You can check out the previous videos regarding Baltimore Bridge Collapse : The Full Story About Baltimore Bridge Collapse : ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-MDpQSJmlZpE.html 4 Facts You Don't Know About Baltimore Bridge Collapse : ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-fWT_qg-r8T0.html
The amount of information that guy provides in one video is equivalent to a year of maritime studies. I think if I continue watching his videos I'll become a Captain in a couple of months haha
Another great video (at.75 speed)! It's so interesting to learn that there are hundreds of ways a ship can lose power and then you explained the fuel oil in more detail.. I'm not familiar with boats let alone ships and yet feel this complicated topic was explained so thoroughly, simply and quickly! Thank you for also showing your source material and the history... Never heard of that Hawaii disaster! Thank you for following this topic. Your input is so valuable.
Basically the error maybe the ships Captain and Chief Engineer conducting a critical event while in restricted waters if I’m following your logic? PS - Would the MV change over the fuel had it not been 1 AM when no one could observe smoke leaving the ships exhaust? PS2- Ports of LA and Long Beach are installing shore power at pier side both to reduce pollution and to allow ships to avoid using diesel generators while at pier side. PS3 - Thank you for clearly outlining these potential root causes. Hopefully the NTSB will be able to ID the ultimate causes.
My destroyer was in a screen at the back of a formation around a heavy, immediately after the formation executed a course change we dropped the plant. Unfortunately, since we were still in a turn we continued and did a 360 degree movement. Since we were at the rear of the formation we were not at immediate risk of collision; however, compounding our situation, emergency generator auto started but power was not immediately available since after the last PMS period a petty office had not place the emergency generator back on line nor had the DCA officer that was suppose to ensure the status of the system recognized the error. Investigation was not fun to those involved nor the chain of command. Letters were issued by the Board.
Was that a US Navy destroyer? You didn't say what caused the plant to drop. Was it a fuel oil changeover? So does the US Navy also have to carry both kinds of fuel and switchover between them?
Thank you for making complex operations simple enough for the layperson to follow (or even for professionals for that matter)! Some of us can very well do with this major reminder of one tiny aspect of the job - I was a Master and DPA. Lived with such dread of someone not doing the job properly for years resulting in such unthinkable disasters. Thank you for putting all this so simply!👏
I am proud to see my best friend professionally interpret this incident. This case will result in serious amendments, especially at the insurance regulations and collision and allision clause, Thank you, captain.
Traffic since the Francis Key Bridge is “Gone now”, going through the 95 and 895 Baltimore tunnels are seeing an additional hour or more in stop and go traffic delays Monday thru Friday. From all these tailgating stop and go vehicle and truck delays during the week, they are causing massive extra smog and pollution in the Baltimore area. When the salvage of the bridge and Dali container ship is done in 2024, I suspect it will still take a minimum of 5 years for a new bridge to be reconstructed replacing the now defunct Baltimore Francis Key bridge. With 55,000 vehicles and trucks using this bridge for their daily commute now gone, these extra hourly delays will make traffic pollution in Baltimore horribly polluted for years to come. Seems to me if this crew to save money switched to the cheaper fuel in the Baltimore port prior to exiting the port I would expect the FBI will arrest them. Talk about penny wise and pound foolish.
Having already viewed coverage of this subject on Sal Mercogliano’s channel about shipping, I realize that the power systems on these vessels are so complex that I am best served just waiting for the official report, not by watching this.
If an accident is possible, it will happen, at some point. My take on the cause of the accident? Just bad bridge protection. Yes, the ship might have had a power failure but it should never have been in a position to destroy a whole bridge. But some people like to blame others. Anyone but them.
I'm surprized when the port put in request to add cargo cranes to it's facilities that the local environmental and logistics considerations weren't factored in. The bridge should have been modified with wider/stronger piers with channel Pylons/dolphins installed to protect all bridges. The requirment for tug assistance should never have been dropped for incoming and outgoing vessels. All of this SHOULD have been required and in place before first cargo was ever allowed to dock at new facilities.
This video is incredibly insightful and packed with valuable technical information related to power loss reasons and to MARPOL regulation. Many thanks to you Captain for putting in the effort to create such an informative piece. It's truly saddening to hear about the casualties and losses. My thoughts go out to all the crew members, working on-board ships is undoubtedly challenging.
I can't believe they would use two stop valves to make the changeover from one fuel to another. There is always the possibility that both stop valves will be closed together. What is needed is a single change-over valve, that insures a constant fuel supply.
Thanks for the explanation of the regulations, and the behaviors they can motivate. I'm wondering if low reserves of the 0.1% SOx fuel could explain the loss of power to the refrigerated cargo while in port?
Nice Job Capt. I sure hope they were not changing to HSFO inside the ECA. By the way: For the lay persons: Human Error is not a Root Cause. The reason is because we can not eliminate human error, we can only mitigate it. This is why there is so many safety controls on ships (and airplanes). For Tankers and LNG/LPG ships we focus on human factors ... coming to IMO and Flag state regulations...
SIRE 2.0 is getting into Human Factors. The better operators (ship operating companies) have been doing this for many years (i.e. Shell, ExxonMobil, and some others). Also check TMSA Element 14 "Human Factors". It's a standalone element that is just starting to be audited by oil majors. For others: TMSA = Tanker Management Self Assessment (TMSA) is a higher safety management standard used for oil tankers, LPG and some others. It goes much further than the ISM Code.
I am convinced it had to do with the ships fuel system. Specifically changing from light (cleaned burning) to heavy oil. Could be either a mechanical problem or human error.
Unstable load share when operating 2 or more generators in parallel is sometimes the cause of a electrical failure. This leads to one generator motorizing and breaker tripping A complex subject and often not understood by the crew.
I think is time the fosil fuel issue is address in small increments , cogeneration is a good example, thee heat exust can power a regular steam engine or one based on refrigeration cicle ,this ones can work on temperature below 80° Celsius.
Thank you very much for explaining all of these possible faults to us Sir it’s very confusing to listen to the news outlets and some You Tubers who assume they know what their speaking of you with your experience and Captain’s rank I tend to believe you over these others and again Thank You Sir!
Supplementary question. Not about but related to… Do you, or one of your subs, know if the waters around the bridge area is salt, fresh or brackish? I’ve got my slide rule out and I’m figuring some basic numbers for the C1000 floating crane. CG, CB, draught, trim, and those funny little things. TIA. 👍
I did see a video where an experienced sailor was of a possible theory that he didn't correct his course and tried an evasive manoeuvre which resulted in the collision of the bridge and that's even taking into consideration the power loss they had.
You may check out this video for the theories why Dali turned and hit the bridge pillar : 4 Facts You Don't Know About Baltimore Bridge Collapse : ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-fWT_qg-r8T0.html
Could it be that the ship ran out of the proper fuel? Do the ships operators "encourage" captains to change over fuel sooner to save money, possibly providing some type of bonus that might offset any fine if they got caught? It is unlikely that a captain would be given a prison sentence for a first offense. Meanwhile, the ship must be burning the expensive fuel as it sits aground in the harbor.
The significance of the fuel oil error is that it carries criminal liabilities, but if it did occur, I am guessing it was one of many other errors that contributed to getting into a situation impossible to get out of.
It's not clear why emission of ozone depleting stuff (ODS) would be more of a concern in the ECA areas than the open oceans. If it indeed depletes ozone, a few miles difference in it's released would seem to be immaterial.
I find it difficult to believe that the Ships Engineers would be illegally switching over from Low Sulfur Fuel to High Sulfur Fuel while maneuvering in such a vulnerable area of their passage for economic reasons. I can believe they suffered clogged fuel filters or a fuel pump failure which required switching the fuel tanks supplying the ship’s generators. A cascade of failures including human errors could easily follow considering how quickly events progressed. Any professional mariner who has spent significant years at sea has been on ships that lost power or propulsion, rarely does it lead to a catastrophic outcome. Whatever happened here there was very little time to recover, and everyone involved on the vessel would have doing everything they could to salvage the situation.
I seek clarification. Would the stopping of the main engine cause a shipwide blackout? I could see failure of the main generator being more likely but even then, the generator(s) would tend to spool down giving a brown out effect as opposed to the instantaneous loss of all electrical power. I know the inquiry is in its early stages but their findings are going to be eagerly anticipated. Great post. 👍
No. The regulations state that multiple entirely independent diesel generators must be in functional order, and in operation and synched to the main power bus during such operations. The main engine may have an electrical generator, but it doesn't have to have any generating capacity of its own.
@@Mr424242424242424242 Yup, that’s what i’m saying. If the main engine stops, power generation doesn’t. But total power failure stops (eventually) the main engine. The video shows a ship-wide blackout, not a slow loss due to an aux generator motor failure.
Captain, let me ask you some questions, from a seafarer to another one. As captain, if you have SEVERAL black-out during cargo op while alongside, and c/e can't solve the cause, you'll sail away? During maneuver, with POB on such river passage, close to bridges or to some oil or gas terminals, you'll be on the bridge or else? In such situation, close to a bridge, when you have a black-out, you'll order to drop anchor? I ask that because I have 40 years at sea as engineer of which 24 as chief engineer on all type of ships. And I can say without fear I'm wrong, in this case the fault is on MV Dali C/E and Captain. C/E fail to manage the ER, poor power management during maneuver, poor management of ER. Captain same, poor knowledge of ship's behaviour, poor risk assesment, poor management.
If I'm 100 % sure that the electric issue will jeopardize the safety of my crew and my ship, definitely I'll not sail out. During pilotage, the captain has to be on the bridge, unless it's long pilotage where he can be replaced by CO.
@@MustaphaZehhaf that's what I said. That's why I keep MV Dali's cpt and C/E responsible for the incident. NO BLACK-OUT IS COMING OUT OF THE BLUE. Some of us at sea are captains or chief engineers only because they were able to buy those 4 stripes, not because they earned due experience and knowledge. Onboard ships, the difference between being a boss or a leader is the key.
It is still a bit confusing… you are mixing terms like “power” and “propulsion”, and talking about “main engine” and “power supply” etc. Also “loss of power” … It’s becoming clear that there is a Main Engine for propulsion (driving the shaft and propellor),this can have 2 fuel types and requires ‘external’ electrical power from the ship to run. Then there are the Electrical Generators which often run as a pair with a third ss backup, at least one must run all the time and in port… these presumably also switch between the 2 fuel types depending on location and regulation. Finally there is the Emergency Generator with its own fuel supply. So the issue is whether the fuel supplies are switched together or separately for the main engine and generators, and whether maybe one generator is running on clean fuel and another on dirty fuel at the same time or during a transition…. that sort of thing… do they take one generator offline and another online ?
As to be expected a whiny boy hiding behind a bullshit name from the safety of Mom's basement ...Who couldn't pass High School Science .....Thanks for expressing your total lack of understanding and the arrogance of ignorance!
They cannot be held responsible for breakdown ,the ship was certified seaworthy with all required certifications these are to be expected, however they can be held for wrong actions when faced with an emergency situations, in this case trying to stop the ship using astern propulsion , dropping the anchor, etc for a Ship that was making a headway of 8 knots which could have been used to navigate the vessel safely under the Bridge, Moreover power loss was for less than a minute & THIS ERRANOUS ACTION CAN BE ATTRIBUTED TO CHANGING THE FOCUS FROM A CONTRACTED SAFE PASSAGE TO SAVING THE BRIDGEHEAD , only ended up crashing it , Though the Pilot (who is a Goverment employee) is there to assistthe Captain, it was the Pilots act to take the decision of stopping the vessel & remember it is America notorious for its bulldozing attitude,
Does a contracted ship invoice for their fuel use or is that bundled into the contract price? If it is invoiced then they may also be criminally liable for a theft.
Simply no one dumber or more gullible than a Poor Conservative Republican....Send your last dollar to the Begging Billionaire!...Perhaps you would prefer not to build it back?
The cause of loss power is 80% bad fuel, 20% other reasons( incl. Human error). The port of Baltimore is well known of low quality fuel. The time to start 2 main generators (+ The small on deck) is 1-3 min.... Not enough to ABORT initial course, 1-2Lenghts before the bridge, in a 8.7kts speed,
