exceeded information I received on typical TV News channels, and other sources. GREAT coverage. Thanks
Ship liability is governed by international conventions and treaties. Some of the rules date from the 19th century. The denial of liability was a procedural move that starts the process called out in the convention.
can you explain more in detail "the process called out in the convention"? I'm curious about how this is more than them just trying to weasel out of responsibility and make the west pay for it.
Although this was a very unfortunate accident, this reporting has taught me so much about the physical part of a ship.
opinion: it is possible the dropped anchor "caused" a turn to starboard (if Dali cross chain) which actually steered into the allision at 8kts.
If a ship isn't moving, it's not making money. It's a fine line.
Any time something onboard a vessel breaks, you can say it’s repaired but only time will build your confidence that it truly has been repaired. Minutes, hours, days, weeks, months, years. As all these milestones are passed you gain more confidence in the repair. I have all the faith and trust in the world of my engineer and shore support team, but until we go establish operating history on a repaired or replaced system I still treat it as a working failure and it has to earn my trust back, be we also operate within the limitation of what will happen if it fails again. We don’t extend ourselves to be completely reliant on it should the repair not have completely resolved the issue, or not been the root cause. Nothing is harder to diagnose than getting to the dock and have the issue go into remission and have to relay to the technician what it was doing and he can’t see it himself.
Well. The Dali definitely did not make any money the month. LOL
Well that ship isn't going to be making money any time soon. Should have got the problem sorted out.
@user-kl8tw8ww7g You may have misunderstood. It's a fine line between staying and going. There's pressure coming from at least two directions to leave. You know you should stay and get the work done. It's a money thing. If this is all substantiated, it will not look good for a few people.
Your are spot on about time sync! Great reporting and updates. Thanks.
Another great video. Non-internet connected systems I've worked on and deployed have used a GPS receiver to feed UTC to a time server. Seem like ships would do the same. On a different note, it would be interesting to understand how liability works in cases like this. It doesn't seem reasonable that the country who's infrastructure has been damaged (in this case the US) would have to bear all of the cost to repair the damaged infrastructure. Thanks again.
Always enjoy your show. I’ve been an active pleasure craft boater for 30 years, and have to wonder if MV D’s poorly timed turn to starboard was not due to wind or current, but from prop torque. Videos show the ship maintaining a steady course in very light air while without electrical power for about 50 sec. The vessel only starts turning when black smoke billows from its engines. If this was from the main engines backing down in reverse, that would easily explain the change in course, due to prop torque drawing the stern to port. Helpful in a smaller boat when docking, but often not allowed for in a larger ship during emergency maneuvers. I live in Halifax Nova Scotia. We have two similar mile long suspension bridges spanning our harbour. The piers are now protected with armour stone, and large container ships which frequently pass underneath are escorted by tugboats, for the bridge’s security.
Thanks for the update and clarification of time.
Great having such knowledgeable reporting to go to when such an event occurs. Stay Safe & Keep Reporting!! ☘
I’m an industrial electrician. I work on and around big generators regularly, and I can tell you that they are reliably unreliable. Well, reciprocating engine gens are. Turbines are good.
To my eye, the power outage, the power being restored, staying on for ~15 seconds or so and going out again looked to me like a heavy overload situation on the main distribution system. A big pump motor, or large heating load, something like that with internal damage would cause what we saw there. The breaker will take the load for some amount of time as long as it’s not a dead short; there are two trip conditions for a breaker. It looked to me like a fairly severe overload but not welded yet. If that’s what happened (my guess is that was the cause) there are other issues; an electrical system is supposed to be coordinated to keep a fault from cascading all the way up to the main breaker. This obviously didn’t happen; so the system design was poor or had been modified from spec. Only the faulty component breaker should have tripped. The other possibility is that they just had too much load connected; certainly possible also.
I read somewhere the ship power system was modified in China to meet green power target or something like it. The ship was originally built in s Korea.
Thanks for putting into technical terms , what I have been saying since the crash. The electrical short , should not have affected the engine and steering.
It should have stayed isolated on its own circuit. I am going for an engineer under rime pressure, looping out the system .
Time will tell, poor design or human participation.
I'm thinking inrush currents were to high from refer motors starting up. Too much load like you said.
@@erikk77 Not uncommon for it to be necessary to have a special procedure for a cold start. Used to work in a clothing factory, was stationed up front, near the breakers. When power went out, I had to turn the breakers that fed the numerous sewing machines off, turn on one at a time, a few seconds apart.
Well what happens when the fault is in the emergency switchgear everything runs through? There is nothing downstream to coordinate with, no overload on refers and you can get what happened here. There is no way they connected too much load, these aren't cadets running the ship and there will be load shedding that will shed loads if an overload happens and keep life / safety and plant systems online anyway. You can build as much redundancy as desired but things can still go dark. Doesn't mean it wasn't designed properly or operator error. I do electrical protection in diesel generating plants all over the world and no matter how well something is designed, there can always be something to get you or intermittent problems that can be almost impossible to track down. We'll all have to wait and see what the actual cause is when the report comes out, instead of making your best guesses.
This can be more than just an accident. If reports true about past propulsion and electrical issues then maybe negligence involved leading to multiple deaths.
no one has mentioned that the prevailing wind direction over that 12hrs was such as it wuld have caused an unpowered vessel offering such a large profile to drift in exactly that direction.
If the Dali actually had power issue BEFORE leaving berth, as some people are now stating it was, the company that owns the Dali is in heap big trouble.
You should not set off with any kind of power issues happening.
The Dali is equipped with two main diesel electric generators and two back-up diesel electric generators. "Electricity is generated onboard by two 3,840 kW (5,150 hp) and two 4,400 kW (5,900 hp) auxiliary diesel generators."
5:20 "space aliens using mind control" It never occurred to me that that could be a possibility. But you never know for sure...
When the Titan sub imploded there was a lot of online chatter about sea monsters.
This is what we are up against.
99.9% sure is good enough.
It was the artesians.
true, the gravometric pull into the quantum space around the edge of the flat earth creating stray EMP pulses bouncing off the atmosphere is another real possibility
@@tyronetrump1612Had me laughing on this one but please do not get the flat earthers stirred up. Everything will really go completely sideways then.
We will have to wait until NTSB releases a factual report (hopefully) in a month or so to know exactly what failed and restarted in terms of electrical system at time of accident. The analysis of what happened at the dock earlier will likely have to wait till final report in 2 year. NTSB or others never release any data that can lead to media and lawyers drawing their own conclusions. Providing info that they had problems with elctrical system prior to departure may lead people to blame ship,s crew, but it is also entirely possible that the fuller story includes crew fixing the generators prior to departure and running all the tests to satisfaction (only to see failures happen after).
Thank you for your report. Since at least 6 persons perished and a significant part of the bridge collapsed, its not an incident but an accident
And that makes it a fatal accident.
There is a big difference between a breaker tripping Refers and a major ship blackout… I don’t see any relation between those two events.
The common item could well be a fuel tank, lack of fuel can stop any engine, water in the fuel will also impair the performance of any engine. I think there may be enquiries into many parts of the ship's operation.
The ship and the stack of containers on the deck made a big sail. The wind direction would push the ship toward the pier.
A very fair round-up of the current situation.
🙋♂️THANKS ESYSMAN FOR THIS UPDATE,WE APPRECIATE YOUR OBJECTIVE OBSERVATIONS 👍💚💚💚😊
Owners operators are 100% responsible.
You must be an experienced maratime lawyer.
@@mrschuyler You must either have failed to understand or are in some kind of little snit because of what he mentioned, nobody. By the way, your spelling error was cute.
The captain knew he was in a highly precarious location, but delayed dropping anchor after the first power outage for two minutes. He should have had more than four minutes to slow/stop, but instead had less than two. Is this incompetence or corruption?
@@ohsweetmystery Anchors have very little influence on a ship underway. It was dropped because the pilot noticed the stern was swinging from the ebb currents from the channel they just passed and likely wanted to keep from swinging too far. It wasn't to try to stop the vessel.
Let the investigators find the cause of the accident
If this electrical problems are true than there is zero excuse for this tragic incident and the owner(s) should be held completely accountable and responsible for this incident
There is no reason that the master ships clock/time server should have to be manually set or adjusted because the GPS system(s) I would hope they have redundant receivers and antennas receive and can propagate the time signal from the GPS satellites that it is receiving its signal from.
Yup, sounds like a crew problem. Must be a bunch of family hires.
If owners are responsible. Then where are the manslaughter charges. 6 people are dead and billions of dollars lost.
Being g responsible and being held responsible are very different things when you have money.
the Coast Guard says that the ship have a routine engine maintenance in the port. If the Coast Guard knew, it was documented. Maintenance must be documented and also checked by the port authority. The port authority then gives the OK to continue the journey. The port authority can also detain a commercial ship until it no longer has any technical faults.
Under these conditions, the owner is not responsible for the engine failure. But the port authority who checked the maintenance and gave the OK to continue the journey.
In addition, there may be possible misconduct by the local pilots, the captain and his crew. The pilots may have made incorrect suggestions to prevent the accident. The captain and crew may have reacted incorrectly in an attempt to avoid the accident.
So there are many possible culprits. But the owner isn't actually one of them.
@@muratti72muc Yesterday a lady who works at the port said the Dali was having electrical troubles while the ship was being loaded. She stated that the generators that run the reefers on refrigerated Conex banks was popping breakers and causing other electrical problems and that the reefer boxes were being powered by shore power. She said the ships engineers said they had corrected the problem(s). That all said I have to disagree that the ships owners are not responsible because unless negligence of the two MTA ship’s pilots can be proven the fact remains that the ship malfunctioned and that malfunction ultimately caused the accident
Thank you, keep working.
Every Marine Vessel has an atomicly perfect clock on board called GPS. If we are still setting clocks manually on any vessel that is a failure in systems intigration that should long ago have been resolved. Keep up the great work eSysman!
An electric clock stops without power. A mechanical clock is the back up.
wonderful intelligent information.
AIS and any NMEA2k connected devices will sync time from GPS - it’s a standard pgn.
If it’s a big ship like DALI then you can still sync Windows NTP with gps.
Down to earth reporting. Tank you!
If they are preasured to go ahead, the owners whoever are responsable tp insure the ship is safe and at least 99% operational.
In January 1987, I was aboard MV Columbus America, a brand new Hamburg Süd Panamax container ship. The ship’s Master told me proudly that the company had spent $$$ to get a satellite download capability for synchronized time (Zulu, of course)!
I wondered about Zulu time. He said UTC, which I thought was the same as GMT, and even though I might be wrong there, I had thought that shipping used ZULU.
@@lovelightcontinuumit's the same time. Militaries like Zulu as it's clearer
@lovelightcontinuum
UTC is Zulu time
The time zone using UTC is sometimes denoted UTC±00:00 or by the letter Z-a reference to the equivalent nautical time zone (GMT), which has been denoted by a Z since about 1950. Time zones were identified by successive letters of the alphabet and the Greenwich time zone was marked by a Z as it was the point of origin. The letter also refers to the "zone description" of zero hours, which has been used since 1920 (see time zone history). Since the NATO phonetic alphabet word for Z is "Zulu", UTC is sometimes known as "Zulu time". This is especially true in aviation, where "Zulu" is the universal standard
You might have heard recently that NASA has been instructed to develop a strategy for a new time standard for use on cislunar missions to provide improved navigation and related services on and around the moon. While UTC is tied to Earth-based systems, relativistic effects mean a second on the moon is not the same length as one on Earth. For example, to an observer on the Moon, an Earth-based clock will appear to lose on average 58.7 microseconds per Earth-day with additional periodic variations. While that difference is imperceptible for most applications - it would take nearly 50 years to build up a one-second offset - it is a problem for navigation and related applications, like space situational awareness and proximity operations, where higher precision is required.
the dark side of journalists....zulu time. something that only me and some other million seamen may know about...
Depending on the clock system installed on the ship, it is possible to receive time from the GPS.
The last ships I was involved with used a time feed from the GPS which linked it to navigation and radio equipment, bridge automation, alarm systems, power management system, engine room automation and the ship's clock, cargo systems. I believe it was specified the PCs were to receive the GPS time but I can't remember if the connection could be made.
I appreciate your hard word thru the years !
My thoughts if it’s so hard to clear the wreckage from the boat / water ways … would it be simpler to tear part of the old bridge away , dredge area , to support larger vessels? It seems then there would be access to canal , for shipping.?
Thanks
GPS time is usually used rather than internet time servers for mobile communications.
Equipment attached to GPS get extremely precise time. So have to assume the bridge would get good time even if not conected to the Iternet.
But you still need to verify all time stamps includeing that or when audio records a noise.
Will be interesting to see if they are able to get precise enough to tell whether the first noise was the top of bow touching one of the pillars supporting bridge or whether it was lower down the hull at water line rubbing against foundation of the pier.
Research MSIB 036-24 and MSIB 037-24. These cover the security area and the first auxiliary channel. The use of the auxiliary channel is DISCRETIONARY and passage of the security zone is subject to approval by COTP. The proposed south auxiliary channel will have a controlling depth of 14’. This will only allow the smallest of tug and barge traffic through, with need being evaluated on each case. The Army Corps of Engineers has released a phased plan for the removal of the center span and the ship which includes the position of the Weeks 533 on the west side of the bridge and the Chesapeake 1000 on the east side of the ship performing a tandem lift. The light load draft of the Weeks 533 is 9’. The auxiliary channels are more realistically for the position of equipment around the work site and not for the purpose of commercial traffic, but will allow their use when deemed necessary.
Thanks!
Negligence on part of crew of container ship. They should not have sailed with electrical issues, and at the very least, requested extra Tug Boat escort help.
I know they would probably be able to sort these problems out once under way, but if control of the ship was sketchy there should have been tugboat assistance assigned just as a precaution. This isn’t necessary for the vast majority of departures but the port boat pilots should be able to make the call on this.
I read last week on this dali ship that it has multiple backups for steering controls on the rudder and it stated that even if the engines had total failure the ship still had multiple ways of controlling the rudder. How did this ship get certification to go back into service? And 2016 the dally hit a Stonewall birth at the Port of Antwerp during unmooring maneuvers. And after that it was sold to singapore-based Grace ocean after the accident. And last June a routine safety inspection at San Antonio chili found issues related to some of the gauges and thermometers linked to Dallas propulsion and auxiliary machinery and according to Tokyo mou and organization that promotes safe shifting issues word grounded to detain the ship flying under the Singapore flag and it was unclear exactly what they were. A standard ship examination by the US Coast guard later last year found no deficiencies, The aquatic Marine database showed but it was undergoing engine maintenance in Port before the incident and the Coast guard said records and statuary certificate show the Dallas structural integrity and functionality of its equipment were valid at the time of the Baltimore incident the Singaporean government said. The vessel also passed two separate four important inspections in June and September of last year although a faulty monitoring gauge for fuel pressure was fixed before the ship departed port. Why isn't the deli that is managing operated by synergy marine and on charter to Dana shipping giant AP Mahler Maersk A/S being held responsible to pay for the repairs of this bridge instead of the US taxpayer dollars. Biden has continuously screwed over America.
For the record, no bridge is designed to take an impact from a vessel at sea, especially one that is over 100,000 tons. This is an insurance job on behalf of the operator/owner
Question. when was the anchor dropped and made fast? The anchor cable to the port anchor is hanging vertically. Had the anchor been having any effect (dropped, payed out, and made fast) sufficiently before collision, then the anchor cable would have been taut and lying back toward the stern
Fabulous.
You may have a youtube compression issue with your sound.
Well the Baltimore incident seems to me and I have to add that I am no expert but that crash into the bridge smacks of poorly maintained power systems being either (or both) electrical, mechanical or maybe substandard back up batteries being installed. It is very sad that those road workers had to die like that and their families must be devastated - something that mate you seem to have no concern about. As for that burning yacht and the Zuckerberg yacht it is shows how Zuckerberg and many others have such obscenely rich lives when so many in the world live very financially stressed lives or even abject poverty, often living in the open under cardboard covers to keep warm, and without any/or decent food. What sick world we live in now!!
You can always receive the exact time from GPS (we speak about nanoseconds!).
The next time I hit a parked car after drinking, I'm going to deny responsibility for the accident, deny any fault or neglect, and ask for exoneration from liability, but if I'm held responsible in lawsuits, I'm asking for a cap on any payout of $1 USD!
Well said. 🇦🇺 😊
will add, most time servers worth anything can be configured to sync from GPS, so you can be fairly close to second accurate.
I'm just wondering why the shipboard NTP wasn't synching to GPS time, although if it was using GPS time without the leap seconds correction that would explain a discrepancy.
For GPS/GNSS to work, it must be time accurate, and many ships can/could use GPS data to set the. In fact, many datacenters also use GPS as a time source clock correctly.
The reefer electrical circuit could trip either from the reefers or not enough power.
One question comes to mind. Did the ship have sufficient generators running to provide power to all circuits or was there a generator out of service.
LOL s
😅😅😅😅😅😅😅😅😅😅😅😅😅😅😅😅😅😅😅😅😅
Hopefully the investigation will determine exactly which generators were running and when each was running. Equally important is what both the real and relactive load was on each generator and when those loads were on. This is a lot of data that may not be available. Load share problems lead to trip outs. The upper deck emergency generator is not part of this scenario. It is completely independent.
When is the BBC going to hire this guy???
This is what I've been waiting to hear. I don't need conspiracy theories about the black boxes or a terrorist attack. I want to know-- what caused the power failure?
You can run a time server on a ship from GPS which is Stratum 2. Meaning it's about as good as you can get.
The level of professionalism on your channel is getting better and better by the week. The Dali incident, in particular, has illustrated this.
What was the rated power from the power plant? What was the load with all the refrigerated containers. If breakers are popping, something is seriously wrong. Did the owners order the ship to sail, ignoring the overload?
I remembered a brief mention of this on the first video I saw and I asked about it on several videos within a few days. I'm glad to find here that I wasn't imagining this.
I still wonder if they reported it to the ship's owner and were ordered to leave the dock with the problem and fix it at sea. I''m surprised that the pilot agreed to take it out of there.
Now it's clear.. In the approximate 2.25 miles between the dock and the bridge, the electrical failure took place 2/3 mi from the bridge and everyone is satisfied with that. And the cause of the shutdown, well the ship was having big probems at the dock, so we reset some breakers cleared it to launch..Whew, I feel a lot better about the whole thing.
Well it works in India....
I mean they did an amazing job on the Boeing 737 max MSCAS software
@@tyronetrump1612 Hahaha right on!
@@bill2953 i mean not to knock indians but google search " india- powerlines-city"
Are the refrigerated containers working now, they are still on the ship and must be kept cold?
NB: there 20 Indians and a Sri Lankan in the Dali crew. 9m depth seems minimal for a loaded container ship
Is there no manual steering on the Dali?
There is WWVB for getting exact time.
Why dont ships bridges pull their time from GNSS (GPS) either as a primary or secondary time keeper?
It is already a signal that is an input
Thanks eSysman tram for the updates amd generally interesting content.
So sad to see a yacht on fire - all the work that goes into them gone.
Time on board question.
Being as GPS is accurate to millionths of a second, I’m surprised there no way to ‘harvest’ a time signal for use onboard. Your thoughts? 🤔
What type of a charter was it with Maersk? If Maersk loaded the containers, then they overloaded them to the point where the containers consumed too much of electricity.
I've just seen a video of a 1000ft cargo ship, the Indiana Harbor, going out from Duluth harbour under the Ariel Lift Bridge into lake superior with 2 tugs assisting. This is the first time the guy has ever seen a ship assisted down the short canal. From some comments they think its connected to this crash. Maybe taking extra precautions.
Most likely
The minutes are the same... unless you are in Newfoundland.
I had to look it up!:
Why is Newfoundland 30 minutes off?
Why Are Some Time Zones 30 Minutes Off Instead of an Hour ...
However, Newfoundland is 3.5 hours behind UTC. When time zones were introduced in the late 19th century, Newfoundlanders chose their 30-minute offset because that was close to the local solar time in St. John's, the city where most Newfoundlanders lived.
@@festerofest4374 It’s tempting to throw in a Newfie joke here; we like to poke a little fun at them in Canada. To be honest they are the salt of the earth, the friendliest and most genuine Canadians that you'll ever meet. I live on the west coast, we have slightly different reputation out here. Lovely to get a shout out from eSysman, I've enjoyed the channel for quite some time now.
@@philhey8847 I've met some Newfies and had the absolute best time with them!
"space aliens using mind control" 🤣 Loved it, thanks!
Oh wow
The AIS get data from a GPS and some of that data is time sent out by the navigation satellites. The local times can be altered onboard but UTC should be corrected. Bridge equipment can communicate between the units with something called NMEA 182.
This is a common “language “ that navigation instruments understand and can collect data from.
We were talking about the time from AIS ‘such as marine traffic’. Web based.
@@eSysmanSuperYachts Those that publish AIS data on the web can certainly get the times wrong. What the AIS sends out of information can be of various quality depending on how they have been programmed. I have seen vessels indicating that they were 250 meters long pilot boats engaged in fishing. Normally heading,speed,rate of turn and position should be fairly accurate though you can compensate the settings for the location of the antenna.
People have commented about the time on a GPS. Yes it is exact but probably, so as not to interefere with it's accuracy, not connected to other instruments. Other equipment could be adjusted manually but ships don't run on a train timetable. So, who cares.
This day also had a major electrical. Solar storm..that impacted radio signals. It's said it also can flip railroad signals from green to red..etc. there was a G4..Kp8 storm over weekend. And on the 25th early 26th. Could this cause issues if some circuits not protected or sensitive? See NOAA endless spiral and look at impacts to electrical..Radio. GPS and satellites. Certainly the VHF Radio signals were degraded that weekend.
Wonder if when they dropped anchor it was dragged into or over the submerged old power lines/pipes on the port side of the bridge.
Yeah there was a 230KV submarine cable there. Pretty sure it was abandoned in 2021 when they constructed the overhead
@@joecummings1260 230kv…. Hmm wonder if prior to the incident the cable was live and earthing to seawater…. If so it can have an effect on ships electrical systems causing problems .
I'd have a close look at Standby Generator maintenance records!
you should also look at the maintenance records of the main generators
I actually think it’s kind of a technological miracle that this doesn’t happen more often
All the best to everyone
My son has just sat his masters exams and i can truthfully say i have never seen him study so hard. Even he admitted after being at sea learning for the last 5 years that there was so much more than people realise. So to all you armchair investigators, please let me say, these guys dont just dress up in fancy clothes with a girl on each arm, they take it very very seriously. In fact my boy is now starting his masters for engineering, he has had his own boat since 13, the ocean is his life, its not a game. Just let the NTSB do their job, the answers will come
Wendy, I know you're very proud of him as you should be! Yes the NTSB will leave no stone unturned, will take a year or 2.
Like the old saying goes "all good things comes to he who waits". Thank you for your kind words
@@colinsouthern thank you so much! When my kids were young I took the radio out of the car and gave them general knowledge quizzes, it became a thing even with their friends, they loved it. Then when my boy was thirteen I bought him a tinnie and he spent every waking hours on the water. No not rich, single mum determined my kids would have a life, a real life of fun and knowledge. So thank you I really appreciate your kind words.
Why would the ships rely on internet time servers alone? Any GPS receiver can provide time accurate to much less than one second. Also you could sync to the LF time signal transmitted on 60khz. Both seem like a more reliable source than an internet connection at sea. Also if you have an onboard time server, there's no reason it couldn't have an external clock source that was accurate enough to hold time to less than a second drift in month or more, which of course no computer clock I have ever seen can.
Wow! Of course they were having problems right? Now what we have is a question of uncorrected antecedent knowledge of potential catastrophe thereby making everything that follows exponentially more complicated.
They can deny all they want. The us courts will decide who’s at fault. The bridge didn’t hit the ship.
@dfa3366: No, the bridge didn't hit the ship, but it was built to antediluvian standards
Does anyone know why ships navigating under the bridge don't have a Tug Escort to as a precaution to remove the possibility of this type of event?
What about the time signal from GPS ? Why not use that, instead of a local timeserver ?
I would use both, ntp server for the ship with a gps module. Enterprises and datacenters do this.
If the reefer boxes were tripping the breakers, then does that mean that the reefer boxes were the cause of the electrical issues? or does it mean that there was insufficient power available, because of some issue with the ship's electrical system, and so the reefer boxes were overloading the power system?
The number of generators in service does not mean enough power if their efficiency is too low and needs maintenance repair or overhaul.
I would have thought any onboard time server system now a days would be getting its time from GPS.
The way I understand it there are multiple generators on the vessel so is all the generators failing
Michale, sir there are 2 main generators and 2 backup generators on this ship.
@@billythekid3234There are 4 main generators. 2 are larger than the other 2, but the smaller 2 are not specifically for backup. "Backup" in this sense means that a generator is designated as ready to go and can be started and placed on automatically. The "backup" generator can be any one of the four.
They did not clear a channel, they simply marked a channel under the northern intact span. That did not require cutting, but needed to be surveyed.
If breakers were constantly tripping they become weaker at holding their rated current. If they have been tripped continuously within a 24 hour time span then they should have replaced the affected breakers. Could there be an incompatibility between the reefer box electrics and the ships electrics?
Sea water and D.C. connections and contacts corrode fast and if no maintenance , current disrupted breakers trip. Fires start when connections are corroded. 💀
When corrosion grows the current slows and heat up where once it flowed. 🔥
The strangest thing I see is that we have not seen any crew onboard. No crew on the bow with NTSB & USCG. No crew on the bridge when NTSB is there to download data. I had many USCG boardings in my fishing career we always had to join them around the whole vessel during inspection.
They probably didn't want to be in their video they were filming. I don't blame them either.
@@eSysmanSuperYachts Good point, thank you.
Can't time be synced from GPS or AIS? I would think that would be simple and safer.
Opinion: probably the Dali insurance companies will be all over these topics and the courts.
Was it tripping breakers without the containers? Can we rule out a faulty container being loaded?
It does exclude the owner from the IMO limited liability provision, though.
So now it's on what, the maritime electrical workers union? I thought Joey said we'd pay for it... I'm obviously being sarcastic.
There has been a growing trend for senior ship leadership to be recruited from the developing world.
An experienced captain / chief engineer from the west would in my opinion be a lot less likely to feel pressured in to sailing an unsafe vessel.
Tripping beakers is no big thing.
Simply pinching or cutting the cable to a peticular container, trips a breaker.
Rodents can chew cable insulation as well. This is common.
That doesn't constitute an electrical problem with the ship.
If your coffee pot trips a breaker, does that mean there's an issue with your houses electrical system ?
It's safe to assume the ships power supply..is different than the cargos power supply.
Why run a massive genset for say an empty ship, or one who's cargo doesn't need electric ?
You mentioned the VDR would be off line but that is not true as it's normally supplied by a UPS
He covered this before, saying it would continue to record voice but not data from sensors on the ship. The UPS does not run through out the entire ship, from engine room, rudder position and the numerous other sensors that help the ship perform its functions. Clearly a catastrophic event happened and the company will most definitely be responsible, but for how much, time will tell
@@russellstewart5414 I know this is going to be a waste of my time replying but here goes..... There are multiple UPS fitted throughout the vessel. The machinery space alone generally has separate UPS for the automation system and the main propulsion and auxiliary equipment. The main idea for the VDR to be powered from a UPS is that it continues to record any any statutory required inputs not just voice.
@@chrismorton9736 The only statutory required input when both main and emergency power is not available, i.e. when powered by UPS, is bridge audio.
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