How Container Ship’s Loss of Power Affected Ability to Control | SY News
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- čas přidán 10. 05. 2024
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As a merchant mariner in Maryland, thank you for knowing what you're talking about and giving a rational explanation. I've been so frustrated the past two days with news anchors who don't know the first thing about ships electrical systems, and the folks suggesting it was pre-meditated.
People who never do anything, media etc, have no idea how complex our world is, and how much effort is expended every moment, by Competent Men, to keep chaos at bay.
Competent Men.
@@geoffreytoomey682 At first I thought this was a joke, then I thought you were a troll, but after finishing reading that, I think you might be serious. Listen no investigation has been completed yet, so everything you've heard about wind and fluid dynamics is just speculation. There are countless possibilities has to why the ship could have veered off course. The failure it sustained could have left the port side engines running a bit longer and that could have turned the ship. Furthermore, while I haven't heard anything about wind yet looking at the water's surface won't tell you much about the airspeeds 85 ft above the surface where there are no buildings to block it. And finally, calling them water currents is a little misleading as the theories about the hydrodynamics involved have to do with specific effects that cause pressure changes as boats move (which may strengthen or weaken in proportion to the water displaced by the vessel), whereas "current" implies like... temperature changes. (Okay, I guess that's not really a big deal.)
Tell me, how long did it take you to figure out that this wasn't an accident though? Can you explain your investigative process?
As best I can tell, anyone that paid for a journalism degree got robbed. The entire industry is an embarassment, and in the case of networks the ethos of "getting it first" above all else has shredded their credibility. Truth, on television, is purely accidental.
How do we explain the ship coming to an abrupt stop just because it touched a pylon leg?
Surely the weight and speed of this vessel would have kept it going, taking the bridge with it.
The evidence is obviously doctored, and that suggests that the event was pre-meditated.
How do you stop a cargo ship going at 8 knots in just the distance of 2 or three container's length?
@@Drottninggatan2017 A 30 foot gash in the hull [and accompanying shattered concrete] isn't exactly abrupt, and [if we believe reports] the vessel also ran aground. That's where the energy went - 98k tonnes worth. .
It's always a pleasure to watch your videos, but when you cover crisis situations and events, your industry contacts, in-depth understanding of operations and your experience shine through. Great work 🤝🏻
Amen 🙏
He is generally clueless.actually
Seems you have zero knowledge of how ships work. Just forget about terrorism behind the accident. Moreover it is manned by our countrymen who will never do the type of sabotage. You know, thousands of ships are currently managed by Indian crew, just because of their work culture, loyalty and sincerity. I myself must have crossed at least more than 50 such bridges, including USA, in my career.
@@geoffreytoomey682 It's always good to get a different take on what may have happened and not exclude the possibility of it being intentional. Hopefully those investigating will consider that possibility when looking more closely at what led up to this incident.
@@geoffreytoomey682 You need to see a professional for help.
Imagine being that last truck driver, knowing you had seconds to live after the bridge collapsed
I want to know the story of the 2 that survived, were they in vehicle to survive the fall
It's quite possible the driver remained unaware of his or her proximityt to disaster at the time...
Reminds me of that footage of the man on foot running for his life as the Tacoma Narrows bridge literally collapsed behind him.
@EliteGeeks I heard a radio report yesterday that one of the people refused treatment..I would be interested to learn more on that situation and hear their perspective.
@EliteGeeks I believe it's more likely survivors are really from the barge vs on the bridge.
Great video! I have been a professional pilot (Airplane pilot) for 41 years, I get so mad when their is an airplane incident and the media goes off on some stupid tangent that has no relevance what so ever. Watching the news coverage of this accident I have had zero faith that anything I was hearing was accurate. Thank you for the professionl explination and opinion!
That 30 second response time is truly incredible!😢
That May-day saved a lot of lives! But only because of the incredibly fast response time!
I just heard that it was some of the crew that were working on the pothole repairs were the ones that stopped the traffic.
It saved lives !
@schessor No. From the "Black box data....
_ 01:27:25 - Pilot issued a radio call over the VHF radio reporting the Dali had lost all power and was heading towards the bridge. Around this time MDTA data shows the following also occurred: the duty officer radioed to their units that were already on scene due to construction on the bridge - one on each side of the bridge - and ordered them to close the traffic on the bridge. All lanes were then shut down by MDTA._
Or unbelievable.
Such a sadness. You speak with such respect. Thanks for your coverage.
I agree I dnt live or know anybody but i feel deeply sadness for the people and the family. It's just horrible on what happen.
One of the best. Professional, detailed analysis.
as usual better and more informative than the "news"
Yes he has more time and more knowledge
The "news" hires lots of rookie reporters that don't know their asses from a hole in the ground. Source: Me. I worked for a newspaper for 19 yrs. News today is also about soundbites. They want quick and salacious, no time for long-winded, in-depth factual reporting.
I’m glad you’re covering it even though it’s not a main interest of your channel. I like the way you cover everything. 😊👍👍
This bridge was built prior to any protections being required for the support piers. Something similar to this bridge disaster happened near Tampa Florida in the early 1980s. The vessel struck a main support pier on the Sunshine Skyway bridge, causing it's collapse. Once rebuilt, the support piers were protected from another disaster happening. It's unfortunate they didn't retrofit this bridge, seeing the amount of ship traffic in this area.
The Baltimore bridge was collecting tolls could have paid for the multimillion pylon protection work.
That's what is so weird to me. The power line pylons _obviously_ have more protection than the bridge piers. Like.... what gives? Did no one at all think... "Well, maybe?"
I'm not sure that 'being required' is the correct terminology. The Golden Gate Bridge was built with fendering in 1934 to it's support pylons.
The Tasman Bridge in Hobart Australia was a prestressed concrete girder bridge built in 1965 with it's impact fendering to the pile caps of the main navigation span (2 only). The bridge is nearly 1.5klm long and was hit by a Bulk Ore Carrier in January 1975. The ship entered an eastern span of the bridge and hit pylon 18 and 19.
The ship sank, 12 people were killed, the captain lost his licence and the outcome enforced all shipping to be Pilot Serviced.
It appears this bridge has dolphins. But it also looks like they're placed a bit too far away, allowing enough room for this large ship to swing around and get into the bridge structure.
@@x--. I don't know what other protections there were, but there are dolphins around this bridge. But they look like they may be too far apart to have been totally effective.
I haul out of that port. Was just there last Wednesday moving a load out.
The Key Bridge gets busy with traffic about 6am in the morning. It could of been a lot worse. Shame people died in this situation
and what protocols do they have in place to ensure the vessel is running properly? is it the vessels responsibility or is it on the port authorities all the way up to the tugs setting it free? yeah...
Thank you for these 2 Days of coverage. Was more interesting than the in the News.
thank you for a detailed response to the incident. it helps having an actual mariner with experience at sea, discuss this.
Excellent coverage... Thank you...On a side note.. there is gossip out there that this vessel had major electrical issues the week before this happened. It is being reported by dock employees.
it also could be Ukranian saboteurs cuz the U S isn't supplying enough ammo. Or maybe space invaders from outside the orbit of Uranus. Better to be thought a fool than to open your mouth and prove it.
Why would they head off on a month long trip to Sri Lanka with such issues? Idiots.
What greed over matinence ? Never.... our entire society is based on greed and speculation so airlines shipping if they can get away with it they will. Its sad we as a spieces cant acknowledge this and enforce against it.
Awesome coverage, thank you! Am a former ship's Capt of 20 yrs and DPA for 10 yrs - and am hooked!
Love your objective comments and I despise the cynical , finger pointing and negative comments.
The vessel has 4 electrical generators each at 4000kw each. The exhausts are on the port side the exhaust stack. The main engine is 40000kw and has a bigger single exhaust on the starboard. The smoke was seen only from the port side. There is a 3000kw bow thruster also. In order to go astern the main engine must stop and then automatically reconfigure valve timing, cams and fuel injectors. before it can change direction. This is because the engine is directly couple to the fix pitch propellor. The biggest electrical load is the power to feed the reefers, refrigerated containers and the electrical capacity is the limit as to how many reefers can be carried. It is reported that in the days before departure blackouts had occurred.
Smoke may be from the boiler used to heat the fuel.
It runs on diesel not bunker fuel and so does not need heating.@@astafford8865
The fuel is diesel and does not require heating, only heavy fuel, bunker fuel does. The engine is a 2 stroke, not a 4 stroke. @@astafford8865
Respectful. Thank you so much!❤
Love your answers to the tug-boat and bridge-protection-question „they will probably do that now ….“. But the bridge-protecting- question really troubles me after that terrible disaster in Tampa FL 1980. I thought this would never happen again … on the other hand: It went fine for fifty years near a very busy port, day in and day out …
It had protection further out, but the spacing was too wide to stop the ship. It looks to me like they were placed to stop a ship moving the correct direction but out of the main channel but not positioned to stop a ship that angled into the bridge like what actually happened.
Thank you for the detailed update.
How is the insurance/underwriting going to deal with it? There is an enormous financial impact; the damage on the ship, the bridge, cargo, port delays, demurrage charges for other ships, "the clean up operation", not to mention the loss of lives.
Insurance cover isn’t unlimited so they will max out those policies, they will probably declare general average to split the rest between all the owners of those containers and I would guess the owner company only owns this vessel and so will ultimately fold as the the claims will total many many many millions
Not a good time to be a Lloyd's name
@@djcwilso Not sure it will fall under the scope of the general average in this case. The legal battles might be expected in the coming years.
🙋♂️THANKS ESYSMAN 🤗 FOR A GREAT UPDATE ON THE 🥹 SAD SITUATION 💚💚💚
The key item is the fact that the main supports on the bridge were certainly not protected from a ship. If they had a safety island around the main bridge supports, then the ship could not have struck the bridge at all. The main critical design flaw of the bridge. Same as the old bridge in Tampa Bay. and the ones on the Mississippi river.
I just had a conversation with a neighbor who already knew 'for a fact' that the collision with the bridge was 'on purpose.' She'd seen one video one time on some outlet that was full of the usual conspiracy-theory comments, and absolutely refused to let me describe to her what I'd learned from the hours I'd spent yesterday perusing multiple sources (including some two hours of Sal Mercogliano's intensively detailed coverage, who I reckon knows a tad more than she does) and then changed the subject to how awful it is what 'they're doin' to D****d T***p.' Whatever.
And she's a nice lady, one of the best neighbors I've ever had and I've known her for years. But when you see that someone is absolutely determined not to become confused by the facts, when they get in the way of the conclusions they'd jumped without the least knowledge of what they're talking about, it is what it is.
Got all the info she needed from truth social!! 😅
@@SVPearler Farcebook, I gathered, where any confirmation for any bias can be serviced agreeably.
@@OOL-UV2 Whatever all this means.... much of it strikes me as a tad too simplistic for my tastes: my neighbor and friend isn't crazy, she's one of the finest people I know and it isn't my place nor particularly neighborly to diagnose her for her biases. Nor is it clear which people, authority, government or official stories you are referring to in such sweeping terms as to render them meaningless. Yes, there is crazy on ALL sides, since the internet has been mostly useful for the open-source obfuscation and trendy armchair judgments needed to keep many convinced there are only two sides. Other than that... what was it you meant to say, again?
USA the home of the tinfoil hats sadly
Q, russian trolls and now 50 cent army.
It's a shame the authorities were not able to get word to the working crew. Thank you for the detailed explanation.
Police were able to stop traffic but not enough time to communicate to get crew off the bridge.
Maybe the ship's horn was blowing loud and continuous as a responsible warning from the ship to whomever was still on the bridge
Very informative! Much better than the others I watched.
I too, was wondering if it perhaps was hacked, but you answered that question and I'm relieved to know this is not another stage in warfare, and that it cannot be done from the outside.
Great work, and thank you for such a thorough update.
Thank you for a speculation free video. Many news sources are reporting on the recovery of the VDR data from the ship. In reality this will involve plugging a USB memory stick into the VDR on the (ship's) bridge, or possibly removing the VDR Data Capsule from the monkey island (eSysman will explain). However, news reports are running with "Divers recover Black Box data recorder from icy waters .....".
better coverage than the news!
additional point:
you can see from the horizontal smoke plume that there is a strong SOUTHERLY wind, which would push the ship off course, as it actually moved
Thanks so much for educating ppl ... I was on a Tugboat at the time this happened! Everyone on board is good... I feel for the Captain an crew of Dali...this is hard for all ...but mostly the 6 men still below the water ..thanks for your videos
I dont believe the anchor had anything to do with the vessel veering off course. If anything, the port anchor would have actually "pulled" the bow around the port, which is opposite to what was happening. The black ploom of smoke, in my opinion, was the vessel coming full astern in order to try and slow the headway. The AIS data showing the vessel speed would suggest this as well - the speed was reducing before impact. By coming astern the stbd swing of the bow is exacerbated due to transverse thrust (the propeller would turn counter-clockwise when coming astern and would therefore "pull" the stern to port and the bow to stbd - similar to the way a paddle wheel works). I also wonder what the under-keel clearance was? When there is a small clearance between vessel bottom (keel) and the sea-bed ship's movements can become quite erratic and unpredictable. Once the VDR data is analyzed we shall hopefully have a better insight into what happened.
You know your ship. Have an appreciation for Captains. Lake Erie Rat. Wouldn't want to be in this Captains shoes.
@@diannaschmidt6545 I spent 3 decades at sea with around 15yrs in command. Having said that, I agree with you, I would not want to be in that Captain's position right now, whether the outcome of this is due to negligence or not. As the person in command, the Capt is bearing a massive load on his/her shoulders right now. Its a sad day for the lives that have been lost, the general shipping industry and everyone else that will be affected by this for a long time to come.
@uavertical9076 Changes to come, that should have already been in place. Protecting piers? We're 35 knot winds present? Bottom line, tugs were needed.
You gave better information than Lester or any other News Anchor
Thank you for your input on this. Amazing work as always
Thank you for your insight on this most unfortunate event.
can you believe the luck/timing of that trucker
Thanks for the update and detailed coverage!
It's an emergency generator ... not a UPS (uninterrupted power supply).
If not for that MAYDAY call giving time to stop traffic, this would have been much worse.
Excellent update.
@:50 "the tugboats have already left" .. it may be protocol in that Port that the tugboats only take the ships out just so far.. but it's astounding that they don't accompany the ships beyond the bridge, which would/should be a normal safety protocol considering the relatively narrow passage under the bridge.
Every port is different in their protocols. This type of an incident is relatively rare.
Maybe tugs are only needed depending on the traffic...this happened at the night.... So maybe if this happened when there was more traffic, tugs would be used.
alot of it is to do with cost.. Tugs are expensive
TYhank you for a sensible and calm analysis!
Thank you for your knowledge and insight into this incident. Facts are hard to come by these days, but they're always available on your channel!
Great work. Thanks 👍
Would the two tugs have been able to stop, or change its direction enough in that short time to stop this?
it is possible yes. Tugs can help with breaking and steering. might have mitigated the damage. and they could have aimed the ship for the multi supported parts on the side of the mainspan maybe. so collapsed area would be much smaller.
Other sources verify that tugs were with the ship but left when the ship was in the center of the harbor and halfway to the bridge itself. That sounds like SOP tugs are released when the vessel reaches a certain point.
Those would be harbour tugs, used to pull the vessel away from the docks, turn her around in the channel etc. There is no requirement for tugs to escort vessels transiting the Chesapeake waterway. I'm guessing that regulation will now come in, and be extended to other similar critical waterways too.
@@shreepanickerBuy shares in Moran Tugs
I went back and listened to the transmissions on broadcastify. Seconds before the bridge fell into water, a cop notified he was gonna drive across and grab the construction crew. He was almost another casualty.
It’s always good to hear a marine professional’s view and analysis of this tragic situation. It is amazing that more people didn’t perish, as you say most probably thankfully due to the amazing quick police action in stopping traffic on the bridge.
If as reports suggest the vessel dropped her port anchor, why did she veer starboard? That seems illogical! Further, there was a BA 777 aircraft loss at Heathrow, where the senior pilot overruled the normal procedure, which enable her to crash on the airport approach rather than the civilian population just outside the perimeter. It makes me think that as the vessel was so close to the bridge, would the better answer have been to not drop the anchor, and let her drift naturally on course under the bridge?
You have to also conclude that any report subsequently submitted, must ask why the tugs were not mandatory under a bridge with no sea-level span protection - crazy cost saving measure I bet, sadly.
Anchor weighted but when power came back on the ship overcompensated and stern pushed ship to starboard is what I heard.
@@yvonnetomenga5726 correct, when a single screw vessel goes astern the prop turns counter clockwise and something called transverse thrust comes into play - think of the propeller like a paddle wheel - when it turns counter clockwise the stern gets "pulled" to port (bow to stbd).. I can almost guarantee that ploom of black smoke indicated the vessel coming full astern which would have generated a large transverse thrust effect and exacerbated the stbd swing of the vessel. Hindsight is a crazy thing when we have time to analyze what went wrong but in the heat of the moment the decision making process had to kick in rapidly and Im guessing the bridge team believed this was the best action to take (if this turns out to be what they did, but I guess time will reveal more details).
The call to the bridge authority was probably via cell phone. That was a fixed bridge , so there was no need for a bridge tender to stand by a radio for openings etc.
Minor note that ship has one main engine not engines. When the main engine and all the ancillary engines go out , it is usually a fuel problem. Something like air in the fuel line from a day tank . It may have happened while they were switching from harbor fuel to sea fuel, but somebody didn’t bleed a major fuel line ,imho.
shows how complex running these ships are, but a task like that was probably delegated to a basic seaman, maybe even illiterate from some 3rd. world country, and whoops. and dropping the anchor?? you just lost use of your rudder, and "helped" the ship slide off course, making things worse. Like a plane they say "fly the plane" or in this case, "run the damn ship" .
The generators run on MDO and the main engine on HFO so there is no reason to switch over and they are on separate fuel supply systems. I'm not sure if there is a requirement to switch the main engine to MDO when entering/leaving port in Baltimore (i think they might do this in California) however if this was the case then I very much doubt they would be switching this over whilst they were still in port limits and during a very critical phase of the pilotage.
@@uavertical9076 We will have to wait until the Coast Gaurd and the NTSB issue their findings.
No. The generators use the same fuel as main engine. HFO@@uavertical9076
@@user-zf3xb3qx8w It was the port forward anchor that was dropped, not the starboard. If anything, you would think that it would drag the ship towards the left, not the right. What might have happened is the anchor wasn't heavy enough and couldn't catch anything in the silt to help slow it down. And as a result, was just being dragged along the sea floor by the huge mass of the ship.
That's my armchair theory anyway.
Thoughts & Prayers to the families that lost loved ones working on the bridge deck..
thank you for your thorough analysis.
Tug escourt not required by captain of the port - ....But like you I am sure they will be required in the future.
I would have figured the tugs would escort it past the bridge. Not just away from the dock.
Tugs cost A LOT of money... they are very rarely used for anything other than maneuvering alongside or away from the dock on departure.
@@uavertical9076 That ship was almost 1k feet long?
@@Cerceify correct, however its still not common practice to have tugs escorting a vessel once they have left the pier - unless the Capt requests this or its a port requirement.
Thanks for the update
Its great to hear for once that actually the best was done by those responsible at the time: the pilots did the mayday, and the police responded within 30 seconds to close the bridge quickly and save many lives. So often these videos are about negligence, poor procedures, unlucky combinations of events. This time clearly the responses to a quickly emerging disasterous scenario were the correct ones and those in charge at the time did everything right. Well done to those involved.
I am a retired senior engineering officer , what i'm not understanding is why the normal proceedure of running multiple generator while on standby doen't seem to have be carried out. we alway ran a mimimum of 2 generator and doubled up on steering pumps etc
All depends what caused the blackout. You may have 3 gensets online but if the issue is on the swbd side they will simply fly away.
@@tomeksZzzz they should be on independent switchboards with a tie breaker that will immediately open when a fault is detected on one side?
Going by the sudden blackout scenario, then restoration of power fleetingly followed by blackout again, there is a strong possibility of improper grade fuel being fed to the genies, resulting in clogging of fuel nozzles.
@@shreepanickerDo they use heavy oil that needs heating?
The gennys use the same fuel as the ME. It could be dirty filters. Lube or fuel. An alarm event may have shut down one jenny. Leaving the other genny to become overloaded and causing it to shut down./ trip. Maybe the seawater strainers became blocked causing the engines to overheat. And trip. You will have to wait. @@shreepanicker
After Tampa Bay, Baltimore had a chance to prevent such an accident but did not.
The 4 dolphins are too far from the bridge and did not prevent a ship from hitting it.
Speed and mass of ship, current, wind, all external forces affecting the inertia forward on a straight line, basic physics involved seems to me, I'm an amateur guessing why piloting errors. Most interesting Mr. eSysman, as usual, thanks.
Some what is your take on the main engine engine going out and the ship's navigation lights at the same time.
And it seems to me it took too long to get the auxiliary generator functioning.
It is simple. the engine needs electricity to run fuel pumps. Lube oil pumps. Cooling pumps both freshwater and seawater. And engine control. No electric no engine. Simple as that. The engine is not self running. None of those things are crankshaft or camshaft driven
Wonder about the insurance company issued for this ship?? bridges are somewhat expensive things to replace.
Humans lives lost and the cost of a new bridge is in the neighborhood of $1b+. Economy affected because of the accessibility. Whoever owns this ship is going to be bankrupted.
Look at the US Limitation of Liability Act of 1851 (still very much in force) and the International Convention on Limitation of Liability for Maritime Claims (LLMC).
There are layers of re-insurance, and at the end it will come to your premiums for car insurance going up :)
As for remote access/ internet. Critical systems SHOULD be isolated, that doesn't mean they are. Have you heard of Stuxnet? The old thing with this is that they were too organised to close the bridge. It could just be a breaker/ short, it could be more. I have an urge to watch Speed 2.🤔
(20 years in IT, creeps up)
Question: Why did it continue to accelerate if the ship's systems (and engines) were repeatedly failing?
This isn't adding up...
@@garethevans9789 it didnt.. if you look at the AIS data the ship was slowing down.. that puff of black smoke - engines coming full astern (in my opinion)
@@uavertical9076black smoke could be the boiler
Thanks for the update and analysis.
You briefly mention the GMDSS 24volt DC battery back up, however neither you or any commentator have mentioned the failure of the vessels navigation lights during the first blackout??? The navigation lights should be on the 24volt DC board and there should never be a situation whereby the nav lights fail? This suggests IMO there was an extraordinary event on board?
Agreed, seems like the 24volt backup never worked.
In the reactions I read a lot of comments that only prove the authors have absolutely no knowledge about shipping or commercial ships.
thank you from Oklahoma usa, I love how eloquently you speak, you make me feel so much better... so many people will be affected/effects of this big nightmare!😢
I drove up today to see the disaster site. Truly surreal in person. Maersk has a lot to atone for what their chartered ship has done to the state of Maryland and the city of Baltimore.
Maersk is just lessee.
its not a Maersk owned or operated vessel. The only chartered it.. I believe they would have done their due diligence to ensure it was manned correctly and had all certification in place however they are not the owner of the vessel.
@@uavertical9076 they lease vessels like the Dali from companies like Grace Ocean ltd and synergy because they offer the best prices. How can they offer the best prices? They’re flagged in places that don’t hold them to high standards of seaworthiness. Maersk knows this and charters ships with them anyways because that’s capitalism, money over safety. The profits of Maersk over the vital infrastructure for millions of Americans. Not to mention the 6 men who died.
They are culpable.
You think Boeing isn’t culpable because their contractor Spirit keeps building 737s that are falling apart? That’s not how the world works.
I'm glad you specified that this event happened in local time... I would have thought it happened in my timezone, here in the east coast timezone.. Thanks for the clarification!
May God Bless those that are lost. As well as everyone involved in this tragedy.
I've picked up more (good) information on your channel than on the big networks!
Prop Walk...
That's why the Dali turned to starboard.
Perhaps. I've also seen suggestion that it could have been bank effects from the water of the tributary river coming into the shipping channel in the area the ship drifted through on the way to the bridge. Presumably if they lost power to the engine the prop wouldn't have been torqueing the ship too much. Probably contributions from both, to be honest.
Best video with best immediate information yet
If the prop of that ship was into full astern to attempt to stop any forward movement, the stern of the vessel would be pulled sideways by rotation of the prop while the vessel is still going forward. Right or Wrong?
100% correct - its called transverse thrust and in the case of a single screw vessel the prop turns counter-clockwise when coming astern which means it would pull the stern to port and the bow to stbd.. as we can see in the video.
The tugs leaving the ship before it entered the most hazardous part of its departure from the port is going to be a hard action to justify.
Hindsight is a beautiful thing... I'm a master on harbour tugs in The Netherlands. It is common practice the captain of a cargo vessel sends the tugs off after the ship is clear of the quay, making headway and is under control. In some cases however, the tugs are asked to remain either connected or at least standing by escorting the ship if there is any risk expected ahead. This also depends very much on local regulations which vary from port to port.
It should be foresight. You don't let a huge ship like that head towards a navigation hazard without tug supervision. That just wouldn't be allowed at Sullom Voe in the Shetlands. @@MRood-su1yi
@@MRood-su1yi Would 2 tugs be able to steer a ship of that size and weight away from the bridge pilings? The ship is awfully huge.
They should have provided the tugs necessary for any potential situation.@@lesflynn4455
The fact that steering gear and navigation equipment is not run off an uninterrupted power supply makes absolutely zero sense to me because on my 32 foot Express fishing boat my each of my gps’s, chart plotters depth sounders, “fish finders” and radars are split between two battery banks and are being charged off different engines, as well as being able to be charged off the boat’s generator and or shore power as is batteries to start the engines and generator. I will admit that when I purchased the boat several years ago everything was wired into one battery bank and I thought whoever wired the the boat originally did it wrong and I immediately split starting of the engines and generator to one battery bank and electronics to another battery bank and had a battery for the electronics short out and drain and fry the other batteries in that bank and in bad weather had to come back home using my compass and getting radio fixes from the coast guard. After that day I vowed that would never happen to me again and ripped all the wiring out of the boat and started again from scratch starting with separating everything for maximum redundancy. I guess my point is if I can do that with my little fishing boat I see no reason something similar can’t be done on cargo ships etc.
Navigation equipment is likely on a UPS, the problem is the steering gear on a vessel like that is absolutely massive and likely some electro hydraulic setup requiring dozens of horsepower equivalent which is a lot harder to setup in a way that can be run as a UPS
@@Simon-ho6ly 100% correct, the bridge has its own UPS system and those would all have remained powered up during a blackout.. the steering gear on the other hand is just too big for a UPS.. the size of the hydraulic rams to move the rudder are HUGE...
@@uavertical9076 I am assuming that the rudder is either turned by hydraulic rams if that is the case a battery bank could certainly run a hydraulic power pack large enough to turn the rudder or the rudder could be powered for maybe one or two sweeps lock to lock by a hydraulic accumulator that is kept charged by a hydraulic pump used to to turn the rudder under normal operation. I am a firm believer in the 6P’s and firmly believe that “Can’t never could do sh*t”
@@uavertical9076 Maybe I miss understood our esteemed host of this video but he made sound as if the ship lost electrical power navigation equipment etc would go down until the backup/emergency generator came back on line which I admit sounds rather silly but the biggest boat I have ever been on while under power was 70 foot commercial fishing boat that if I had known what I know now I would of never stepped foot on that monument to corrosion and rust because nothing on that boat was redundant except for the rust
@@gullreefclub navigation equipment is quite a broad concept and could include things such as the main engine, rudder, bridge equipment etc.. the bridge equipment would be connected to a UPS system but things like the steering gear would not be.
A good explanation from a true Marine expert.
If the Tugboats left as per their SOP, how and when would the 2 local pilots leave the ship? Why were they on the ship for, after clearing Harbour? How many seconds would it take for the port anchor to reach seabed. Did this action actually make things worse by yaw-ing the ship to starboard side and hence towards the pier? Where did the power supply for the anchor come from?
The wheelhouse view can barely see above the stacked containers. Seems like she was fully loaded with 10,000 containers instead of 5,000+ as reported.
Im not 100% sure on the Baltimore pilot arrangement but the 1 pilot could have been the docking/undocking pilot and the other pilot was onboard to escort the vessel to the pilot station which lies outside harbor limits (out to sea). The other scenario is that maybe 1 of the pilots was a trainee. Either way, there would be a pilot onboard until the vessel clears the port limits.
It would not take long for the anchor to reach the seabed. The anchor does not need power to deploy - so long as the clutch mechanism has been disengaged (which is standard practice when coming into and out of port). The band brake would need to be released and the anchor would then run out under its own weight.
The port anchor would, in my opinion, have had very little effect on the vessel movement and, if any, it would have pulled the bow around to port, not starboard as suggested.
As for container numbers, we have no indication on what was stowed below deck..
The pilots would leave via a pilot boat. Maybe after the Annapolis Bay bridge, about 15 miles further south. They provide local knowledge and guidance for the ship's captain in the narrow dredged channel for ships. Very few seconds for the anchor to reach the bottom - it's only about 55' deep. Not much power (if any) required to release the anchor - just release the brake with a big handwheel and release the chain stopper. Gravity takes over. The view is typical of container ships. No it didn't have 10,000 containers. It is a ~10,000 TEU ship. A TEU = twenty foot container equivalent unit. Most containers these days are 40' thus equal to 2 x 20' containers. So more like less than 5000. I have read 2nd pilot was a trainee. I don't know when Baltimore pilots leave but maybe past Annapolis/Bay Bridge. Or they may go as far as Norfolk. Or they may be other pilots for the lower Chesapeake Bay that come aboard and take over.
Thanks for sharing, shared.
Whenever a conclusion is reached within in minutes. Know something is up....how about an investigation 1st. I'm feeling those September qll vibes.
No one is noticing the current from the river to the starboard. Increased rain may have increased the flow and caused the ship to compensate toward the bridge and then spun the ship when it hit the aftward half. 😮
It backed out. Was out of control due to blackout. Simples
@@astafford8865 yes but the only thing that can turn that ship that fast is a current or the wind. Take a mile to make a circle. It practically spun out. Been raining a lot and that river mouth is the biggest in the harbor.
Thanks for providing this information. I've begun posting it in the comments section on posts that have misinformation and conspiracy theories.
Thanks for your reporting on this tragedy
Good reporting.
It's just amazing in 2024 that this could happen. Tugs should have been required to escort past the bridge. Most critical part of the passage out of the harbor.
Easy to say, but bear in mind that the bridge is nearly fifty years old, and many thousands of ships have passed beneath it.
Tugs are expensive, and would certainly slow down the flow.
Shoals near the bridge piers would be cheaper, and a one-time cost.
There is a point where you cannot mitigate against every possibility.
This used to be a requirement according to a comment I saw on another post. Of course in the interest of economics tugs were allowed to be cast off before a large vessel had passed under the Keys bridge.
Tugs cost money , and are normally discharged in every port once rudder control is possible in open water.
@@richardelliott8352 It's not really open water until the ship is beyond the bridge. Tugs do cost money but a broken bridge and a major harbour blocked off cost rather more.
Great reporting, as always! ❤
Thanks for a sensible explanation of events.
Why no signal horn?
Because the bridge wouldn't hear it. Or get out of the way.
Because the bridge wouldn't hear it. Or get out of the way.
electronic communications are more effective , and a horn would have been useless .
Some of these conspiracy theory comments are comedy gold.
I know it may be a relatively old bridge, but what was both surprising and shocking is how the entire lot collapsed, instead of just one span. Engineering, technology and building practices have come leaps and bounds in such a short time frame.
I also must say, most of the population of humans across the globe send our sincerest condolences to the families and friends of the one's they lost.
A bridge of that type, even if it was built last year, would have suffered exactly the same kind of failure.
The entire thing is a stressed and balanced unit, all members in stress and tension, so a failure of any part of it will bring the whole thing down.
What was missing was adequate protection for the piers. Will be interesting to hear the explanation for that.
According to Sal on 'What's Going on With Shipping', tugs are in very short supply so they were pulled off for other tasks, once the ship was established in the channel, AND that the Key Bridge was built before enforced piling standards were established.
AND ALWAYS, at the bottom line, is MONEY--where to spend tax revenues.
If so that will change in the future right!
@@eSysmanSuperYachts As long as interest and money lasts...
ALWAYS SHARING ON TRUTH SOCIAL MEDIA GOD BLESS YOU BROTHER ❤❤❤
Dumb practice of not having the Tugs active until PAST the bridge…
There's two more bridges after that one: the Bay Bridge and the bridge/tunnel at the entrance to the bay. Do the tugs go all the way to the ocean?
@@michaelsommers2356do those bridges have protection against being struck? If no, then Yes.
Great coverage
Very informative! I feel like I actually got some potential answers or at least some insight watching this video.
Another DEI hiring failure. Just 2 days before this happened, the company posted rainbow flags and bragged about its DEI diverse hiring practices.
Great video! Thanks!
I think they need some kind of a guide to keep boats on track from hitting any pillars in case they lose power. They should have concrete pillars as a guide. If they lose power they hit those pillars keeping it on track so this won’t happen. My heart goes out for those that lost their lives.
Back in the day when they build that Bridge ships where Not as big as they are today
@@montiro8999 There is still something called upgrade. California is all over this accident to know if our bridges need it.
Question: the NTSB mentioned the Voyage Data Recorder only has limited number of parameters (but does include engine RPM).
I recall you doing a tour of engine room of a fancy row boat and it was very impressive with lots of electronics. Is it fair to assume that a container ship built in 2016 would have similarly equipped engine room with a lot of logs being capture of various engine parameters? Or was that ship you did a video of equiupped as a Rolls Royce being a luxury yacht while a container ship would be fitted with far less impressive gear in engine room?
The VDR captures a fair amount of data and there is also a voice recording that would capture what was being said on the bridge at the time of the incident. The VDR however would likely not capture data on what caused the blackout but engine room logs would allow investigators to help trace the fault.
I'm guessing that that tug support will be changed all over the world from now on until ships pass under the bridge. It's a surprise that they didn't have barriers to protect the stanchions.
Honestly, i have my doubts whether protection barriers would have done much. When you have vessel with a displacement of up to 149,000t (fully loaded) and doing 8kts there is a lot of kinetic energy there! A barrier might have slowed the speed down a little of perhaps helped to alter the heading but this is all speculative.
Thank you for your informed analysis as best you understand it. After one watching one news report l have given up on mainstream media's sensationalistic bs.
Excellent summary of the Key Bridge incident.
Have gone under that bridge several times and have never had a tug during the passage and there is an anchor guard, but on newer ships they can drop anchor from the bridge
Great info!!