The ship built at Hyundai and they have problems with AE control system Komeco when ACB is occasionally disconnects without any alarms
Really - he was never really a Captain. Wow- always thought he was
Ok. do we know if they took bunkers in Baltimore. I heard bunkers in USA are the best quality but this link says as per region they are no.3 . I have also heard , that one engine rating spilled the beans reporting that minutes before allision there was a lot of smoke in the E/R and the M/E was " coughing" .Whatever it means , sure thing it was not normal.
2023 MARINE BUNKER FUELS REVIEW | VPS (vpsveritas.com)
Amother thing: had they major crew change in Baltimore.? Experiencing some chaotic crew changes in the past due to short stay, one may suspect, that generic familiarisation could be smooth but type specific familiarisation takes a bit longer and unfamiliar engine crew simply had a bad luck being hit by blackout on departure.
Then you believe wrong.
Incorrect. He was just never Captain of a cargo ship that I’m aware of.
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Ok, thx
Another ship/bridge allusion happened in Sweden 1980, a similar and horrible
accident, like now in Baltimore:
The Almö bridge collapsed at 01:30 a.m. on 18 January 1980, when the bulk carrier MS Star Clipper struck the bridge arch, collapsing the main span. The roadway landed on top of the ship, destroying the ship’s bridge but causing no casualties. The loss of the bridge made radio communication difficult, as the Swedish pilot had to use a handheld VHF radio. Because of the ice the ship was unable to launch a boat to get to shore and warn motorists as fog descended on the area. Eight people died that night as they drove over the edge until the road on the Tjörn side was closed 40 minutes after the accident. The mainland side had been closed by a lorry driver who had slowly driven up the bridge in the fog, noticing the railing was missing; he stopped his lorry ten meters ahead of the missing roadway.
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Loss of electrical power means loss of main engine system pumps. Lube oil, Fuel Oil, HT, LT. Loss of these means loss of propulsion. There’s nothing you can do to overide that. When the Emergency Generator restores power, normally about 30 seconds after a blackout, it will provide power for steering, nav lights, fire pump etc. Its unlikely to provide power for the forementioned main engine pumps. Thats why it would appear that the crew were able to restore main power very quickly allowing for the attempted reversing of the main engine. The momentum of the vessel would have been huge as 95000 tonnes moving at 8.5 knots would make it hard to stop even with the engines turning astern on overload.
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But what fuels did they take and what fuels were they using that morning when they sailed? I guess that we fill find out when details are released by the USCG or the NTSB. I hope to God they didn’t depart using IFO!
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All depends on the type of engine. Some modern engines have no camshaft. The reversing mode is effected electronically. Most marine engine designers eliminated any movement of the camshaft for reversing. MAN B&W designed a fuel injection pump reversing link. It repositioned all unit fuel injection pump drives on the camshaft by a pneumatic actuator. Previously MAN KZ engines used a system to move the camshaft fore and aft, while Sulzer use a lost motion method to rotate the camshaft through 98 degrees to effect reversing of the engine. Could go on and on but lets leave it at that.
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I made this shot back in 2009, about to go alongside the inbound Ever Divine for docking at Seagirt.
To the extreme right of the frame is the southwest dolphin that the Dali somehow managed to miss entirely before hitting the southern main support abutment nearly straight on.
A million to one shot and the fickle finger of fate delivered this catastrophe.
I get relieved next week and will be heading home to Baltimore where I hope I can be of some help in the harbor I loved, grew up on and learned my craft.
This has been incredibly painful.
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Sorry . 
I am not a native speaker. Can You please rephrase, so I can dig it ,as of now I am not sure if it is a complement or an insult and I am really not sure how to respond 
Except all the lights, including the deck lights, came on. It looks more like the standby SSDG came online before the EDG.
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the good news is that our ‘‘leader’’ jon got on tv over this and that helps steer people to this site.
i see a lot of new comments here, sorry but wer’re up to over three hundred now and i did see a few of them which i considered novice type of stuff unfamiliar with big iron, so i will quit now, BUT:
… well, the battery powered lights come on sooner, the e gen powers debarcation lights mostly only! …
there is too much to address here … like NO, the edg can not power a bow thruster with the wind loading on the port side it probably couldn’t do jack anyway . and plenty more I leave it to a few level headed mariners on here to straighten out,
gawd!, it’s almost like a talk tv show !!!,
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If you use this mapping tool, you can see there is a gas pipeline pretty much right next to the bridge.
https://pvnpms.phmsa.dot.gov/PublicViewer/
There are two Baltimore choices in the drop down, so you get the city or the county, each one shows about half the pipeline.
This may be an AIS generated track graphic:
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Actually its the Captains or OOW decision. The Pilots Advice. I wasn’t there either,
Pilot probably did make the call.
Pure speculation, instinctive response rather than pre planned emergency response.
This QB call will be second guessed on Monday morning for sure.
In my day they had pushrods, springs and cams. and I had to go turn a valve manually.
In any event the cam or lack of is unlikely to be part of the problem.
Oh sorry, I was making fun of Gcaptain Club, which gives you access to a discord server which apparently has the brightest minds of the maritime industry. For the low low price of $100/year or $12/month.
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Don’t know the Specific Vessel or its Systems.
Back in the day, Our Engineers Found US bunker heavy fuel oil, below spec. My guess suppliers weren’t used to Engineers who checked. No reason I can think of it would be the cause.
This type of engine system. Typically does not use fuel direct from bunker tanks. in any of its equipment.
Heavy Fuel Oil and Diesel go through centrifuge purifier ending up in day tanks prior to being suplied to generator or ME. Older ships would often have a waste heat boiler supplying steam a TA. at Full Sea.
Shortly After leaving the dock most Slow Diesels would be on Stand By at maneuvering speeds and running on diesel rather than heavy. Two Diesel Generators on line with a 3rd on Stand By and the Em Generator on Stand by. Other important stuff like 2 compressors on line.
Anchors still on stand by ready to let go. Crew standing by. Until V/L clear of berth,
Anchor May or may not still be on standby at time of incident starting, If not they were recalled PDQ.
It is possible to get a dispensation from Class, CG the Pope ect for the 3rd Genny to be down for repair.
Is it possible one of the two was dodgy. No actual evidence is there?.
Is it possible on of those two had a unexpected problem? Yup. Particularly after maintenance.
The posted time line just main points no times.
Ship left, 2 Pilots, Typically Pilots advice Masters Orders in Practice Pilot Gives Helm orders to QM and Engine Orders to OOW or possibly a Cadet.
Radars Other Vessel Systems operated monitored by OOW.
Master may be interested in what’s going on or not It will all be audible on VDR.
Nothing much mention,
very rough guess.
Dead Slow 5 or 6 ish Knots 7 or 8 knots pure guess Slow Ahead? Half Ahead 10 12ish? full maneuver 16 18 ish full away 22 eo 24ish
stopping distance 1.5ish miles advance transfer .5 mile
Ship Turn to head for channel under bridge. So Far So Good.
According to posted time line. Alarms on Bridge. No mention of what those were. Shit now starting to hit fan.
Most modern ship have both Bridge Control and Telegraph for ECR control control transfer given to bridge by ECR.
All Alarms will activate on pannel in ECR only Important Alarms will activate on bridge. There is probably a separate panel for critical alarms on bridge.
It would be very unusual for me to get a important or critical alarm without some kind of warning there was a problem for ECR. It can happen.
In the good old days. The Scotty would never shut anything down without checking with Kirk, Spock ect. If Kirk said no, Scotty would keep it going come hell or high water. No Point saving the Engines if The Kilingons destroy the ship.
Modern ship. With computers ect Have auto shut downs.
The ME will go into an auto shut down. Some can be over ridden on the Bridge. Some cant be over ridden.
Examples. which cant be over ridden.
Oil Mist Detector Alarm.
ME Overspeed main govenor.
Full Blackout 30 seconds latter ME may go into auto shutdown which cant be over ridden
Stand by Generator start up may take any where between 30 seconds and a minute EM Generator May take a bit longer. I cant rember max time allowed. a minute sounds familiar.
Diesel generators are big usually medium speed diesels with similar auto shut downs but not usual over ride on bridge.
Steering half your steering pumps run on em generator.
You are a[roaching a bridge approximately half mile from bridge you are just about lined up doing about half ahead.
Shit starts hitting fan. Or more accurately the fans all stop. They are on preferential trips good sign a blackout is imminent.
Lots of Alarms. (For some reason they all seam to use the same sound I cant hear on my hearing test)
Lots of Lights flashing. on various panels.
If you are the Pilot you do not know where all the buttons ect are its not your ship.
The response is the ships bridge crews job.
At 10 knot you have 3 minutes.
You probably have about 30 seconds to a minute before you loose steering and propulsion.
Steering may already be gone, you may get it back after about a minute if EM Generator starts up.
WTF you going to do about it.
They hit the F!@#$%^ Bridge and knocked it down but fortunately managed to warn to traffic guys to stop the traffic.
The VDR data stopped working it should have a UPS back up battery, which was probably NFG so it stopped with the blackout and came back on when power came back on.
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My experience and the consensus here is that the stand-by SSDG most likely took the load before the EDG. At least until it too apparently failed after a few seconds. Seem likely given the deck lights would not have come on with the EDG.
It’s been mentioned the the VDR in the wheelhouse did not fail but did temporally stop receiving E/R data while continuing to record voice on the bridge.
Read somewhere the current was ebbing at the time which would mean some of the ship’s speed at the time would be due to current.
THX First I had to find out what a discord server is and what it contains ;-). I was tempted at first to join but after seeing some clips have concluded the AI club will not be my destination -too artificial for my taste and I love too much this crowd here