Hello KZread! My name is Mark and I am a Seafarer by profession. To be specific, I am a Chief Marine Engineer. I also have years of experience as an Educator.
This channel will showcase Vlogs mostly about the Seafaring Lifestyle. On occasion I'll also be posting videos related to my work aboard a commercial ship as a Chief Engineer, as well as educational videos and discussions about current events in the maritime industry.
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Welcome back, Chief. Glad you had a good break.
This video was highly helpful tonight! My son is doing a school report on the Great Lakes and he printed a paper of images of ships used on the lakes, but all the wording was blurred. Thank you for making this video!
Well done gentlemen. Beautiful machine. Top shelf stuff...Made in Germany.
Dumb question ... why the main propulsion plant cant have an emergency set o pumps linked to it mechanically, like .... a car ??. Im sure there are very good reasons to run al the pumps on AC voltage, but it spoils any emergency back up response time as once propulsion stops, needs a complete procedure to start, I would try to keep the populsion running on itsel at least or short periods o time. I understand that most o this cases happen in open see where or minutes are not critical at all and this systems are designed to that and the Bridge was a very unortunate chain of events. Still hard to understand how all this redundancy can fail ... something else is worng.
tO THIS day this bridge has caused me so many hourrs of driving and gas money.
Awesome video, how does someone get to work on a ship?
😂😂even sleeping is a problem, u still have to wait for go ahead..
This is a really cool video on the overhaul and maintenance of an engine such as this... but one thing that blows my mind is how do they even run at such low RPMs? From what I gather, they typically run at 80 to 150 RPM. I've never tried it, but I'm fairly certain that if I tried to run my Duramax or Ford 4.6 at anything below 400-500 RPMs, it would nope out and stall. I certainly can't see either of them staying running at 150 RPMs. With fuel burn rates and such, how in the world do they run at such low RPMs?
Just signed on to your channel. Very impressed with your knowledge and clarity. My family came from a Merchant Marine background. Well, all except me, so I am looking forward to expanding my understanding of all aspects of the industry. Thank you.
Excellent job Chief. Thanks for your detailed interpretation of events
I would suspect poor bridge design and poor bridge materials.
Salamat kabayan,okay kayoo!) xD 😅
Great video update! Thanks for the analysis. Can you do a video on the status of the crew? I understand they are still aboard the ship and have not gone ashore at any time. How do they get food? How do they get fresh water? Are they getting paid? What has been their interaction with the NTSB? How do you think they are doing? Thanks!
Top job Chief 👌
how much of the parts like those large o rings are kept on the ship? is there a large spare parts supply ?
I'm curious as well, been out the navy a while and this is making me think back on ring bus safeties hard. I know they won't be the same but I'm thinking some of the principles might be. I know trips would be designed to open breakers as close to the fault as possible to prevent taking down any necessary and still safely operating equipment. So if the hr1 and lr1 breakers to transformer 1 tripped it was prob an issue with the transformer? You would want this to trip before it could cause a problem that would trip up stream which we see as it does not cause the main hv breakers connecting the generator to the bus, dgr3 and dgr4 to trip. It could be a fault on the lv bus but in theory there would be breakers down stream closer to sub circuits and pannels supplying them and equip that should have tripped before tripping the transformer hence breaker pannels. That and tripping both to a piece of electrical equip was usually an equip fault if I remember correctly. But the crew manually closed hr1 and lr1 putting the transformer back on line. And in less than a minute dgr3 and dgr4 trip. This is also when smoke starts bellowing. could this be under volt or over throttle trips bc they could not supply some insane load bc of a fault in the reconnected transformer? I seem to remember there is a brief time after large breakers close that the trip is not "rearmed" bc an initial transient could re trip them. Again I'm almost 20 years out from my operator days. I deff get that insufficient fuel would cause rpm and torque to reduce resulting in and under power trip of then generators but would that cause all the smoke? Or was all that smoke dgr 2 coming on and loading hard? They also never say if dgr 2 shuts down or any other trips occur once they change to transformer 2 and dgr 2, but if it was fuk and the dgrs are on common fuel lines it should have dropped after a spell. If it was in the lv or hv bus it would have also eventually re tripped as the fault (if not in trnasformer1) would have not have been isolated. Im also surprised and curious about immeadiate actions why not split the bus and bring both transformers online bc there are some basicish (at least how we ran) indicators it might have been thr transformer. Also dont know how much civilian ships are set up and capable of runing split bus. I do get why, sort of, they never tried to restart the main engine. It doesn appear that they kept main power restored for any significant time so that they could. At 0125 they tripped, 0126 and seconds first restoration, then 0127 second trip, dgr 2came up but it took 30 more seconds to restore power to 440v bus using transformer 2 mere sends before impact.
On board sabotage?
That "Steel Beach" party brought back some memories of my Navy days. It's great to see a Bulker crew with pride and a shipshape attitude. You guys don't get anywhere near the credit you deserve for the work that you do. You literally keep the world moving with the products and materials you transport- and at such great risk. There should be an award given to the top crews in this class. Much respect. Bravo Zulu to you and your crew.......................
what gets me is , what is the point of back ups if they use the same fuel , from the same fuel supplier , and why would every thing not be turned on , unless the transformers were build as small as posable , and could not take all 4 gensets . i see a lot of rules and regs coming out of this , which will mean shipping is about to go to the moon . also funny that this happened , at the same time the consumer ran out of money
Thanks Chief, I guess splitting the busses to isolate a possible issue would be an abnormal procedure. Or, there were no indications calling for that remedy.
Would the smoke not be perhaps from the main engine restarting once the pumps were back in service?
Awesome job ! Thanks 😊
chief yours is one of about 5 channels I watch and believe. Thank you for what you do.
thanks
Another great video breaking down the different regulations concerning commercial ships and they transit different oceans and waterways. Thanks Chief Makoi for another informative episode!!!
I don't know anything about shipping or ships, but perhaps in the future they will have tug boats taking them out of this harbor? That way, if power is lost the ship won't hit anything.
12:07 Wait! Why are HR1 and LR1 both now open?
Always a pleasure Chief
79180я
Кто от капитана Максима?
Since the 6,600V bus had power for most of the time and it powers the bow thruster, why was it not used in an attempt, with the rudder, to turn the ship?
Chief MAKOi: Thank you for this informative video. Most of the reports in the mainstream media are written by people who are writers and not seaman, and many have no idea what they are writing about only that it sounds really good.
What I think HR1and LR1 is faulty, that is why they were using HR2, but the staff may not know this fault. I am amarine ch engr.When we have a black out we must know how to bring back the power- some company we got 3 month drill- black out drill..
Rule 6 Safe speed-INTERNATIONAL- Steering and Sailing Rules Rule 6 Safe Speed Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions. In determining a safe speed the following factors shall be among those taken into account: (a) By all vessels: (i) the state of visibility; (ii) the traffic density including concentrations of fishing vessels or any other vessels; (iii) the maneuverability of the vessel with special reference to stopping distance and turning ability in the prevailing conditions; (iv) at night, the presence of background light such as from shore lights or from back scatter of her own lights; (v) the state of wind, sea and current, and the proximity of navigational hazards; (vi) the draft in relation to the available depth of water. (b) Additionally, by vessels with operational radar: (i) the characteristics, efficiency and limitations of the radar equipment; (ii) any constraints imposed by the radar range scale in use; (iii) the effect on radar detection of the sea state, weather and other sources of interference; (iv) the possibility that small vessels, ice and other floating objects may not be detected by radar at an adequate range; (v) the number, location and movement of vessels detected by radar; (vi) the more exact assessment of the visibility that may be possible when radar is used to determine the range of vessels or other objects in the vicinity. 12 . Was Dali traveling 3 times Safe Speed?
Would the situation change for the mariners, as to uncertainty of ownership and such, if the "correct" Nation flag would fly with all thr rules that come with that, but additionally allowing it to be a part of the Nation, such as sending military troops along?
I agree with pretty much all of this , but can't believe that reefer containers run at 6600volts. I would have run with both transformers for standby , to eliminate the single point failure.
I’ve had ciguteura too but only mild - I caught a large old mangrove jack near Fraser Island (Queensland, Australia) and took it home and we ate it An hour later we all started getting pins and needles in hand and feet, headache and mild nausea Went to doctor next day and they took a blood test which confirmed we had a mild dose. This was in 1995. 17 years later I went on a fishing charter in Cairns, QLD and caught an average sized Coral Trout - I tool it back to my holiday apartment and cooked it and guess what, I got what’s called “rebooted ciguteura” What happens is the body detects only small amounts of the toxin in the fish and your immune system goes crazy because it thinks it’s another attack But that ended by the next days The think to do is always avoid big and old reef fish. It doesn’t affect pelagic fish, only reef dwelling fish. And never ever eat red bass.
Is it better to open the bus tie during manoeuvring time, because we've got a back-up even if one bus blackout occurs
Ciguatera poisoning is very rare. Death is extremely rare. There are much more common and worse food borne illnesses to worry about.
This could also be a Power Management or logic/control problem. They haven’t stated if the breaker was in a tripped state. There are three states, On, Off and “Tripped”. The breaker could be in either “Off” or “Tripped” from an external control signal. They often use the under voltage coil to put the breaker in a tripped state. It doesn’t always mean that the consumer or cable has a fault. After a blackout it’s hard to figure out what happened, the logs in the AMS will show everything going to alarm all at once.
Nice description of the report. I don't think the refrigerated containers run on the 6600vac bus. I scoured the internet for a manufacturer that makes them. Most I could find run 230/460vac. The 440vac bus was brought down by the refrigerated containers misbehaving. NTSB/FBI needs to inspect every refrigerated container.
They are supplied from 6.6/440 reefer transformers ,
Thanks for the custom switchboard. It wasn't clear where the relevant parts were connected. Or how things changed as the timeline progresses. They really needed to indicate the relevant components and give an updated diagram each time something changed.
I found your channel because I live in Baltimore & used to drive over the Francis Scott Key bridge. I have been unexpectedly touched by your impassioned testimony of a life aboard ship. You are a man of outstanding character. The maritime profession is better for having you as a member. Fair winds & following seas, my friend!🫡
After writing the above, I browsed the comments only to find that I am but one voice in a very large choir of praise. To this I simply say, "Wow!"
Ciguatera toxin is very prevalent in the Carribean seas. I first came to know it when i became a victim of it. We thought we're gonna die. Almost half of the crew suffered. Ate the fish our cookie prepared for lunch. Its frightening experience thats why guys, be very careful with the fish you eat. Be careful in Tortola. Carribean. Ciguatera toxin is no joke.
Pang barko Lang naman Yan at pang sariling kapakanan, bakit parang gaya-gaya sa PMA. Anong katangahan Yan Na may pa hazing-hazing din daw? Ewan sa inyo. Bahala kayo SA buhay nyo. Wag Kame, Iba Na Lang.
surprised the reefer use the hv bus - or is there a step down transformer closer to the units? A google suggests 3 phase LV supply?
Baltimore failed to protect that bridge. Infrastructure apparently isn't something leadership cares about.
Question After the main engine shutdown due to loss of electricity, how long would it have taken to restart it after power was restored? Did they even have a chance on getting propulsion back in time after the power was restored, assuming it did not blackout a second time? I am assuming it is more complicated then just turning a key.
Power engineer here, well done chief
I’ve sat through more than a few electrical schematic discussions with graphics and detailed explanations for aircraft and your presentation was excellent. Yet I expected no less of an effort from you because you are always spot on in clarity. Thanks again for an insight into your profession. You do yourself and fellow Engineers proud.