NEW NTSB Video On Dali Ship Point of Impact Key Bridge
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- Опубликовано: 20 май 2024
- The NTSB released more new videos of them touring the bridge impact damaged inside of the Dali ship that crashed into the Francis Scott Key bridge, causing it to collapse. They also inspected some potentially hazardous chemicals and showed them pulling data out of the VDR (Voyage Data Recorder) and shared some preliminary data.
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00:00 NTSB releases video inside Dali ship at point of impact
02:16 Testing for hazardous chemicals
04:53 Possible damage inside the Dali ship's bow
06:17 Reading data from Voyage Daa Recorder (VDR)
08:01 Construction workers were in vehicles on Key Bridge
09:57 Dali cargo ship suffered electrical issues at the dock in Baltimore 
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Thanks for confirming Jeff I was right they were serious maintenance issues. The crew failed in their training to make sure all protocol were followed.
@@Sherlock245 Nothing has really been confirmed yet, and certainly nothing remotely definite that would've contributed to the crash. The electrical issues seem unlikely to have caused the crash.
@@DoubleMonoLRJeff made a strong case for power lost and you will see the report of the ntsb it will be damming.
And a nail in the coffin for management and Jeff did not include it. 😊 The ship had major issues before all this happen/before the port. This will be in the ntsb report of what I am hoping to see!!
The lawsuit will be In the billions and something like this should never happen again.
@@DoubleMonoLRalso informed Jeff the crew had no excuse they were trained for this disaster in the 1st place. Protocol certainly was not followed.
I have a damning report I am wondering how to send it to Jeff??
Don't believe the disinformation about power problems, 2 days before the accident. Lies.
Prior to the NTSB even boarding the vessel I guarantee you they had the Dangerous Goods Declarations from the operator. I have a long background in DG handling of international air and ocean shipments and those documents are held physically with the cargo as well as electronically. The operator even knows exactly what is stacked where to try to keep hazardous materials from being exposed to each other to the best of their abilities in the event of emergencies. Thanks for all your great videos, been watching since Champlain collapse.
Exactly this! In the USAF, I was basically an OSHA inspector plus HAZMAT first responder... One of the first documents dilivered to first responders in this situation should be the bill of lading (BOL). That should have a list of all of the materials and hazardous materials carried by the vessel.
If any captain/pilot/driver decides to operate their vehicle without a bill of lading/air-waybill/waybill is not only in violation of local and international laws. It also causes first-responders to assume the cargo is the most hazardous substances all in the same vehicle. Thus, delaying the response while they get a full HAZMAT crew to "clear" the areas and verify if things like respirators, gloves, or radiation precautions are needed for any areas.
TLDR; they absolutely would not be there without any personal protective equipment (PPE) if they thought anything there would be hazardous to health by just being near it.
DG?
@@K1OIK’Dangerous Goods’ mentioned earlier, in the comment.
@@ivangranger8494 the poster of DG was trying to look hip and cool.
@@Nlovlynremember the East Palestine train incident?
Those barrels, 1993, are full of diesel fuel. Gasoline is 1203. Hope this helps!
Why would Bridge workers have 55-gallon drums full of diesel fuel when they can easily have transfer tanks in the back of their work trucks
@@dwainsellers6453for transfer? It is after all a cargo ship.
@@dwainsellers6453 3:47 Those are giant tanks, not barrels. Not from the workers.
@@firesurfer lol are you high? I didn't say they were from the workers
The ISO's can hold a lot of different hydrocarbons under 1203 and 1993. As a gas hauler I can run diesel under 1203 but not the other way around. I haul ISO's in and out the ports. When getting loaded you can put diesel on top of gas but not the other way. You can't load gas after diesel without cleaning it first. I work for a company who is big on safety, so almost all the empty tanks I pick up are clean. If the tank is empty but not cleaned, it has to be flagged as hazmat as well. So the ISO could be empty but have residue. Flammable Liquid Placard 1203 and 1993.
Hi Jeff. As a retired captain, I’d like to suggest why the black smoke appears before the ship makes a SHARP turn to starboard and consequently, hits the pier. I believe the engines were momentarily restarted and they were placed in reverse in an attempt to slow the ship. I know that when the props are in reverse, the ship’s stern will move to port and the bow will move to starboard. This is what happened here. It was a mistake to reverse the engines. If they had just coasted, they (may have) missed the pier.
Despite this fakenews video, you comment makes up for it.
Hi Capt., please fill me in on bow thrusters and generators. 👍
Where would the ship coast to.
@@brianfitch5469 probably under the bridge rather than through it ... 🤔
That ship was turning towards the bridge support long before the black smoke. It's likely the wind and tide was turning the ship and the captain made a desperate attempt to lessen the impact. He's hitting that bridge in any instance after power loss. It was completely hopeless once the enertia of the vessel changed to the south.
You would think a bridge that has that much cargo shipping traffic.. Would just spend whatever $ it took to install those bumpers to protect the load barring pillars. Now they have to pay to rebuild the entire bridge and clean up the entire mess.. It really makes the $ amount to install dolphin bumpers look miniscule compared to what they are now dealing with..
thats because you cant get a new bridge if the old one is in the way, and now the insurance criminals will pay for it. This removal saves millions in costs.
If they were to build protection around with design in mind, that would take an impact from 1000-foot Long container ship, they would have to be so large that there probably wouldn't be enough room left to even have a channel large enough for much freighter traffic to pass through.
Ships have been growing considerably bigger since this bridge was built. It was also due for dredging, but the legislation is still in the works because of NIMBY problems and logistical issues.
The Bay is a fragile ecosystem that generations have dedicated themselves to preserving and have made a living off of. About 2 decades ago when the blue crab population dropped to critical numbers, the watermen ceased fishing for several years to preserve it, and some of these guys come from families that have been doing this since the 18th century, that is how serious people take it. So you have a complex, fragile, beloved ecosystem that is combined with public recreation use , expensive private shoreline property, and major shipping channels. There is no such thing as a simple project here.
@@thehark6247 this is a technological technique usually performed by insurance companies and their partners when demolishing old or unnecessary buildings... a very interesting look at the disaster...
I don't think you understand just how much kenetic energy a 100,000 ton vessel traveling at 7-8 knots imparts on an impacted object, in this case steel girders.
Shipping HAZMAT is very regulated! The load plan says where every hazmat container is. I say this working on and flying on military transplant planes. Load plans are carefully designed, knowing what is on every pallet and where it is on the plane. Thats because of air carrier regs, maritime regs aren't that different.
It's definitely a complex process, but safety is always the top priority when dealing with HAZMAT shipments.
So are vessels.
Do they know what containers went into the water.? Bow is a mess.
Seems like, "oh no worries, nothing to see here." as barrels with bright yellow skull&crossbones seen labeled on side...
MSDS: Material Safety Data Sheet
Beat me to it…I used to have to get those for shipment of materials at work
lol I’m a retired union carpenter that worked in nuclear power plants and oil refineries. I was about to say something an then I thought don’t be negative lol so when I saw you put it on here I thought thank god. Omg I use to work for a couple bridge companies back in the day and I had no fear. Now as I have some age on me I’m afraid of everything to do with weather and infrastructure.
UN 1993 is combustible liquid
I think that's what narrator meant, but no its the "Hazardous Materials Guidebook" (UN Orange Book is the UN Recommendations on the Transport of Dangerous Goods Model Regulations, a guidance document) used to look up UN Numbers such as 1993. MSDS is used afterward for more detail. Can't look up a UN number with MSDSs.
I think it has been shortened to MDS... (skipping the "Safety" initial.)
Just came from another video (CBS report) with more info on the construction workers. Sounded like at least two of the guys have been employed in the US for almost 20 years. The injured survivor escaped through the window of his pickup as it sank.
So he survived impact?
Why havent we heard about the survivor??
Someone in the USA who grasped the concept of go out a window if submerged. Well done for self saving to this man and if only every person carried a cut n smash tool to use if able in a situation like this.
@@resn_x I would imagine the poor bloke is a bit pre-occupied after all this and what would folk need to know... he's been through more than enough already.
I couldn't care less whether those who perished were u.s. citizens or legal migrants or illegal aliens.. nor does it matter to me if some of them came legally to the u.s. 20 years ago or some jumped the border last week. These were human beings who tragically d,ied in a horrible event that likely involved some negligence, and was likely preventable. They didn't deserve to lose their lives. And their loved ones are hurting. So no matter where people stand on the issue of illegal immigration, compassion is called for here. And the media, or anyone really, shouldn't exploit this tragedy to advance a political agenda. Just my two cents..
Just incredible how this harbour allowed huge oversized container ships to move within the harbour without Tugboats being used as escorts as they do where I live. Basically this was an incident waiting to happen, it's not an accident because they can be avoided.
Totally. I'm a prostitute and I'm always on ships and have even been on the Dali several times and I can tell you they had problems then so I'm not too surprised.
They do use tugboats but they do not go with them up to and under the bridge. There was a comment on another video from someone that works at the harbor that said the tugs were mainly used for bringing ships up to the dock and for getting them away from the dock and headed in the right direction when leaving. They only go so far. I like you, don't understand why a ship that large wasn't escorted until it was past the bridge.
Agreed!
Are the tugs supposed to escort the ships 15 miles out of the port under the Chesapeake bay bridge also 😂
I thought the same thing. I had a view of San Diego Harbor and all the barrages, large ships & military vessels had tugboats guiding them through the channels, definitely something that needs to be investigated.
Good one! This is unfolding pretty fast in an unofficial sense. The power loss is critical and here we get what is likely a large hint about its origins and the causation of its occurrence at that critical moment.
The second key factor was the decision to crash astern when power returned. Any sailor knows reverse prop walk is pronounced and sent the bow to starboard. They could have corrected heading and with little or no additional forward power have kept the channel under the bridge.
I dunno that the large vessels are subject to the significant prop walk you’re talking about, brother. Prop walk is a function of blade angle of attack and the shafts on these large vessels are pretty much as horizontal as the waterline, aren’t they?
@@joeschmoe7221 With a single prop set up on a large ship, the torque will cause a sudden veering of the ship during an emergency reversal of the engine.
@@joeschmoe7221 no. According to an “expert” retired container ship engineer (here on YT) he called it paddlewheeling, and all props experience it. I sailed in boats with inboard auxiliaries and every engine I ran experienced it. It’s physics, not scale nor alignment.
Reversing propellor at 7 knots is not going to do much, if anything.
The power to the engine never really returned, and if it did it was momentary given the belch of black smoke which indicates incomplete fuel ignition.
The backup power is only for critical functions on the Captain’s bridge, not powering the ship’s prop.
@@brianbaker359 well, it will all come out. I thought I saw something about the VDR recording engine and rudder commands. In any event something caused the heading to change from in the channel to into the piling. Sal at what’s happening with shipping is citing current coming from the starboard river channel before the bridge, but the things I saw in the original tape and since suggest someone was trying to arrest forward momentum. I’m fine waiting for the investigation, as I’d rather know the truth. In the meantime, it’s interesting to play parlour detective.
Jeff Ostroff’s channel had a log file showing the ship was having breakers trip while at berth from the refrigerated containers. Another potential cause…
A future episode for “Seconds to Disaster” series, will be waiting to read NTSB’s accident report. One detail worth pointing out, I noticed some investigators used “rite-in-the-rain” notebook, it’s a field notebook, water resistent, when I was in college as a geology student, we use this notebook on field trips. This detail shows the NTSB was legit doing their job.
I hope you graduated from college recently and are talking about currently accepted methods considering the age of the camera he's using circa '96
The NTSP are on the hook for this accident.
Why would workers sitting in cars be foreigners.
@@larryroberts4984you haven't worked construction I take it 😕
As my coach once said regarding athletes arguing who would get number 23 like MJ. "The number doesn't make you, you make the number!"
I've had many experiences that this turned out to be true in my career ( including people who carry "rite in the rain " pads). Don't be fooled by someone who has the latest and greatest equipment. They may be the laziest, most worthless worker.
And vice versa, "the sleeper", a person carrying the stock, most cheapest, equipment, turns out to be the best.
It's a miracle those two construction workers were rescued from the water. It's amazing the ship did not sink. Big thanks to law enforcement for quickly stopping traffic.
They said the bow of the ship is actually resting on the bottom of the channel, from the tons of bridge debris pushing down on it.
So there is not much of a chance of it sinking.
The ship couldnt sink. They have air lock compartments below the water line. If one floods its stays in that compartment.
@@ronaldmorris3197 - water isnt that deep
Thank you Jeff for this very informative video. Even here locally, we haven’t seen these angles, NTSB views or how they analyze those conditions. We know the water is treacherous and murky so everyone can have a better appreciation for the difficulty to recover the missing men and remove the debris. There’s a lot of blame to go around and no quick solutions.
VDR data automatically is archived into a removable thumb drive which is usually in a room aft of the navigating bridge or on the deck below in the server and gyrocompass room.
Of particular interest will be what the electrical Power Management System record tells us. To my eye, it looks like they suffered a genny or a bus trip. They either closed a bus tie or started and synched another genny and tripped again.Much of this would have happened automatically.
The reefer boxes tripping breakers isn’t so much an issue. International regs set by the IEC specify that reefer plugs are 400 volt class, 3 phase with ground plug at 32 amps. What can happen is a bank of reefer compressors all start at the same time which will momentarily overload the breaker. You avoid this by taking your time and starting your reefers in a measured manner so that they are all staggered making their demands upon the circuit.
In any event, the ship should have automatic load-shedding or preferential trips which would isolate all the mess out on deck from the essential circuits needed to operate the engines, steering and thruster and navigate the ship.
To this end, the EDG should supply at least one of the Steering Gear HPUs, (frankly a likely non-issue since the vessel was in the channel and her course track looked straight as an arrow.
They had time to drop the port anchor which you might be able to see S a big plume of rust and sparks from the port bow as the chain rides over the capstan and down the hawsepipe, but the bottom of Balto harbor is mud, so it dragged.
The big plume of smoke from the stack is, I suspect, the Engine Gang stopping the engine and shaft and restarting the engine in reverse firing order, (this is how you “back up” with a slow-speed 2-stroke diesel, which MV Dail has).
Your point about the lack of dolphins is spot on. Key Bridge has them, but they were apparently unchanged since 1977 when the bridge opened and ships were smaller in the mid 1970s when Key Bridge was designed. I know…I’ve sailed Electrician and ETO for over 30 years. Baltimore is my homeport and I worked McAllister harbor tugs there for a short while in 2000.
Our SOP was to escort ships through the bridge outbound and then tie up on the dolphins and await our inbound to escort them through the bridge and to the berth.
Two tugs and her crews are expensive, and shipping companies do not want to engage tugs any more than they and the harbor pilot think are necessary.
Betcha THAT gets changed now.
"Of particular interest will be what the electrical Power Management System record tells us. To my eye, it looks like they suffered a genny or a bus trip. They either closed a bus tie or started and synched another genny and tripped again."
Much of this was pretty much confirmed as well in other places where its nothing but industry experts and crew men. If you watch the video of the camera looking at the harbor, the lights didnt just snap out, they dimmed for about a second then went out. that tells me a overload is starting up then finally tripped the bus ties, so i agree, this was a overload that tripped the bus or the genny itself causing the entire ship to blackout.
-----
"In any event, the ship should have automatic load-shedding or preferential trips which would isolate all the mess out on deck from the essential circuits needed to operate the engines, steering and thruster and navigate the ship.
To this end, the EDG should supply at least one of the Steering Gear HPUs, (frankly a likely non-issue since the vessel was in the channel and her course track looked straight as an arrow."
this was also pretty much confirmed, but the real problem is the EDG and the bus tripped again after the right rudder command was given, due to the second failure the turn was overshot and pointed the bow right at the pillar. If you look at the AIS Track, the ship was going straight, but, that straight line was going slightly to the left of the channel indicating a drifting. When you look at the historic wind and tidal info, the tide was going out and a NE Wind was blowing - both slightly pushing the ship to the left, when the power was first lost, now the concern is drifting into the left side pillar, side swiping it or worse, running aground at Fort Carroll on the opposite side of the bridge which literally borders the left side channel going out.
so when power was restored, Right Rudder was ordered. this was confirmed on the VDR in the initial release of info yesterday. along with the port anchor release command.
-----
"The big plume of smoke from the stack is, I suspect, the Engine Gang stopping the engine and shaft and restarting the engine in reverse firing order, (this is how you “back up” with a slow-speed 2-stroke diesel, which MV Dail has)."
I have tried to also explain this, but people literally refuse to accept this answer. the black smoke is also as thick as it is due to the induction blowers failing with the blackout conditions so it was operating in a very poor efficiency state. a lot of that plume was partially burned fuel and soot.
I have been a fan since the condo collapse. Thank you.
Refrigeration / ancillary equipment wouldn't be commingled with ship propulsion / maneuvering /navigational equipment/circuits . That's not going to hold up for long as an excuse for losing control of the ship.
Exactly.
and this is not just in baltimore. this has been a logn term issue with the ship
Totally. I'm a prostitute and I'm always on ships and have even been on the Dali several times and I can tell you they had problems then so I'm not too surprised.
@@beckydoesit9331 That's funny you should mention that.
One of the first impressions I had in reference to, where was the captain and harbor pilot when this started.
In the Capitan's/ owners stateroom partying with hired help.
@@user-pt1rw4sx6t As well as determination, human defiance and human deviance . Accidents do happen anytime anyplace, as does fraud as well as greed.
Thank you for the info. I’m about 45 mins away from that bridge. Traffic flow has been different in the DMV area.
Ok, great footage. Way more than I've seen to this point.
Gotta say tho... if the ship was tripping breakers to reefer boxes, that alone would not affect/cause a ship wide outage as the breakers would separate and protect ship wide power.
That's what they do - disconnect an overamp draw from the main power supply - to protect the main power supply.
I don't have any answers but a tripped breaker protects the whole. Not endanger it.
FOOTAGE?
I would assume that the ship propulsion power would be isolated from the cargo power when built, but who knows what happens later if the system that supplies power for refrigerated containers has a problem. Refrigerated cargo is usually very expensive so the power might have been cross connected to try to save it.
Good observation, as an electrician for 40+ years and not being able to troubleshoot first hand. I would make the observation that shipwide loss of power is a main generator shutdown with the secondary generator not in standby mode, most likely failed maintenance on the generator engines. All large ships like this have 2 (possibly 3) generators with automatic transfer switches so if you loose one generator, it automatically transfers and starts the second one. This appeared to not happen in this case. Again, maybe due to poorly maintained engines.
@@robertwjr8174A search brings up conflicting information. Some say the ship is powered by one engine to drive the propeller and several smaller diesel generator sets. Others say there are two engines driving into a gearbox to turn the propeller. Still other sources say that the engines power generators that power an electric motor that drives the propeller. There may be several different designs. It was built by Hyundai in Korea. I have seen some videos of container ships being built by Hyundai. It seems that there would be cutaway views of the ships somewhere.
too bad that it's a junk report. See my post at the top to see all of the mistakes/crap that he just made up to make his video more interesting.
I am very surprised that the brige pillares here not protected from some distance
by some bumper protections to prevent a shipp from hitting a bridge pillars?
It's been mentioned by many people.
Its a 98 Thousand ton ship ! You would need a 60ft island around each pylon to make them safe! When the bridge was built container vessels were 30 thousand tons!
I blame poor infrastructure! Government squandered the money to make the bridge safe for the traffic they want to profit from
@@jackdbur exactly, the bridge was basically at fault, failure of government.
Or ships over 30k ton shouldn't have been allowed in there.
gap was 1200ft wide, no reason to be be close to them.... boat only 200ft wide.. you could have 5 pass side by side at same time
Jeff, thank you again for always keeping us up to date!
A ship is designed to have a specific amount of Reefer spots, you can't plug in additional Reefer Containers. The woman who made the statement concerning the reefer circuit breakers tripping out is remotely monitoring them for the cargo owners. All she can tell is that the power cut off, she can't tell why it happened.
yeah that lady is full of it
She could have talked to those in the know, and probably did.
@@hootowl6354 and then turned around and said something completely nonfactual?
@jeffostroff that meter is called a LEL or LVL meter it tells you if there are any explosive contents in the air.
Lower Explosive Limit meter - detects dangerous levels of a combustible gas or solvent vapor in air, expressed in percent Lower Explosive Limit, or LEL. Those possibly compromised drums could contain volatile chemicals which could vaporize and become explosive at the LEL. One spark and BOOM! I'm sure they are also checking manifests and pulling the Material Safety Data Sheets (MSDS) to gauge potentials for exposure and cross-mixing. Nothing says "Surprise!" like an accidental binary explosive or cloud of Chlorine gas.
@@luisderivas6005 i am surprised they didnt have two of them , his one was a 4 gas detector , one sensor typically being for oxygen levels , one for carbon monoxide CO , NO2 , H2S , but one of those guys would have also had a detector for VOC volatile organics which is explosive solvents or petrol , essential for confined spaces
No, it's for detecting poisonous gasses.
very simple authority fault... this size ships without tugs alongside
should be port rule..!!
In and Out tugs alongside, after bridge cast off
To clarify the term 'boat' because its a ship.
In this kind of casual and general usage, the word boat is often used to refer to watercraft of all sizes and types, as you can see in the variety of terms that include the word, such as sailboat, motorboat, fishing boat, rowboat, tugboat, paddleboat, and lifeboat.
In contrast, the word ship is typically reserved to refer to a large, ocean-faring vessel propelled by multiple sails or engines.
Same as "truck" tractor trailer, single axle, tandem axle .... as for Kededian, don't fret over something so immaterial. cripes! @@user-pt1rw4sx6t
A ship that size uses a very powerful horn as a warning mechanism, its literally loud enough to be heard for miles and could wake you from the dead a mile away. In a possible collision that horn should of been blaring constantly. why is no one in the news even mentioning a horn much less asking if it was used?
does the horn work if there are no electrics , Does the port authority ban the use of ships horns after 9 PM due to complaints from NIMBY's ?
@@heartobefelt Yes it will work without main power to the ship - thats one of the warning signals its designed to warn others about. and the most common of warnings (not that it lost power - but that it is moving without control).
And yes there are regulations on when u can use it, one of them is an emergency where safety is at risk, even f it was not allowed at all the captain would ignore that if he is about to kill people.
I also wonder if flares should have been used once they knew they were likely going to hit the bridge. Flares don’t need power.
@@chow-chihuang4903 Flares are normally not used for such, but it would of been a good idea. Then again, if they crashed and oil or fuel ended up on the water, that be a bad idea. lol.
@@armastat Haha, true! But they weren’t leaking at the time they lost power. Could stop shooting them off after they hit.
Boats handle bow impacts pretty well. They have several watertight compartments. In fact, had the Titanic hit the iceberg head on, she would have survived. Because she took it down the side compromising several compartments, she was doomed.
The bow never hit the dock. The upper superstructure did and it should be noted that it took an entire 2 mile long bridge down which is RIDICULOUS.
@@Chris_Harris Why do you find that ridiculous?
That they were having electrical problems prior to leaving port is new information to me. They sheds a whole new light on the accident.
You know part of the story. Part of the light has been shed on the story.
The Baltimore Harbor Pilots would NEVER have left the dock if it was showing problems still at the dock. They were in control of the ship when it failed.
Your knowledge of everything is mind-blowing. I really enjoy watching your videos.
so here we have a jobbing builder assuming that he can make informed comment on a situation involving civil engineering, naval architecture, and marine navigation. I think I'll wait for the report.
exactly 😅
Why wasn’t the ships horns blowing and why no tug escorts ?
Tugs are only used for docking. Ship channels are miles long. No need for tugs.
@@davidcolwell614
Thanks David.. I was honestly wondering why no tugs on such a narrow passage… do you have any information on the tide currents that night in the channel ?
No need for tugs as long as it all goes to plan. No plan b so accept the result.
The news reported that they had called for tugs.
Watch What's Going on with Shipping for a great explanation of this topic.
I like how after couple of days after a disaster and you start seeing all CSU youtube graduates giving their expert opinion.
Good job on describing the video to the blind.
The Voyage Data Recorder (VDR) on a vessel is designed to continue recording even in the case of a power failure onboard. The VDR has a dedicated reserve power source that allows it to record bridge audio for at least two hours after the main ship’s power fails. This ensures that vital data is preserved for investigation purposes12. The recording is continuous and all stored data items are retained for at least 12 hours2.
but if the UPS battery was pooped they would lose data during a power outage ...
@@heartobefelt Then we must develop to include UPS test as part of Pre- departure or Pre- arrival test checklist on VDR and ECDIS as practical as possible. I think the investigator also looking for evidence how many secs the Emergency Generator take over as emergency power supply to steering system,at least can be used to evade the Bridge support pillars ,while there was a momentum. Likewise ,there will be now a mandatory tugs.employed until the vessel is cleared from the Bridge.
Those poor workers would've been underwater before their brains could comprehend what was happening
I live in Baltimore - I saw that bridge everyday for the last 47 years of my life. I spent my life in Baltimore researching history - DALI used to be an artist, who created "The Broken Bridge and The Dream" Nancy Pelosi's father packed that dream up on The Exodus and sent that ship sailing in 1947. It left us with a broken bridge.
If the bridge was 185' tall at the roadway, the fall would take 3.4 seconds, and you'd hit the water at 75mph. The steel of the upper arch would be following right behind you.
@@KSparks80 and as they fell broken chunks of concrete decking would have been sliding down the deck beams and piling on top of their vehicle. :(
Its amazing that two of the workers survived. And one of the survivors couldn't swim!
I would say it’s safe to assume they were not seatbelted in their vehicles. Meaning there was nothing preventing them from colliding with hard objects in the vehicle when it impacted the water. That most likely knocked them unconscious upon impact. Vehicles that enter the water tend to float for a short time before sinking. But would have been caught up in the steel superstructure of the bridge and drugged down. If the occupants were not knocked unconscious or regained consciousness, they may have lived for another minute or two in their vehicles. That would be an awful death.
A total shutdown of the boats' electrical systems would not be caused by only a single circuit breaker.
The systems have multiple circuits.
They may have been running on reduced generators.
The mystery will be solved soon enough.
Of course, this will change the laws for ships in USA ports.
Tugs may be added to the equation also.
That bridge was a death trap.
Finally, the person I've been waiting to hear from- Not sure if you've done any others yet, but this is the first one I've seen you post- And here we go...
Great update Jeff. I found it interesting that internal power seemed to be working perfectly well while the NTSB was aboard. The good news is that whatever caused the outage should still be there for the investigation.
I imagine the ship will be towed back to the docks to be unloaded for repairs, if possible. Steel is a great material. Get welding!
The sad part is if they were warned by radio or phone soon enough, the workers could have sped off in their cars ince they were in them already.
You saw the video. Everything went down in about 5 minutes. It would have taken a minute to get off the bridge but when you only have 5....
Stopping traffic from both ways was so lucky...
With every single major accident like this, someone always knew it would happen long beforehand, someone always tried to do something to stop it and got fired, and it's always about saving money.
Capitalism in action. When your entire life and system is based on me, me, me and money, money, money these things will happen.
also there is often 2 , 3 , 4 or 5 small factors that all happened at the same place , same time , cumulative risk factors can erode multiple layers of redundancy.
@@JohnKobaRuddy Yeah actually not. Without capitalism, there is little to no incentive to do better, to be smarter, to be safer.
Yep. The state of Maryland saved money by hiring non Union scab immigrants from foreign countries for cheap labor. State governments care about receiving a lifetime pension plan for retirement. It's all about the Pensions. Just follow the money
Thank you Jeff! You have a talent for making this stuff fascinating. I can't wait to learn more as the investigation and your research progresses!
It appear the overhanging upper part of the bow extended past the bridge bumpers. Note the video and the point of impact. that point is at the main deck level of the ship on the concrete bridge support, way up in the air. The bumpers on the bridge simply did not extend out far enough from the bridge supports to offer protection for an impact of a ship with such a high up, large overhang of a ship's bow.
the meter at 2:22 is for checking o2, LEL, and VOC's
It can only measure LEL if you know what you're measuring the LEL of. The LEL of petrol (gasoline) is different from the LEL of propane.
@@cjmillsnunThe LEL reading is to evaluate potential explosive air/gas conditions and is not specific to a particular chemical, although the most common compounds are hydrocarbons. LEL stands for lower explosive limit. There are special sensors for volatile compound (VOC) specific identification but those sensors are mostly used in specific site conditions where the VOC is known. Keep in mind the LEL is used for site safety and not generally for investigative data collection. The instruments are calibrated to a flammable gas mixture.
This is the only place I’ll go to for in depth info. Thanks brother
What's Going on with shipping is a very informative channel that actually has great knowledge about this specific type of problem. I would give them a view.
Jeff you are giving us such vital information about this horrible tragedy we thank you so much
I’ve been driving semi trucks for 29 yrs, and I can’t tell ya electrical issues are the worst!! One broken alternator wire had my entire truck shut down in the middle of the Interstate. Fortunately, low traffic/able to coast to the shoulder w/ no incident.
Hear ya, had a short in the ECM and the same.
why weren't the workers told to get off the bridge?
how do you know that ther was not a language barrier? maybe no one had a radio tuned into harbor police, maybe the harbor police didnt have their phone number.
I think they were so busy trying to get people off of the bridge and stopped from the bridge they didn't have time to get to those people and they knew it
Because cops don't risk their skin to get people off a bridge. They want to live to receive their lifetime pensions
Because they are foreigners doesn't mean they don't know anything about cars! There's many foreigners that are auto mechanics and do a great job! Remember foreigners make most of our automobiles!
A big issue we have in my country, Australia, is that most foreigners don't know how to swim.
He's saying that they may not know how to escape from those models. They may not even speak English or read English. Just because *some* foreigners make cars or are auto-mechanics doesn't mean everyone is. Just because some Americans are auto-mechanics and make cars, does it mean you'd be able to suddenly read and understand the ins and outs of a Japanese model of car? No. There's often features in cars that differ from country to country. There's no malicious intent in what he said. Like he's not saying, "Oh Mexicans are too stupid to drive, they probably didn't know how to unlock the doors". He's stating a reality, that there are a lot of variables.
It's not important, really, because it seems that a few of the cars were hit by the steel support beams so probably stood no chance and 2 workers were able to escape their cars in the water, so they evidently either got lucky and were thrown clear or they knew how to get out of a submerging vehicle.
@@andym2612This is another issue. Like Australia has an active culture of swim safety. It directly impacts events like this. Japan has experience with earthquakes and Tsunamis and has an active culture of that knowledge. It's extremely relevant to what happened.
@@hanashi5727 Bullshit. Escaping vehicles in water is the same the world over. You have to break the window because the pressure of the water will not allow you to open the door.
Good to have NTSB folks !
Thanks for the information and explanation. Great video
I would say the electrical problems the Dali experienced were more fundamental than a refrigeration draw.
A Safety Data Sheet (formerly called Material Safety Data Sheet) is a detailed informational document prepared by the manufacturer or importer of a hazardous chemical. It describes the physical and chemical properties of the product.
It's posted AFTER the UN number. You have a UN, which is a 1993-flammable liquid, and then an MSDS, which tells what liquid it is, its effects, dangers, etc.
Thanks for your great reporting, as usual!!!
Thank you for covering this, sir
I read that the ship can carry over 9000 twenty foot containers and was only half loaded when it left port. So even if 5000 tons of bridge debris is laying across the bow, that's only the weight of 189 loaded 20 foot containers. The weight isn't distributed evenly of course, but that section of bridge isn't heavy enough to actually make the ship sink.
It was full, they were double size
@@ffdv7458 Ah I got ya. I read it wrong. It was full of 40 foot containers. That makes more sense.
The bow is sitting on the river bed. It’s roughly 50 foot deep there.
The bow never hit the bridge. Only the upper super structure.
@@Chris_HarrisIt hit the support of the bridge.
I do hazmat in trucking. And those drums they'll put anything in those, doesn't have to be liquid.. I've hauled drums with dirt in them before.
A serious breach of the law.
@@Chris_Harris what do you mean? If it's placard right drums can carry pretty much anything.
If it's marked as a dangerous material, it must be treated as hazardous. It is only possible to tell what is inside that barrel if it does or does not have a UN number.
You can't just load dog crap in it, leave it marked UN 1993 (flammable liquids), put the top on and drive it around in your truck like it's just nothing. This stuff can be life-threatening! You need to have an MSDS sheet for the shipment that lists what it actually is, what it can do, the dangers etc, etc.
An inspector finds you driving a marked barrel around with markings and not treating it properly/not having the MSDS for it and you'll charged with a crime.
@@dougc190
Well I guess you'll have to take I 83 to Harrisburg and go around
Jeff, I’m a new resident to Florida and you mentioned if you live in Florida you should know what to do if you go into water with your car. Can you give an explanation of that in the future?
Bet one could google that question.
The UN numbers are indices into the hazmat classification list, with hazard category and shipping safety requirements. They aren't directly tied to the MSDS, although each UN number does correspond to one or more MSDS's.
Blaming the breaker for a trip is seldom accurate. They have a trip curve specified, in terms of overcurrent vs time to trip, which varies by the type. If you tripped a 20A breaker with 17A, you probably had a transient inrush current that spiked over 30A. As i recall, standard home breakers fast (magnetic) trip at about 150% of rating and slow (thermal) trip at about 120%. I'd have to go look up the specs at UL or the NEC to get exact numbers.
Is it not extremely rare to have the NTSB release video showing part of their investigation 2 days after an incident?
Never seen the ntsb release a video of an investigation in process. Feels almost like they're trying to justify their budget
Or they are trying to stay head of all the wild conspiracy theories. Thanks to the internet basement dwellers, Karen's,Preppers and foreign actors can inject wild conspiracy theories that can gain traction.
Feels like a bunch of amateurs. But you’re correct the most important part seemed to be the video being made as they shot pictures of the Grand Canyon. I mean the boat.
@@Edmocci Pictures are one of the main components of any investigation. NTSB is the premier accident investigation body in the world bar none 🤦🏾.
They've been doing more of it lately; look back in the channel history. I like it, nothing will ever match the UCSB videos for sheer education value out of tragedy, but it's something. The NTSB does solid work.
Isn’t the only question why the ship shut down and the decisions of the crew thereafter? All the other details like the bridge construction and damage seem extraneous.
Bridge had no business handling that size of boats going through. Not even close to being safe for that. I blame the infrastructure & regulations allowing such a large boat through. It literally just bumped it at less than 5 knots. A bridge should be able to sustain a bump from any ship allowed to traverse it.
@@jeremyr7147 since the bridge was designed the container ships have increased in size by 4 x factor.
Someone got lazy by not having tugs escort every ship past the hazards as is compulsory in many other ports.
YES! Absolutely. That alone tells me there is more to this. That's how they throw people off asking questions. I see explosions that could not be caused by electrical arcing
@@outsider5617 why dont you leave it to the people qualified to have a rational qualified opinion ?
Jeff, as usual…. You are giving us the good stuff. I live in MD and I don’t even need to watch the news at this point…. Just your videos! Thanks for all you do!
I appreciate that
Great coverage Sir.
Man I always love hearing from you brother.
Your videos and the information along with experience and insight (s) are exemplary. ✌🏾🌄
Been waiting for this video since it happened!!
This is the 3rd video I did so far, make sure you see the first 2 from yesterday
Love the deep dive Jeff. Keep up the good work.
😊 Thank you for sharing this video! I'm sure your viewers really appreciate it!!
As a commercial driver it is the operators responsibility to do Pre-trip and post trip inspection. If defects are found that vehicle is not to be used until repairs are made they can be catastrophic causing loss of life or severe injuries. Same in Airplane the pilot does preflight checks. It is reported that these issues were known prior to the ship being loaded prior to the ship leaving port. This ship was destined to cross at least two major oceans go through canal can you imagine this failure thousands of miles from nearest land or help. I still say the owner and the operator should be held accountable. It is blatantly negligence that this ship was loaded and then allowed to set sail.
I've been seeing some of the dumbest conspiracies already.
I'm surprised no one brought up John Mcafee. Every day on my Champlain Towers collapse videos, someone brings it up
@@jeffostroff RIP Mccafee, crazy sob
Yeah they never end no matter what the event.
Always the same garbage every time.
it's been relentless and somehow worse than normal.
Doesn't mean some of them aren't true, many have been proven true lately, not this one however, this ones dumb
Its going to play hell withthe morning commute!
02:12 I am fairly certain that is a vibration meter.
Also regarding breakers. Many people dont understand too that breakers can degrade with each trip. Especially if they are breaking quite high currents. The contacts inside the breaker will get pitted and wear down. Often why troublesome breakers only seem to get worse and worse
I doubt that barriers would have protected the bridge in this collision. The ship was slewing to starboard, the bow still going in a sideways motion. The bow did not hit the pier head on. It hit it on the side. It is the forecastle structure that hit and sliced the pylon. This displacement buckled the pylon of the bridge and pulled the deck - to the left in the video. The recoil, the "spring back", snapped the anchor points of the deck on the other pylon, right hand side in the video. Careful observation reveals the shock wave travelling back (left to right) along the bridge deck and structure after the bridge was put in tension by the forecastle impacting the pylon and the shearing of the pylon released that tension.
My instinct says they'd need a full-on artificial island to mitigate the impact of a ship as large as this one, and there probably isn't room.
That said, that's no reason not to have direct protection from lesser impacts.
Dolphins WOULD have protected the bridge. but the channel floor isn't really conditioned for the placement of them. However, barrier islands around the pillars would have also protected the bridge, by keeping the bow away from them. Dolphins would have been better, but it's all about cost, and unfortunately, Maryland is all about DEI and protecting the underprivileged and marginalized. Annapolis shelved several bills to add protection to the Key bridge over the last 10-15 years.
the most disturbing part of this is the clear fluid with what looks like the top of injection phials in the goo.
@17:42 - They are definitely solid concrete (the Concrete Bridge Posts/ Piers). I could easily see that on my cheap 65" 4K television that I use for a monitor). The reason on smaller monitors they may appear hollow is because the concrete is darker in the center. @1:17, I believe the Grey metal is part of the ship's superstructure (primarily to support the container decks). That's why is is so large/ beefy. Of course it's difficult to tell to some extent because the bridge was also painted primer grey.
Thanks for the information
The power to the cargo should never create a situation where it would compromise the ship's main electrical power system. This would be by design. Something else was going on. If it was severe enough to cause a total power loss, this should have been a major red flag to the ship's crew that something serious was going on. Virtually everything on these ships besides the prime mover is electric.
Everything will be getting tested including checks for fuel contamination , mechanical faults in the engines , electrical faults in the ship and electrical faults in reefer units , as well as the human factors , Did the crew do their job by the book or did they panic and make mistakes ?
If they put to sea with electrical/power issues of the sort mentioned in that report, I suspect they are going to be in VERY deep **** unless they can PROVE the issue HAD been addressed and tested.
In light of that report, it seems to me it potentially shifts from "unfortunate, rotten luck" to "wilful gross negligence", and THAT would be catastrophic legally for those involved.
Of course a load of caveats. Nothing proven.
'Common sense' would have us hope they wouldn't have tried to sail if they knew they were continuing to have power issues to the point of complete loss of the plant as that seems utterly nuts.
In fact it seems so crazy it's hard to imagine they DIDN'T have it all addressed AND tested before leaving.
In which case it could turn out to be unrelated, OR something happened that rendered their 'fix' no longer effective.
Well, no doubt we'll learn of it eventually.
The ship was under hire by Mersk & owned by a Limited company! At best you can seze the ship & sue its insurer, maybe you could get a 100 million! 😅😮
Thank you Jeff 👍👍 always profesional on point and a master explaining everything 😎
Jeff,
I don't believe the Dali was ever in danger of sinking. Based on the information in the videos the maximum depth of the channel is 50'. The channel does not have vertical sides. If you look at a cross-section under the bridge the channel stays at 50' for the width of the main channel and then it slopes upwards to somewhere around I'd guess 20' at the bridge piers. They have said that two forward compartments are flooded and there are about 3 to 4,000 tons of bridge on the bow. It is safe to assume the ship is aground.
Damage to the ship structure will be both from the impact of the ship hitting the bridge and the sudden downward force of the bridge falling on the bow. When the ship's structure is designed these types of loads are not considered.
With that said, I took a marine engineering course on nuclear propulsion. I remember discussions on the placement of the nuclear reactor to protect it from collisions. We also discussed the design of the hull to absorb the energy of a collision and to ensure the striking vessel suffers more damage than the nuclear-powered vessel being struck.
I would not be surprised if there were electrical problems. I am not sure about the timeline from the report you were reading. The M/V Dali according to the AIS track departed the berth in Baltimore, made a U-turn, and headed toward the Francis Scott Key Bridge before losing power and striking the bridge. This report of the ship being at anchor for 48 hours because of electrical problems. It has been mentioned there may have been issues with the electrical system. In addition to the VDR there should be printouts from the Bell Logger (changes in throttle), from the engine room, and the alarm logger (automation alarms with time stamps).
Bob
Please stop calling it a boat ffs
Boat, ship or vessel ... it's the big thing that hit the bridge ! Is this your biggest worry? WOW
Thank you jeff for the information and your great work 👍👍👍
Jeff thanks for the update
Have been following merchant marine channels and engineering channels for a while now.
This is the first event that overlapped.
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What amazes me is how dang clueless each discipline is about the other.
I have a sort of cross-training and experience in both.
It is super frustrating to hear the crazy talk out of each.... on their 'off' subject.
Neither crowd seems to have much savvy about the other.
Weird as heck... but there it is.
Have seen it all over the place on this event.... not isolated hiccup.
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This is NOT a BOAT.... it is a SHIP.
And NO.. it is not at all amazing it did not sink.
It is HUGE and has lots of reserve buoyancy.
A hit to the superstructure is not how you poke a hole in the hull.
And it couldn''t truly sink there even if it was full of water as could be..
.... it would ground out after partial flooding.
These are shallow channels compared to the draft of these vessels.
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Please, please, please..... ease up on engineering talk about ships.
It is cringe as cringe can be.
And also.. homeowner experience does not quite translate to shipboard systems.
It is another planet... entirely.
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I am ex-USCG.. went to sea in the North Atlantic in the winter..
.... then promoted to a position to runsome stuff ashore that included COTP duties.
Studied for my merchant marine license before I went off on other paths.
Studied standard engineering basics before heading off into IT work.
Worked construction, too. And still hold my AB papers.. someplace.
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Offered as a quasi-expert opinion from a person with cross-knowledge of these disciplines.
No tinfoil for you! 😉👍👍
Yeah, as a mariner myself this guy has absolutely no clue about anything related to how vessels operate. He's just looking to capitalize on a disaster to rake in those views. I stopped watching when he was equating DIY home experience with loading operations...
@@jcdenton6074 Agreed, I watched a few minutes before realising this guy does not know what he is talking about in the slightest. As you say he's just trying to cash in on what happened.
Then don’t watch his videos if it bothers you. He never claimed to be a professional mariner but it’s still new video and content from the NTSB that we haven’t seen before & we appreciate Jeff’s insight. Most of this is video is the inspection from the NTSB that hasn’t been shown on the mainstream media so it’s good enough for us lay people who aren’t seasoned professionals like you guys.
@@heatherupton6558 Hey Heather, I bet you're fun at parties.
Seen a little blurb somewhere about them wanting to check the ships' fuel. Like that was the cause of the total power failure. Something about the sulfur level in the fuel. Maybe they thought they had the refrigeration issue fixed when in fact it was bad fuel?
In any case, if they knew the ship wasn't seaworthy someone needs to be held responsible for being negligent.
Its not the sulfur content they are talking about. The fuel put into all ships from small tug boats to these large container ships, even into the tanks of private sailboats and diesel powered yachts, is the red diesel called "off road diesel". In the US it's legal fuel for farm and construction equipment, locomotives, and any vessel on the water. It normally has a high sulfur content unlike the yellow diesel you put into your truck. What they are testing for is a thick, sticky black sludge that separates out of old or "stale" diesel fuel and builds up in the fuel tank over time which can eventually clog up fuel filters and diesel injectors, which by the way causes a diesel engine to "lug" and billow out tons of black smoke. It's a good sign that fuel is being purchased from other ships with unused fuel remaining after the completion of a contract. In the US it is strictly illegal to pump fuel from one ship to another unless the delivering ship is licensed and authorized to do so. They want to determine if the company chartering this ship has been buying fuel "under the table" or if the fuel supplier is selling unprocessed, recovered fuel.
@@3DPDK Is it possible they accidentally pumped heavy fuel for the ships engine into the fuel tank for the gensets which could have required diesel ?
Contaminated fuel can also cause an engine to have reduced power.
@@heartobefelt The drive engine for a large ship like this is the same huge diesel engines used on freight locomotives. It uses the same diesel fuel as the smaller generator diesels and it all comes out of the same storage tank(s) on the ship. The authorities are testing for "old fuel" for the reasons explained in my first comment.
@@3DPDK black algae in fuel can block filters in minutes too , large quantities of biocide can stop the algae growth but it still has to be filtered out or pumped out. . .
@@heartobefelt This is a big argument point because everyone is taught that it's a form of algae that grows in diesel fuel, but it's actually not. It's a poly carbon chain molecule that looks like algae. It's kind of like raw polyester resin except it's black. The "algicide" treatment is a naphtha based chemical designed to break or dissolve the links of the chain molecule. I defended the algae argument for years until I had a chemical engineer show me what it was under a microscope.
Other than that you are absolutely correct. If you work on a boat that doesn't clean out the fuel tanks every few years, you're likely to be posted in the engine room for your watch, swapping out the Racors every half hour.
Wow ... good explanation about electrical breakers ... thanks ...
The problem with trying to "load shares across multiple breaker circuits without understanding the root cause of the problem is that you can't assume that randomly splitting the refrigerated containers with split the problem. Say there were 50 containers, but only 3 were causing the problem. You could split them into two groups of 25 or 15-15-20 and end up with all three problem units still on the same circuit. Or maybe each one by itself could throw the breaker, so when they are all on the same circuit only that one goes down, but when split all three circuits get disrupted.
If it didn't happen when it did, it could have happened an hour or two later with the ship fully out to sea. The bridge would be OK, but the crew might have been in more peril.
Isn’t the NTSB at fault they should’ve had renforced concrete dolphins to protect the bridge in the first place
Bridge was under jurisdiction of army corps of engineers supposedly! 😊
According to their website the mission of the NTSB is:
"Making transportation safer. We carry out our mission by -
- Maintaining our congressionally mandated independence.
- Conducting objective, thorough investigations and safety studies.
- Deciding fairly and objectively appeals of enforcement actions by the FAA and US Coast Guard and certificate denials by the FAA.
- Advocating for implementation of safety recommendations.
- Assisting victims and survivors of transportation disasters and their families."
As part of that the NTSB investigates accidents and incidents, determines what happened and its probable cause, and may issue recommendations for improving safety in the future. Others are responsible for putting any NTSB recommendations into effect.
@@jeremybarker7577 thank you for answering my question
Why does it look like aluminum? Was the bridge made from aluminum, or an aluminum alloy? Construction with aluminum was common because of the inexpensiveness of aluminum, or aluminum alloy.
It is customary to have hazmat load outside in open air and stacked in a somewhat separate area, instead of deep inside the ship and among or mixed with other containers. The inspectors probably had a look at the hazmat content list before doing their inspection. I would have brought a compressed air breathing mask and protective clothing and all sorts of measuring equipment. I agree with automatic circuit breakers (electromagnetic type) being unpredictable when they are getting older, but with the melt type it's the other way around. Those things sometimes allow up to three times nominal current before they go. The reefers overloading the board power supply and tripping the gensets is a plausible reason for the blackouts. The data recorder failing to record is odd, though. It must have had a broken internal battery power supply (dead batteries, poor maintenance, missed out periodical checks, whatever).
Great Video and great information. Keep it up. All the way from California. Rest in Peace to those that Lost their Lifes in this horrible incident.
Why do you comment about the workers not been able to save themselves because they’re “foreigners” any one will die automatically if a huge bridge like this one falls on them it doesn’t matter what nationality the person is from. Shame on you your comment has nothing to do with this tragedy, four of the six workers lost their lives in a horrific accident you shouldn’t be talking like that about them at all.
He was talking about them having a different life experience growing up with different vehicles than what they were using and how to escape vehicle in the water situations.
It was an opinion that he probably could have framed better. Not every perceived slight has to be raged at.
No kidding. Falling 185', then having the steel arch coming down on top of you, doesn't really discriminate against whoever happens to be there. The damn useless media has to make it some kind of racist/woke issue to get more "clicks and likes" to push an agenda.
@@awesomeblossom1 It's also bullshit. The method of escaping vehicles in water is the same the world over.
I stopped watching after the third time you called it "a boat." Boats are what you get into when the SHIP is sinking.
This is incompetence on several levels. The ship should have never sailed in the condition it was it. The Port should have installed better protection for the bridge years ago. Now we have Politicians jumping in front of the camera to give platitudes, and saying "Baltimore Strong." RIP to the working Men on the Key Bridge.
I agree 100%.
Yeah, when I heard that local politician say, "Baltimore strong" I though of adding a more accurate "Baltimore Stupid."
This is what I was talking about. "Someone said there was one trip breaker event". This video went "were they still tripping breakers when they left"...And this expert comes around "the ship should have never sailed". All in a day!
You don't know if they had fixed the problem or not.
Look at how long the ship travelled from the dock until it lost power. A LONG DISTANCE. It's not like it just left the dock and POW, ship hits the bridge.
@@Chris_Harris It was having issues before it left the dock. I work there.
It sounds like severe negligence that the ship was having electrical trouble to the point of complete power failure before it left the port yet it was still allowed to sail. If they would have held the ship back until the problem was fixed, none of this would have happened.
BRUTAL ANALISIS....THE BEST SEEN IN RECORD TIME... WELL DONE !!!
deff a gas analyser, not humidity 😅
... lovingly called a "sniffer".
As a photography buff, I'm disappointed to see only phones being used to document the damage. Phones can certainly take great photos, but they just don't have the resolution and long-lens capability of real cameras. I hope other folks are going to come in with serious photographic equipment. This is too important to leave to leave to phone cameras.
It showed them using their nikons
As a youtube comments buff i am disappointed that you merely push your limited knowledge of specialized tools for a certain situation onto experts in a completely different situation, without even hinting at a conspiracy. I suggest next time you make it also about the chinese spying real time through the phones, or "them" suppressing decent cameras, government coverup, etc. I hope some other commenters come in with some serious weird stuff, this is too important to leave to hobbyist knowalls.
@@barrygillis,
[insert typical youtube preamble here] the word is know-it-alls.
@@barrygillis it's not unhealthy to have questions or qualms with the status quo. I know it might be hard for certain people to choose to think for themselves but usually that's what architects do.
That's the main issue with phones is zoom range.
Yes, have worked on ships .. MSDS safety sheets. We have to know what we are working with. Saw detailed pictures of the ship,100ft Beams and a 4 lane highway concrete and all went through at least 6 decks, Possibly compromised the forward fuel cell. Can clearly see she is leaking. FL Crew Prayers for the families 🙏 ty jeff many ?'s
Jeff, The NTSB stated that the Dali at 1 27 am and four seconds. " The pilot ordered for the port anchor to be dropped." The thing no one has been saying is, Doesn't this ship have multiple anchors? perhaps one on each side? what about the starboard side one? If they dropped only the port side anchor as stated, it would cause the ship to change course and turn to the right...Turning right into the bridge support.
Yes, any smart pilot knows that the anchor will not stop a moving ship, it is meant for when the ship is not moving. They dropped the port side only, because I assume they were trying to make ship pivot left around the tension of the anchor chain as it hit bottom.
@@jeffostroff Exactly. Dropping port anchor will cause at least some swing of the bow to port. But Jeff, why do you keep calling the ship a "boat". I was in the Army, not the Navy, but I know that is no boat. And it is not a wall, it's a bulkhead.
THEY SAID IN THE NEWS THAT IT HAD CRASH ACCIDENTS BEFORE SO IT SHOULD HAVE DONE SHIP WORTHINESS TESTS BEFORE LETTING THE SHIP OPERATE.
The crash was in 2016 so I'm sure all was repaired
The ship had been routinely inspected multiple times prior to this voyage and was passed except for some minor faults that had been addressed.
@@aztec0112 you got that info from CNN bro lol come on
@@DocLogic123Actually many reliable sources have stated the fact based on records. It's not just the MSM.
Can you type without yelling please?
Breakers trip to protect generator. So that wasn’t it. Maybe they were just practicing? The NTSB investigation cannot be trusted. The ship had insurance that will have to cover the costs of the accident. I want to see the insurance company’s investigation.
Jeff, why isn’t there greater redundancy on these vessels? It seems odd that electrical system malfunctions would render the ship totally uncontrollable. Airplanes have triple redundancy with critical systems- it seems like these huge ocean going vessels should be better suited at handling abnormals & emergencies from a systems perspective.
Many ships this size have two main generators and two axillary generators. The hydraulics can be pumped electrically or can be switched over to a mechanical pump driven by the main engine. Many modern ships have a battery backup system that keeps the navigation and internal communications and radio equipment live if power goes out. The redundancy is there, but it takes time to switch to the backup systems. From the first lights out to the collision took about four minutes. Four minutes with most everyone in a panic to get power back on line is hardly enough time to switch everything over to the axillaries.
Thanks for the explanation, that’s very insightful. Is this the “state of the art”, however? The design you’ve described seems less redundant and more like an aux system, given the startup time. Is this the best we can do?
2:45 It was reported the bow of the boat is sitting on the river floor beneath the pier.