Baltimore Bridge Collapse Analysis: 100% AVOIDABLE
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- Опубликовано: 20 май 2024
- On March 26, 2024, the Francis Scott Key Bridge in the Baltimore Harbor was struck by a massive container ship Dali. Jeff Ostroff walks you through all phases of this fateful collision and the resulting total collapse of the Key Bridge, offering you step by step walkthrough of security camera videos that captured this engineering disaster. You'll also see possible bridge design deficiencies, as well as past deficiencies on the Dali ship, and what could have prevented this catastrophe.
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00:00 Intro to Baltimore Bridge Collapse
01:49 Initial damage and tracking Dali boat before bridge collision
03:49 Analyzing security camera video of Baltimore bridge collapse
05:15 911 calls/emergency response to bridge collapse
08:26 Moment Dali boat impacted Francis Scott Key bridge
10:54 Similarities to Florida 1980 Sunshine Skyway Bridge
11:31 No protection for bridge pillars
11:57 How concrete dolphins are used to protect bridge pillars
14:06 Analysis of how continuous truss collapse progresses
15:10 Shipping channel is too narrow, spacing between bridge pillars
16:19 Prior deficiencies of Dali ship
17:28 Prior accident with Dali in Antwerp
18:53 What about protection for Golden Gate Bridge support towers? 
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What about the part where Ukraine, who captained the ship, claimed responsibility for the attack and threatened Europe with similar attacks if they also withdraw funding?
Synergy who owns the ship, recently declared that Diversity (DEI) was top of their agenda... not safety. See their website.
-1 RUclips demerit point for conspiracy theories
@jeffostroff I'm hijacking your pinned comment. This is important! One of the ore carriers (bulk carrier ship) owned by Algoma Steel was built in....
China.
The ship had a mongolian crap ton of issues with it's electrinic propulsion controls. Hmmmm.
The bridge span pretty much covers the shipping lane it's a cheap bridge at close to the end of its working life, remember past the required length additional length becomes effectively exponentially more expensive,the bridge I would query more for collapse would be Richmond San Rafael and SF Oakland bay bridge,
I’m extremely blessed too still be alive, Im one of the lucky truck drivers that just finished crossing the bridge right after it collapsed.🙏🏽🙏🏽RIP to everyone who lost their lives🙏🏽🙏🏽
God blessed you.
Thank you so much🙏🏽 god bless you as well
God bless you
You have a purpose yet to be fullfilled
God bless you
Jeff, I'm a marine electrical engineer, and I know exactly how the power system on these vessels is supposed to work. This is 90% the fault of the ship, its operators, and its owners, regardless of the protection of the bridge, which certainly was inadequate. There was an initial blackout of the main power system, which in itself is a sign of colossal negligence on the part of the ship operators. It should be HIGHLY improbable that the main power system should completely fail, as there are multiple layers of redundancy.
After 40 seconds, the emergency generator came on, exactly as it should, this is the smoke that you see. But within a few minutes it also failed. Another colossal failure. There's no way that BOTH main and emergency power should be able to fail absent major damage to the vessel or incredible negligence of maintenance or operating procedures. There are power management systems that are engineered to precisely prevent this. Throughout all this there would be no propulsion, as the main propulsion generator relies on fuel, lube oil, and cooling pumps that are on the main and emergency busses. But none of this should affect the ability to steer clear of hazards.
There are redundant steering HPUs on the main and emergency busses, so even if main power fails, emergency power should restore steering within a minute. After the first re-light the ship should have had plenty of time to correct course, especially going at 7-8 knots. That deficiency that you found on the inspection is completely inconsequential to the reliability of the steering gear or the loss of both power systems. You should be able to lose the entire propulsion generator and the steering gear should keep working. There are so many layers of redundancy here that failed, it's indicative of unforgivable operational negligence on the part of the vessel operators and owners.
The emergency generator will NOT create that volume of smoke, no way. That smoke is either the main engine executing a "double ring" (emergency) astern or the aux. boiler firing up (less likely). 10 years deep sea Chief Engineer, including ships bigger than this one 🙂.
@@ak-rx1ui does that mean the captain is to blame for panicking and ordering the control panel to operate the main thrusters backwards?
@@harrypaule2300 To my knowledge MV Dali has a single- screw low speed reversible main engine. (The whole engine has to reverse as there's no gearbox between the engine & prop). It is normal for such engines to emit large quantities of black smoke when starting up in the opposite direction. The Pilot/Capt has obviously ordered a 'double ring' full astern as soon as the power is restored- hence the thick black smoke.
@@ak-rx1ui undoubtedly, when reversing the ship at a speed of 7 knots forward...the direction of movement of the ship will change to the right...which is what happened and the ship left the axis of the channel...either this was done out of panic or some other reason... but the operator, having a cold mind, should not have done this (everything is noted in the recorders, of course)... this is normal maritime practice.. this is not a port tug... there are 52 thousand horses and which have not yet been warmed up.. but these are details.. .
@@ak-rx1ui at one time we were leaving Shanghai on a new container and in the river the ship completely turned right on board... the second steering pump was turned on and the first one was turned off... and we managed to turn off the faulty pump... and this was also perceived without undue panic ...although it was scary.. but this is just an outside view of this tragedy...
i live about a mile away from the bridge (right in front of the the dali was docked at) and was unfortunately awake when it collapsed because it shook my house like a magnitude 4 earthquake for around 10 seconds, wrote it off as a fighter jet doing a low pass over my house, was shocked to see the bridge was gone and was what shook my house
What does (right in front of the the dali was docked at) mean?
@@skinovtheperineum1208he lives right in front of the dock the ship “Dali” was docked. Meaning he was real close to the bridge.
@@chodeoriki4113 - Well then that's what he should have said instead of that sorry mess. And nobody was talking to you.
@@skinovtheperineum1208his home looked directly at the dock where The Dali was "originally moored" at....at the top of the Bay.
maybe you shouldnt be talking st all?@@skinovtheperineum1208
Bridge engineer here. 1977 we didn't have the pier protection standards that we do now, nor were the ships as large then as they are now. Sunshine Skyway Bridge is good example and yes we should have learned, but Owners have to balance spending priorities and decide to install those large protection devices, among many other maintenance items demanding attention. However at this location, you're right, with the high volume and the large ships, it would have been prudent to have better protection.
I am not a bridge engineer I am a simple civil engineer doing water dam and penstock designs. I am not puzzled by the lack of dolphins I am puzzled by the quick and total collapse of the whole bridge. Why did not a single section remained standing?… can you enlighten us about that?
@@Ghredle 2 very large sections are still standing. The giant ramps leading up and down from the truss section.
@@Ghredle the approaches are both standing. The cantilever structure is down. Which is perfectly explainable as a cantilever structure.
There is no redundancy from where the truss structure begins to where it begins. If the truss is completely broken in one area, the whole thing is coming down.
"you're right, with the high volume and the large ships, it would have been prudent to have better protection." That's really shallow. Are these words supposed to make everything better. Pillar protection (dolphins) could have been installed anytime before the crash; you've had almost half a century to make it right.
One key takeaway is that every single Construction Company has to have the ability to be contacted by emergency personnel versus driving to them. This blows my mind that this was not standard practice. These workers would have made it had it been. Such an avoidable tragedy on several fronts.
Should have sirens like tornado prone areas have. Military bases use giant voice systems as well that is controlled remotely by an emergency operation command center. 1 click of a button and all personal could’ve been warned and directed to egress the bridge. However, it looks like there is a lot of complacency going on here.
Those construction workers were all non Union scab immigrants from foreign countries. Did they even speak English????
The police did not have the proper training, you can tell by how they were talking on the radio. They had the resources to evacuate the bridge but either chose not to or didn't know how to use the resources they had to properly evacuate the bridge.
I totally agree with most of what you’re saying here… but from my understanding of the incident and the timelines, it was only 90 seconds from the mayday call to the collapse, which makes the end result a lot more understandable (even though not acceptable, on so many levels… I can’t imagine the grief and trauma involved 😔)
@@EmmaVB82 it was actually closer to 4 minutes.
I can't imagine what it would be like to be on that bridge as it collapsed. Just thinking about sitting in one of those work vehicles and suddenly you have a feeling of weigtlessness as everything begins to crumple around you. Terrifying way to go.
not to mention it being at night and the cold water, just a devastating nightmare for their families.
then darkness, then Jesus. . . or. . .you know. . .
I'm guessing those guys were _not_ in the vehicles, but working their butts off for naught.
Or they were watching that ship as their team leader told them to keep working while the public was evacuated. Not many people would survive that fall, let alone the subsequent drowning. It's a horrible way to go.
This kind of fear is often daily fear in highway re-construction type jobs. In dumptrucking , when hill building for these new elevated highrise bridge overpasses you are ferrying high tonnage loads up to nosebleed heights to dump on an increasingly smaller hill pinnacle. One tired mistake, or driving onto a hidden weak spot of poorly tamped soil and you will find yourself toppling down a huge embankment to your death.
Seen too many fatalities in the construction trade in my years in tractor trailer and dump trucking work. I'm done with trucking!
Bless the folks who build and maintain the infrastructure we take for granted
They were filling pot holes... nothing said the ship was blowing their horns so the crew never knew what was coming ..
Incredible, that there was no emergency signalling system, that could automatically stop traffic from entering the road bridge.
Yes! I've been wondering the same thing. Or at least make sure that crews working on a bridge like this have radios with a marine channel. Even if the Dali sounded a distress signal with her horn, would the crew have understood to evacuate the bridge?
Great idea!
Or that there was no communication from the company to its workers, i.e. Radio, Cell Phone. Find it hard to believe in today's world they couldn't be contacted
@@mphedges5714the ship lost power, doesnt that mean they wouldnt be able to use their radios for the construction crew to hear?
@@caylem00 apparently the ship was able to transmit a mayday across marine frequencies and Toll Facilities received it in enough time to stop traffic. I would suppose that a ship's communication system has battery backup.
This is just the latest of many cases of, "Why spend millions of dollars to protect against something that's incredibly unlikely to ever happen?"
I've heard the .o ey Ws earmarked for dolphins but with a Democrat ad.inistratuon too many hands had access to the cookie jar. Way to go Baltimore. It was a miracle that more didn't perish. This catastrophe was 100% avoidable if stringent safety guidelines has been followed. This is what happens where you prioritize profit over safery.
I will never forget seeing a great gaping chasm in the Tasman Bridge, Hobart, Tasmania in 1975 the day after it was hit by a ship. I was 5 years old and the image is burned into my memory forever. I still drive over that bridge and they still stop all traffic on the bridge when ships go under. Some people are frustrated with that and think its an overreaction, but I am grateful that they do.
All they got to do is build stand off peers
That what lead Australia development of two more help vessels
@@newelllondon724 It's cheaper to stop traffic.
Those lucky last drivers in the cars and trucks; and so unlucky poor construction crew.
they were cheap workers from the u.s. southern border.
@@user-wf2bp5jj1w - Today, they are "the honored dead".
The NTSB will likely recommend continuous radio communication between construction crews and police on one side or the other.
Sad 😢
I think the lucky ones are the ones stopped by the police. If they hadn't been stopped, they'd be in the bay.
I find it odd that power comes back just in time for the ship to veer off course just in time to hit a pillar to cause the bridge to fail.
The explosions at key structural junctions immediately after impact, and the highly unusual free fall of the ENTIRE STRUCTURE? How come folks are STILL so clueless?
The Dali reportedly had power systems failures while docked and being loaded. They chose to go ahead without assessing and fixing the power systems and this is what happened. I’m sure they were too worried about the costs of a delay to fix it… and now they’ve caused multiple deaths and MANY BILLIONS of dollars to replace the bridge along with the economic impact of the shutdown of an entire harbor. How many people are affected by the greed of a few??
source?
How do you know this? I have not heard this anywhere.
@@davedixon2068
This information has been reported for several days.
Baltimore New 7
Ship that collided with Baltimore Key Bridge had power outages while docked: Sources
by Scott Taylor
Wednesday, Mar 27th 2024
Sources told the 7News I-Team the 948-foot Singaporean-flagged container ship, that collided with the Francis Scott Key Bridge, was having electrical problems while docked at the Port of Baltimore.
Sources telling 7NewsDC
that workers who helped load the Dali at the Port of Baltimore before it left witnessed power outages on the ship triggered by refrigeration containers. Ship's owner Synergy has no comment.
CNN is also reporting the power issues.
@@PFCD
This information has been reported for several days.
Baltimore New 7
Ship that collided with Baltimore Key Bridge had power outages while docked: Sources
by Scott Taylor
Wednesday, Mar 27th 2024
Sources told the 7News I-Team the 948-foot Singaporean-flagged container ship, that collided with the Francis Scott Key Bridge, was having electrical problems while docked at the Port of Baltimore.
Sources telling 7NewsDC
that workers who helped load the Dali at the Port of Baltimore before it left witnessed power outages on the ship triggered by refrigeration containers. Ship's owner Synergy has no comment.
CNN is also reporting the power issues.
The bridge will not cost several billion dollars to replace. Drama queen
As a truck driver this was very interesting and informative my condolences to the families of the deceased 🙏🏼🇺🇸
In January 1975, The Tasman bridge over the Derwent river in Hobart, Tasmania, was bought down by the SS Lake Illawarra, which also sank. 12 were killed. To this day, traffic is stopped when ships are passing under the bridge.
And you dont go under Australian bridges without TUGS
We had a ship strike a bridge in 1980 here in Sweden. en.wikipedia.org/wiki/Alm%C3%B6_Bridge
@mycosys FALSE. The Navigation Act 2012 allows ships to proceed under bridges without aid of a tugboat
,
It was 1972 not 75...and you didn't mention that Abdullah al sied Al Ranjit Badidr Anwar jumped to his death on their in 72 so i suspect uour lying
BUT the Chesapeake Bay is 150 miles long. Are tugboats supposed to escort the ships all 150 miles (past the Virginia-Maryland bridge-tunnel). Be realistic
.
Thank you. I'm glad that you decided to do the video, you're videos are always very informative.
Thanks so much for this thorough video. What amazed me so much is the level of professionalism and focus of the authorities and dispatch; this is highly emotional for we all here, and to hear them express such emotional intelligence and clear with communication makes me very proud of all.
There are several San Francisco Bay Area news sites with articles on whether the Bay Area bridges would survive a similar incident. The South Tower of the Golden Gate Bridge has a fender around it while the North Tower is build at the tip of a peninsula and the water is too shallow for ships to approach it. The Bay Bridge has fenders around it and has been struck twice (once in 2007 by the _Cosco Busan_ and once in 2013 by the _Overseas Reymar_ ) and both times the fenders protected the pillars.
Thanks!
I’m not 100% sure, but I live here in the Bay and remember hearing or reading that the suspension bridges especially (GGB and Bay Bridge) wouldn’t collapse all at once like the Key Bridge did because of the way they’re designed. If anything, they would only collapse in sections.
Both of those incidents were glancing blows /side swipes. It wouldn’t have survived a direct t-bone like this one.
@@garnetstar28 a suspension bridge would collapse immediately if one of the piers was damaged and failed. The Tacoma Bridge failure illustrates the type of failure of the deck but in that case both piers were not damaged.
One thing everyone is forgetting about large container ships - they are large... and the bow protrudes further ahead of the ship than the keel of it... so while the bottom of the ship might impact a fender... the top part of the bow would hit the concrete support. This bridge was built over 60 years ago, long before container ships were anywhere near this massive... no way they could predict this prior to building it... and I think residents would be incensed at having to pay additional taxes to have more protection built around the piers because to them it would be superfluous money spent on something that 'would never happen'.
I found you during Oceangate and the Miami condo collapse and I’m coming back for the bridge. You’re the best at explaining very technical things in a simple and organized way that we plebes can understand. Thanks Jeff!
🫡not all heroes wear capes
Me too!!!!! I been following this channel since the condo collapse In 2021
Thank you for your knowledge and immediate research into this appalling incident. Good to have an informed overview. So many people here (UK) are quite horrified at the loss of life and and extent of damage. Let's hope other sites will be thoroughly inspected with the view of preventing similar disasters. Your commentary has been the most clear up to the moment.
I have to vigorously disagree with your analysis. There was a pilot onboard the Dali, and it was not operating in an unsafe fashion. The pilot doesn't steer the ship when they board, they command the helm. The Sunshine Skyway Bridge collapse was caused by a negligent captain, running too fast in low visibility. The Golden Gate is a suspension bridge, which takes a long time to construct and is more expensive. For whatever reason they went with the cantilever truss.
It was built in '77 at a time when Baltimore was suffering financially. Also in '77 there weren't many large container ships hauling stuff. The MV Dali was neopanamax. In order to allow those ships, you have to deep dredge the channel (like 40' of draft). The bridge was not build with that spec in mind, which was wider than the original panamax (and longer too).
Another consideration is, to put in a concrete dolphin, you have to sink a steel caisson to bedrock (like the bridge pier). So it is greatly dependent on the depth of the water, and the muck on the bottom. That takes a lot of effort, and you need to clear the area to allow for work to be done.
Being a tidal pool, I would not be surprised if the MV Dali chose the departure to ride the falling tide out into the bay. More than your typical current. Another problem with tidal pools is they can be very silty, and they will pile up muck around the dolphins, or scour channels which can undercut it. That can foul or move the channels despite best efforts to keep it dredged. A river won't go through such differences in current (potentially even changing direction). In that case, a minimal base might have been a better choice at the time for minimizing silting effects.
It should also be noted they planned on making that a tunnel instead of a bridge. Tunnels are not cheap, but it was '77. Even now, to say "put in dolphins" is a good idea, but it costs money, and takes a lot of time. There are a ton of bridge which could use them.
Finally, you'd have to make sure the dolphins are big enough so ships can hit the bridge off the pier, and not just the pier out from under the bridge. And also, that all of the cantilevered truss piers are protected, not just the middle two, or you would have the same possible result - progressive failure.
Don't just find who to blame. It's not that straightforward. As an engineer you should be well acquainted with that. I also cannot believe you missed details on what the ship did to avoid hitting the bridge. When you're transiting a channel like that, you're supposed to have people manning anchor stations so they can drop them if say, you lose power and finding yourself drifting into a bad place. MV Dali did drop at least one anchor (it didn't stop moving because of the bridge falling on it, or running over the pier). As an engineer, you should be acquainted with the chain of failure. I've worked in transportation, so I've read enough NTSB reports, and to know how to make a compelling argument something needs fixed. FMECA much?
Instead, you saw a truss bridge fail, and another truss bridge fail, and said "Aha!". You know better than that Jeff. Was the bridge a deathtrap waiting to happen? Was the ship criminally negligent? Did anybody respond in a manner to exacerbate the situation? A dolphin could've saved the CSX train that rode into a river in AL after a barge knocked the bridge off its supports too way back when (and not enough to break the track circuits). That one shouldn't have needed a dolphin.
Thank you so much for bringing a breath of sanity to this situation. Your willingness to share your insight is appreciated. I too agree this was a cascade of unfortunate events. I think the crew tried their best to slow down. It is possible their attempts did factor into the outcome. Plain and simple that much mass in momentum was going to produce a bad outcome when it struck the immovable object. Thanks again
I strongly dislike how you say the bridge shouldn't have dolphins because "it costs money". How much money is required to completely replace the bridge, and how much money is lost due to the bridge being completely gone for the multiple years it takes to replace it? The entire port is completely closed, which means businesses are losing millions of dollars, and the government is losing that tax revenue. I'm sure someone is going to have to pay for the lost revenue from the ships stuck in port, and the ships stuck outside port. Any costs to protect the bridge would be a small fraction of the economic costs of losing the bridge. That's why good engineers don't skip critical safety features. If the bridge was important enough to be built in the first place, it was important enough to properly protect the bridge from this type of failure.
The Sunshine Skyway Bridge was negligence, yes, but that only underscores the importance of needing proper protections for bridges. Bad things happen, so it's important to protect critical infrastructure. We learned that lesson in the 70s, so I'm surprised there are still completely unprotected bridges in the US. If there had been protections installed, but they were insufficient, that would be an unfortunate engineering failure. But looking at the pictures of the bridge, there are zero protections to keep the bridge standing if it was struck by a ship. Someone is definitely at fault, because it was public knowledge that this type event could and would happen, with predictable consequences for a truss bridge. That means the bridge should have received MORE protection than strictly necessary, not less. Refusing to prevent known failure modes that can kill people is definitely criminal negligence.
This could have been solved with a simple rule. A channel should only be open to shipping if the bridges built in that channel are able to withstand being hit by that size ship. There's a reason many ships are sized to fit the Panama canal. If the Baltimore bridge was unable to withstand a collision with ships that large, they should not have been allowed through the channel until the bridge was updated. Rather than "it's expensive to keep people from dying", the problem should be reframed as "it's expensive to upgrade to support newer things". If it's not safe to allow ships of a certain size, then they shouldn't be allowed until upgrades can be made to the infrastructure. They dredged a deeper channel, but skipped out on proper safety measures, so now their entire city is going to lose millions of dollars for years, and be a giant gridlocked mess because they skimped out on safety. People are dead because someone thought they were smart enough to avoid predictable failure modes. You reap what you sow.
I do hope that the families of the victims do get some settlement from the shipping company or the city, because their deaths were definitely preventable. No one deserves to die because some engineer or manager thought that their life was too expensive to be worth protecting with proper safeguards.
I live in Florida and fish off the Skyway Pier which is a piece of the old bridge. The Dolphins may not have stopped this but sure would not hurt to help! Thats all hes saying. It should have had Dolphins protecting the infrastructure after the collapse in Florida. Doesnt matter what the circumstances were. We should have learned. They definitely will have them when they build the new bridge I can bet ya.
Thank you. When he said something about the barriers being built, I said, have you ever been to Baltimore???
MD only cares about the Montgomery county area and the richer areas around DC. Baltimore is literally a shithole infrastructure wise. The potholes on the bridge have probably been there for 8 years.
@@alexlowe2054 You have no idea of the processes going into projects and determining the 'limits' of what they should do. The only thing you are going to get by insisting that you fully protect a structure is ... less structures built. In addition at the time of the construction they may have built it to withstand the largest ship of the day. they may also have had no idea that ships 8 times the size of those in that day would ever be built.
I love that I can get better quality coverage here than on paid network channels. Thanks for all the work you put into your videos. ❤
Thank you for covering this horrific tragedy..I was thinking as soon as I heard it happened you came strait to my mind……I bin following your channel since the titan disaster…cheers from Long Island ny…
Great coverage as always !!!! I will be watching for your updates !!!
Thanks for covering this Jeff. I hope you'll keep us updated.
16:00 : The reason the bridge was only 1200ft on the main shipping channel is simple: It was built in 1977 and the entire thing is easily able to reach across the shipping channels running up the river.
It was simply not considered that a ship of that size could operate outside of those lanes without either running into the ship deflectors installed beyond the pillars or running up on a bank.
Why should they have built the bridge massively larger than required back in the 70s?
Agreed… Even now, those giant container ships are not appreciably wider than 50 years ago. The widest is probably 150 feet. Two lanes 300 feet wide separated by 300 feet for safety (probably a lot less) … highway vehicles are 10 feet wide traveling at 55mph in a 12 foot lane at an oncoming vehicle 6 feet to the left so the vessel proportions are reasonable. This bridge was barely a restriction in the waterway.
It was never considered or updated 😢
I think what matters here is how wide is the channel. There is no point in making the span longer if the channel isn’t that large to begin with. People forget these ships can only go within the deeper waters and if they somehow veer off from the channel they will run aground (likely right where the span begins/ends)
Agree primarily with @robertwazniak9495 that yes in width there is not an vast difference, but in overall length and displacement the ships have grown significantly since 1977, many of them based on either the restrictions of the Panama or Suez canals, Panamax was once the largest of the ship design parameters, so there is a lot to take into consideration with the current fleets of super sized container ships and bridges of aging designs, and the protection that many "at risk bridges" should have the benefit of hindsight (unfortunately) to have installed, or at least improved to possibly prevent such a disaster happening again.
@@tippo5341 This ship was about 979 feet long a medium size. The large ones are 1,399 feet! Thats over a football field in length and water needs to be 60 feet deep compared to 42 feet for the Dali.
I’ve been following since the miami condo collapse, whenever a big event like this happens i run to your channel because you explain everything so in depth but so plainly for someone like me to really understand what’s happening structurally with these designs. Thank you for your work!
your news coverage is SO much better than main stream and they have all the good toys, great job
I’m not from Maryland but I’m from RI and I have gone over all of tbe bridges there so many times and the bridge collapsing has been my biggest nightmare and when I first saw this i was terrified
That would be scary AF if you were driving across when this happened and crashed into the water. The worst unintentional roller coaster ride to your death ever.
@@Sovereign_Citizen_LEO One Ride Per Customer.
I can just imagine. For the rest of us who think it's cool to drive over a bridge and have the opportunity to see a huge ship pass underneath, are probably going to be on edge from this moment on.
I guess Jeff missed the radio call from the trooper saying that he had the southside of the bridge traffic blocked off, which means northbound traffic had stopped.
That officer said that he was waiting for another cruiser to arrive so he could drive out and warn the construction workers to get off the bridge. It appears to be unfortunate that another cruiser didn't make it in time so the construction workers could possibly be saved. On the other hand, it's also possible that if the trooper was able to drive out on the bridge in an effort to warn the workers, then he likely goes down with the bridge too.
Bad news all the way around...
Great breakdown and reporting, thank you
I really don't think there was time to get the construction workers off. It's amazing they reacted so quickly and stopped traffic as is. Now you can say they're just doing their jobs, but you can imagine 99.99...% of the time nothing happens. So it really is commendable, when the time came, they were on top of it and saved lives.
He did bring up a good point however, for at least a full minute or more the ship should of been sounding its collision alarm and the workers should of heard that. they may not know to run. but they should of been aware that a ship was heading towards the bridge.
Even if a second unit was available and the cop did drive onto the bridge, he would have just been another victim. The bridge collapse less than a minute after they got the traffic shut down.
@@chrimony I agree. The only way the construction workers could have gotten off the bridge would have been if somebody called or radioed them to get off the bridge. And the language barrier would have made even that difficult.
Thanks for doing this video. My heart goes out to those whose lives were lost. I am eagerly awaiting more videos on this topic. I followed all your videos of Surfside.❤
I was waiting to see if you were going to cover this! Thank you!
Jeff you never disappoint. Knew that you would come through on this report. Great job can't wait to hear more.
In times like this, I remember that famous quote from The Onion:
> *"If only there was a way to prevent this tragedy…that didn't cost so much money!"*
I mean yes but like what?
Stopping what 100,000 tons of ship is not only expensive it's also very impractical to reinforce a bridge against that. It'll have to be beefed up to hell and back and even then it might not be able too.
@@bryan0x05 barriers not attached to the bridge to absorb the impact, mandatory tugboat escorts in and out of the harbor, stricter/better-enforced inspection/maintaince/redundancy laws in the mairitime industry, lots of different ways to reduce risk by spending money exist.
Who pays the tugboat owners, or are they like the Coast Guard ?
@@BlueBonnie764 uh, does it matter who pays it? My point was that it'd be safer if *anyone* spent the money for that to happen.
About three years ago, the Biden administration passed a $1.2 TRILLION "Infrastructure Investment Act". I guess Bootyjudge pocketed the money instead of spending it where it was meant to go.
👍🏻thank you for this interesting analysis
Very very well presented and explained Jeff!
My heart aches for the construction workers who were just simply doing their job. Sad! 🙏🏻
i presume this crew was 51% female, else the construction company need to be sued for bigotted hiring practices.
@@miff227I am sure everyone is aware by now that the crew was all male; but really, what's the point?
I'm an active-duty US Naval Officer, specifically trained on surface combatants, qualified Officer of the Deck and Engineering Watch Officer. I'd be very interested to know the inner workings of this cargo ship, because a loss of electrical power DOES NOT mean a loss of PROPULSION control, nor necessarily loss of STEERING control. It is standard to have redundant steering systems in case of failures, to include back up circuits, generators, and manual hand cranks.
It'd love to be part of the shipboard investigation team leading up to the collision because my first instinct tells me that the Officer of the Deck, the Captain (which should have been on the bridge during Sea & Anchor), and the crew could likely have avoided the collision entirely.
Propulsion Engines are completely separate from Engine Generators, even with a total loss of electrical power engineering crews should still be able to locally manually control the engines, they could have put engines FULL ASTERN or at the very least E-STOP all engines to give more time for the emergency backup generator to come online.
The ship was without power for several minutes, it doesn't take more than 1 minute for a naval emergency generator to be started and put on-line for crucial navigation systems like steering which are always on dedicated networks.
Modern ships have soooo many redundant safety measures it is difficult for me as a trainer mariner to accept this as a simple "freak accident", I'm almost certain there was crew incompetence involved.
Loss of Power, Loss of Steering, Loss of Propulsion control, Loss of back up emergency systems, ALL AT THE SAME TIME, just does not seem likely. So many simultaneous critical system failures only happens when ships receive battle damage, this vessel surely did not experience all that at the same time. People aboard "likely" failed.
EDIT:
I understand that cheaply made cargo ships designed to simply go from A-to-B are not going to have the same quality of construction and redundancy of systems as a US NAVY warship, but they are not completely vulnerable, there are mandatory standards of safety equipment that apply for all ships. I made a much longer post detailing some of this just below if anyone is interested. I've spent a good portion of my life aboard ships and studied collision incidents.. PERHAPS the crew did 100% everything right and there was NO WAY they could have avoided the collision, but from my not so humble experience, this is usually extremely rare.. only a good objective unbiased investigation will tell, hopefully they have one.
PS. I'm in no way implying that malicious criminal intent played a role here, but I'd be surprised to find that no complacency or negligence played a part in this incident.
It is luck, that You are not part of shipboard investigation, You are incorrect in all points mentioned by You, pls be so kind and stick with Your surface combat; 1st - Lost of electrical power does ! mean the lost of propulsion, 2nd - after black-out there is a back-up generator starting, in less than 30 sec, if that was not a case, means there was a serious electrical problem, 3rd - only after that is starting emergency generator, but that one is not for propulsion neither ! for steering, 3rd - how can You imagine Yourself to steer the gigant of over 900 ft with manual emergency steering??? , even on the old vessels, the manual emergency steering to install into function would take hours; 4th - even if You would get the steering, at that low speed without a stream from propulsion would help nothing, on the other side the bow thruster is over 3 to 4 knots also no help, 5th - the only real help in a black-out in front of the bridge is a compulsory tugboat assisting, but apparently the port is fearing this additional costs for the shipping
I think we must consider that the crew on such commercial vessels is quite small.
They may be able to handle normal operations but recovering from a shipwide black-out within a few minutes is something very different.
After '80 most new merchant marine built ships were/are in cost saving/cut-cost...Not the navy ships standard. Total different!
Without a doubt, it was deliberate, contrived.
the speech of transportation secretary referencing it being a racist bridge while maintaining a bizarre grin in addition the f_bi's rush to assert that it wasn't a terrorist attack a very short time after collision further corroborates my opinion it was contrived deliberate.
@juanpablogarcia5362 Designed to encounter and survive enemy action Navy vessels are fault tolerant to a larger degree than commercial vessels are. commercial vessels are designed and operated to get boxes from one port to another port at a lower price then their competitors can.
Your audio is fantastic. I enjoyed listening to you.
Yay! Thank you!
The best coverage I have seen to date. Thank you.
Glad you liked it!
was waiting for your video!! always love your Analysis's. it really sucks that they could not get word to the crew in time. just shows you how vulnerable our infrastructure is.
I was waiting for you to make a video on this :) keep it up with the great analysis videos!!!!!
Nice to see your analysis. Good detail.
Thank you for your sensible evaluation.
Your videos on these incidents are brilliant. Thanks for your expert analysis.
Excellent video! Way better analysis than I've seen anywhere!
Well done Jeff! Nice to see a face and someone speaking into a good mike on a boom. EXCELLENT!❤
EXCELLENT analysis
Jeff, you went and did it. Cut through the crap of all the media, including the BBC.
You have done another great job!
Thank you from this side of the pond!
appreciate your viewpoint and the added emergency communications
Great video of a terrible disaster Jeff. Thanks!
Right off the bat you can tell this bridge did not have modernized protection for the current situation. This was total government negligence. Meaning the whole purpose of the governments and their job was neglected. The pillars were not protected against the type of traffic. That bridge design was so susceptible to that type of damage.
The state rolled the dice that it would never happen.. and spent the money elsewhere.....now they are down the river without a paddle.
All this comes from taxes and Americans do NOT want to pay out.
Thank you Jeff. I look forward to your future updates on this terrible disaster.
Once power and steering were lost, the bridge pillar had no chance with a 15-20kt wind blowing from the north east...
I thought the NOAA buoy at the bridge was reporting calm winds or 4-6kts?
@@Spike-sk7ql - The black smoke from the ship indicates otherwise... its literally blowing sideways!
@@toploadtele dude smoke will blow sideways in 2 mph wind. Smoke is air. Air moves real easy in wind of any kind. There is a NOAA weather buoy at the bridge. Readings are taken every 6 mins. You can look for yourself. The buoy at the Key bridge was reporting 4-5kts at the time. So do you believe "smoke blowing sideways" or a literal scientific buoy, from a federal agency? One that is also used for ship navigation as well.
If her tugs had still been alongside this couldnt have happened.
@@mycosys exactly. People saying "tug escorts would cost too much money", well, now ots going to cost billions of dollars. Besides that.... someone said these shipping companies are paying a minimum call out time for tugs. I doubt the minimum time is a half hour, or however long those tugs were with the ship.
We live in a time where “accidents” happen better then plan demolitions. Towers and bridges just disappear in seconds. . .
Always love your videos!!!!... ❤ Said just what I've been thinking!!! 🤔
Came down like a house of cards
Duh. Gravity applies.
Francis Scott Key wrote a poem known as the Star Spangled Banner, America's National Anthem...
was the bridge collapse to signify America's collapse... or is it just a coincidence...
@@traveler142, it's just a coincidence.
It actually came down like a bridge one of whose main supports was hit by an object weighing north of 130,000 tons hitting it at about 12mph.
Remember that two planes weighing under 100 tons each brought down both of the WTC towers.
No bridge would stand up to an impact from a ship of that mass.
@@cogboy302 Exactly!
11:26 Ummm… the Sunshine Skyway collapse happened three years _after_ the Key Bridge was built. So “heeding lessons” would require a time machine. Similarly, the engineers of the Key Bridge could not have known that the ship that would collide with it nearly 50 years later would be four times as large as the biggest ships at the time construction began (while being less than half the size of the biggest boats at the time of the collapse!).
It’s unreasonable to expect things to be designed around knowledge that came to be known _later._
They had a very long time to add dolphins after the construction of the bridge though.
If only they could, I dunno, add protection after the Sunshine Skyway incident? It's not like the concrete barriers out in the water needed to be part of the original plan.
I took it as knowing this could happen and retrofit the supports with protection.
"..ship that would collide with it nearly 50 years later would be four times as large as the biggest ships at the time construction began.." I was thinking the same. The original Panama Canal channel is too narrow for modern container ships. Either we are going to have to spend billions of dollars retro-fitting harbor bridges around the world that will be inadequate in 15 years or stop building bigger and bigger ships just because we can.
@@pedigreeann The bigger and bigger cargo ships are for fuel efficiency, which indirectly means less environmental impact. A huge boat going slow can deliver as much as a bunch of smaller ships making multiple trips, while consumingr less than half the fuel.
I work for an engineering Company and always think analytic al. I think your analogy was very interesting. New subscriber.
Wow, this was very educational. I think the thing I knew least was about these “cement dolphins” and how crucial it is for any ship crossing bridge. Thank you for this video.
Always impressed with your knowledge of many things and clear ways of explaining things Jeff. 👍
I appreciate that!
Excellent analysis. I've watched your Miami building collapse videos over the years since that happened and learned a lot from them and this is more information than any others...
Glad you like them!
@@jeffostroff you are a bit out of your league here with this ship, the bridge sure, but what qualifications do you have to speak on how a ship is run and the dedication it takes to run them?
Your miami stuff was awesome and you have the expertise for a building, but i dont think you should be qualified to speak about the ship.
@@jeffostroff I am going to email you, because i cannot type short messages short enough for YT Comments.
I urge you to read this email in full and you can reply if needed for questions.
Excellent research --- Thank you --- Debbie & Tiffany
Thank you very much for creating this fascinating video! I learned a lot from you today. I am a subscriber. I am looking forward to learning much more from you in the future. Lastly, you have a very pleasant voice, in my opinion. 😊
Awesome, thank you!
I was 10 years old and had just gone over the Sunshine Skyway about 2 weeks previous before it went down. I was hiding under the dash and my grandpa grabbed me by the neck and said, "BE A MAN, NOTHING TO BE AFRAID OF." I'll never forget writing him a letter after that bridge went down. LOL
I was on and under that bridge last week and crazy got sent to pa this week above Baltimore. Was 20 minutes before collapse in Boston tunnel going to Logan airport. I'm playing lottery
@brentbarnhart5827 What did your grandpa say in response? 😅
@@christinaburns779😳
Does there have to be an "analysis" about every little thing??
@@Jay-jb2vr
Analysis can prevent future deaths 💀!
thanks Jeff. Love your engineering videos.
Thank you for your presentation. It was an informative one and pleasant viewing experience. I would like to clarify that while you were astute in assessing the timing of the boat emergency call timing, which allowed barely 30 seconds between the last cars' traversing and bridge traffic closure, the timing of a call coming 30 seconds later did not save those vehicles. Their safe passage would have occurred regardless of call timing. But! You are absolutely correct in knowing and wanting to relay that it prevented any further traffic beyond that last 30 seconds from proceeding. So, while not saving those cars, it most likely saved some past their timeframe.
I would also suggest comparison to Golden Gate is supremely different-also that type of construction here would like be an order of magnitude higher in cost. At time of construction, container ship size was probably nothing compared to now, so there's also that consideration. It's not all that unlike the Panama Canal now versus then. There are limits unforeseen for the future use states.
Thanks Jeff for your insight on this sad disaster
My CONDOLENCES & PRAYERS 🙏🏽 goes out to the families that lost a loved one on the night of the bridge collapsed.
Are you born again?
@@horaceball5418 Again, and again, and again! (reincarnation style!)
It's a troll. Ignore it@@Corteum
@@christinearbogast6751 Stop crying, little baby lol
100% AVOIDABLE Indeed! 1. Should have had barriers (Dolphins) and 2. Maintence crew should have had radios so they could evac when Mayday was made.
3. Tugs should have stayed with ship until exiting channel 4. The ship should have been maintained better [reports have that the ship firm was doing shady stuff like boeing when it comes to safety] Accidents don't just happen, there's a critical chain of events that leads up to disaster. Thank God it was 1AM traffic and and not 1 PM traffic
Or heaven forbid 8:00 AM or 5:00 PM rush hour traffic!
@@kencarp57 Yeah hitting at peak rush hour would have been horrifying in the likely death toll
The road crew most likely didn’t speak much English. The news says all of the missing are Mexican, Honduran, and Guatemalan nationals. So a radio call would have needed a Spanish speaker. Can they have gotten one in 3 minutes in Baltimore? I don’t know. Very sad for these families.
@@susanKWithAnE The Harbour Pilot in control of the ship was from Baltimore.
Any more racist paranoia ?
@@CraftAero They were referring to the construction crew on the bridge… not those in the ship.
Great show Jeff. Would like to see that Haselblad GG bridge picture in more focus if possible.. Thx
I thought that was a stock photo at the end it looked so perfect and crisp!
The Dali didn't just veer off course. The turn to starboard and into the bridge support was caused by Prop Walk. When they got the diesel restarted he put it in reverse and gave it full throttle trying to stop. That caused the stern to shift to port and the boat to change course and hit the bridge due to Prop Walk. If he'd have just put it in forward and got back under control he would've made it through the bridge. I was hesitant to point this out but all captains are usually aware if I lose power now what do I do, etc. and he should have reacted appropriately. It was a straight shot through the bridge. If you Google Prop Walk it'll explain it.
Agree, he would have stood a better chance to "drift" directly forward through the opening without making erratic maneuvers, but then again, I only have a 20 ft deck boat and not a trained cargo captain. I do feel he was going way too fast, though. I have seen other large cargo/cruise ships go through the Key Bridge much slower, which of course gives you more time to react. It was not windy that night either. Trying to learn from all of this.
@@vickiwhite5773 He wouldn't have had to drift. When you put the boat in forward and give it thrust it provides prop wash on the rudder and you have positive control. I've taken sailboats through drawbridges hundreds of times and you're always thinking if the engine dies now what do I do.
Your right .. and anti clockwise rotation astern created a starboard swing .. they went “ full “ astern ,hence heavy exhaust . She would have missed the bridge ……..
Putting in reverse was not going to stop that ship at that distance. The Captain must be an idiot.
what about the anchor?
Glad you did an analysis on this, I knew this video would be good when I saw it show up in my feed
My favorite RUclips structural disaster analyst doesn't disappoint.
Mine too. Actually I started watching (and still) this channel because of the tools.
you have low standards then as as soon as he said protection would have prevented it he lost credibility
Well, he needs to gain some knowledge of the maritime industry. This disaster could have been completely avoided were it not for EPA regulations which limit emissions from maritime vessels operating in U.S. waters.
@@gaiustacitus4242 lol I have some land to sell you its prime land and worth alot its on the far side of the sun so perfect to go at night.
epa and emissions had nothing to do with this just like your brain had nothing to do with you
@@scottgreeff7043 I have even better land, Prime reestate near Miami, Fl. Lots of sun and fun, but also peaceful and quiet. located at 25°45' N 80°04' W
Fabulouse document... Thanks a Lot... I Will suscribe
Thank you very much for your reporting it was extremely informative. My sadness is still there but now there is anger as well.
hindsight is always 20/20 .. and what we learn from every structural engineering failure and post-disaster analysis is what went wrong and how to fix/avoid any repeat failures .. sometimes we learn more from mistakes ...
Yep , at one point he says " just a couple minutes earlier " he goes on with Titanic saying " Just a couple seconds"
I have seen very few accidents that something done differently a couple minutes or , quite often mere seconds would not have prevented.
But that misses the point entirely , It happened , minutes, seconds , irrelevant.
we always learn more from mistakes, as they say, the codes are written in blood
@@dirtbird7415 All accidents are are the result of coincidence,. Someone just happened to be (there) when the hillside gave way. But the fact the ship was southerly of the preferred outbound course and lost power a mere 2/3 of a mile from the bridge in a harbor that size..... We don't have enough information still..
@@bill2953 The smoke shows there would have been wind pressure on the vessel from an easterly direction pushing it nearer the bridge support. See how it veered once the power was lost.
Agreed with the hindsight.......... always easy to say it could have been avoided.
What makes it even worse is that the bridge had a $4 toll besides! Why wasn't any of that money spent on protecting the bridge with barriers etc.?
That went into my daughter's Mercedes fund
Because it went into somebody's pocket that's why.
The entire transportation system on the garbage coast is mob infiltrated.All of it from DC to Boston is under their greasy thumbs.
When I left Maryland in 2000 it was only $1. Interesting to see how it quadrupled in price in just 24 years
.
Joe Biden sent it to ukraine obv
Great video, enjoyed the content and appreciate the time you put into it. I have been over that bridge many, many times, very sad.
Glad you enjoyed it!
Thank you, Jeff, excellent research and presentation.
By car and by train?
@@mrbmp09 There is no train.
Love how there's so many experts on every single life event these days.
@jeffostroff I took the time to listen to your video. Most of your questions are easy to explain and can be summarised by older infrastructures with boats that got bigger with time. Pair that with the constant demand that are put on ships that were never considered in the original calculation of the bridge. I can testify first hand that at this time, every organisation is now looking at their bridges and investigating if changes are required.
this is GOING TO COST US in ways we haven't even dreamed of....
If, if and buts were candy and nuts, we would all have a merry Christmas. Both construction and maintenance costs increase exponentially with the span length. Engineering practice in any field of endeavor has to balance form, function and costs. This bridge was perfectly serviceable for 47 years. To say the channel was "too narrow" is very misleading. To compare it to the Golden Gate Bridge was even more misleading. The clear span of the Golden Gate was dictated by the depth of the water (just like the Mackinaw Bridge). The towers were place at a location that technology of the time of construction allowed it to be built. The Key bridge was not mis-engineered for its era. You have to look at the technology of the date of construction. To do otherwise is like comparing a Ford Edsel to a Honda CRV for safety considerations. As for tug assist, that is the call of the pilots aboard the ship... they know the ship and the harbor that they specialize in... no it is not normal maritime practice. Tugs cost money to utilize and that cost is added to every container on that ship. And, nobody wants their imported Walmart crap from China to cost a penny more or they will go to another store instead. If you look closely you will see containers hitting the water before the bridge starts moving... the superstructure of the ship hit the bridge, not the bow into the pier. The ship had to pass under the bridge in order for the bridge to land on it. Look at the crush pattern of the containers on board. The bridge was pushed over and no bridge has ever (nor will ever) be designed for a lateral load of that magnitude. And, actually, this was a small to medium container ship... they get double that in size regularly.
Bump
I think it's fair to say though in hindsight, that his points are more than fair/ correct. And that it was a poor design for the particlar channel (not wide enough, and no protection), such that in the rare even a ship lost power, exactly what could happen, did happen. How easily it collapsed is a dead giveaway to me also. I feel that many other bridges such as the GGB, Bay Bridge, or many others wouldn't collapse so easily (like a house of cards).
I read that first line in Shane Gillis’ voice.
@@Sovereign_Citizen_LEO negative. But then your name suggests you're one of those arm chair experts...
The bridge does not have a poor design. If you want to compare it to SF: nobody wanted to have a span that large, but they had no other option. Lucky for them, it's a rocky surface with bare bedrock. That is a luxury that the East Coast doesn't have. A longer span means that the support has to carry more load and more weight. That's not just a matter of making a stronger pilon, but the soil below needs to be able to carry that. And the soil under the bay simply cannot support such a point load. They would have to slab the entire bay width to spread that load and engineer some kind of underwater structure to transfer it across the whole surface evenly. Which is just a virtually impossible task (unless you have infinite depth and infinite checkbooks).
The only thing that could be done today, that they couldn't do back then, and only IF suitable bedrock foundations can be created, would be a suspended suspension arc, where pilons would only serve as lateral anchors and acoustic resonance prevention. With such a monster, they might be able to double the gap, but at what cost?
The only valid concern is the absence of guiding structures that prevent ship presence. 1200ft is a huge gap, one where most container ships would even be able to pass sideways.
In fact, a safer bridge would have even smaller gaps between the pilons.
The one design flaw that I see, is that there were apparently no sheering elements between the bridge deck and the truss structure. It is possible to make the suspension attachments of the bridge to the truss weaker than the truss itself. In that case, when a section fails, only that section would fall and the truss would remain in place. This wouldn't have helped if the boat directly rammed the pilon. But if, as this commenter suggests, the primary impact was to the bridge deck, then only that section would have fallen and the rest might have remained up. Damaged and unusable, but up without loss of life and without blocking the harbor.
Like RCE says: truss me bro, I'm an engineer 🤣😂🤣
TRANSLATION: Cost cost cost, blah blah blah, because of costs.
Your report gives a good sight into this disaster. It is absolutely normal that the ship deviates from its course due to the outbound current coming from the secondary channel close to the bridge. It would be good to know if the pilots and the captain anticipated this effect or if they responded after the ship started altering its course.
It is good practice to have a plan B when piloting a ship. In view of the situation of the joining channels one must review the procedures. Tugs escorting would have avoided this disaster not by trying to stop the vessel but by steering the stern of the vessel.
As a retired pilot with over 30 years experience I did experience blackouts, broken tug lines, ship captains leaving a port on heavy fuel resulting in loss of engine etc... and this all at the worst possible time.
But I always had a plan B.
Of course tugs are expensive, especially for small ships;
For huge ships the cost gets lower in regard to the cargo and should not be an issue.
WELL SAID, GOD BLESS!!
Jeff, thank you for sharing your knowledge and expertise regarding the proper safe design and maintenance of buildings, bridges, and other structures that we encounter daily and of which many of us have little awareness in how safe these structures are. Thank you.
Out of all the videos that I saw about this accident including Shipping channels, this is the best video with best explanations, suggestions and questions 👍🏼 This is the go to channel when a tragic disaster happens. I hope Jeff will cover aviation as well.
Nope! Only Engineering disasters and Engineering in general because, that's his specialty.
The vessel lost and regained power not once
Not twice
But 3 times before it careened directly into that bridge pier.
Then just after it hits you see the lights onboard the Dari go out AGAIN to complete the charade.
All. By. Design.
Blancolirio channel does excellent aviation incident reporting. Like Dragnet, j”Just the facts, Ma’am”. Showing my age.
@@dennisdye7270 I follow Blancolirio channel too 👍🏼
Jeff, thanks so much for the fantastic video. I was so worried that there were cars or trucks that didn't make it off in time but your video was very on spot. I enjoyed following you on all of your Home Depot videos through the years but this was terrific. I live in Maryland about 55 minutes away from this bridge. Kudos my brother and thanks again.
chipshot442
Glad you enjoyed it
Great video! I hope the 13 souls are okay!
Good job, i worked on ships 25 yrs. Just wasn't enough time for crew to restart all propulsion and electrical systems and breakers reset after the blackout, emergency generator would have got the streeging back up quick, but it appears the EDGEN. may have tripped back out. Only a crew of 22 as nowadays they operate with unmanned engine rooms.
But not when under pilotage or for at least 12-24 hours after leaving port. But yes, reduced crew means reduced maintenance carried out, plus they are often only hours in a port, not weeks like in the past. Foreign crews, dodgy qualifications, not so strict classification societies that have lower standards. Owners that won't invest in parts and training. Most ships now are like Russian dolls, that you keep pealing shell companies from.
Thank you Jeff. These in depth explanations for a lay person like me are so informative. I really look forward to these videos.
Muy buen video 👌 que bien explicado saludos desde 🇦🇷👋🇺🇸
Excellent report! Thank you very much. The lack of barriers or dolphins for critical protection struck me right away, as well. Should be an interesting story to unfold. So very tragic, first and foremost. Prayers for the victims and their loved ones.
Everybody wants to try and assign blame, but sometimes things just happen. This was a freak accident. How many ships have gone through there for 5 decades without incident?
Even with concrete barriers, I'm not sure they would have been able to stop this from happening. 95K tons moving at 8 knots is a LOT of inertia.
Prayers for the deceased and the affected. 🙏
Exactly what i was thinking.
the bridge pillar that wasn't designed to take an impact seemed to stop it. i think a concrete barrier would do a better job than the bridge pillar
Francis Scott Key wrote a poem known as the Star Spangled Banner, America's National Anthem...
was the bridge collapse to signify America's collapse... or is it just a coincidence...
this was not just a freak accident, this was an accident waiting to happen, im suprised it didnt happen earlier in the 50 years that bridge was there. big shipping lane and that narrow bridge had no collision protection at all
WRONG - the blame lies with the people who didn't invest in upgrading the system to cope with the modern ships cos they wanted to give tax cuts to wealthy people.
IN EUROPE bridges have ship deflectors in front and behind them.
It just blows my mind that these bridge pillars had minimal to no ship impact protection in a heavily traveled location. To me it is such a no brainer to add a million dollars more to the bridge design to protect a bridge which cost easily 100’s of millions of dollars and in excess of two years to construct. And no tugs guiding it through a tight space. Insane.
of course it seems like a no brainer now that a bridge collapsed and killed people. but years ago when voters were questioned if they want to pay more taxes to build a safer bridge, no doubt they all said no.
@@MattMajcaneveryone is getting tired of paying more taxes to just send it to other countries.
Or waste it on studies to see if mice have more see after having a coke
"And no tugs guiding it through a tight space." No, at the speeds at which these vessels sail, the last thing you want to do is have tugs connected to them. Unless you want to destroy the tugs.
This was an EXCELLENT video summarizing what happened. I live in SF (born & raised) & I think I need to send this video to the mayor or someone! Condolences to the families who lost a loved one in this tragedy. I heard a story on NPR about one of the workers.
I hope that look at the golden gate bridge as well
NBC tried to make it a racial issue because the road workers were hispanic- can you believe that??
At 5:55 you mention the Emergency Generator coming online. The Emergency Generator only powers a small sub set of the ship and not the main lights that you see coming back online. Great analysis. Will look for more.
12:20 deflectors, like a pinball machine bumper. They're not designed to stop a 116 000 ton ship, but to divert or deflect it.
here is some information you may not have:
, lights on the ship are OFF at 1:24:30,
and ON again at 1:25:30,
with more lights going on at 1:25:45 (perhaps full power is restored)
but ...
at 1:26:45, there is complete power failure again.
followed by partial power restoration at 1:27:10
as for traffic on the bridge,
NORTHbound traffic appears to be stopped by 1:25:30, but
SOUTHbound traffic continues ...
the last truck enters the bridge at 1:26:30,
and clears the bridge at 1:27:20
a couple seconds later, two more cars enter the bridge, but have crossed well before the impact.
impact occurs at 1:28:45
it takes 7 SECONDS for the central span to hit the water.
Excellent! Thank you so much for showing the video without speeding it up. Very good conclusion on the protection of the main supports of large bridges. I had this happen to me in 1972, my dad had purchased a large yacht, and we were coming in late in the day with me as "captain".
To enter the harbor, you had to go between two rocks to stay in the channel. The wind was coming from my port side just like in this case, it was not real strong, but I had to turn left to keep the boat straight. The engines died because I was idling them back and accidentally pulled her into reverse. They would not restart because I still had the levers in reverse, and they needed to be in neutral to start. I instinctively steered harder left to keep her straight but the wind was pushing me starboard toward the rock on the right. I might have missed it but at the last minute I figured out neutral and started the engines. I pulled the levers into full reverse as soon as the engines started, but this did not stop my forward progress. It did walk the rear end of the ship to the port side pointing me straight at the rock because I still had the rudders turned all the way to the left.
We did not hit all that hard, but it did a lot of damage. I don't know what happened to this captain or what will be learned from this on the maritime side, but my dad learned not to let his thirteen-year-old kid bring his new yacht into the harbor.
you didn't have your foot on the clutch, either.