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Disaster"Mass casualty incident" declared after Key Bridge in Baltimore collapses
Destacado el 26 de Mar, 2024 por Null: The Francis Scott Key bridge, an important part of the Baltimore-D.C. I-695 Beltway, has collapsed after being impacted by a Singaporean cargo ship manned by a crew of 22 Indians.
No article yet as this just happened, but could be big. One of the largest bridges in the world according to Wikipedia.
DonJon Marine is still moving stuff into the upper bay from their home port. The Atlantic Salvor and Atlantic Enterprise are ocean-going tugs and aren't going to do any good tending small barges.
Atlantic Salvor is headed to Jersey via the Chesapeake and Delaware Canal
Pictured: Not the largest crane barge on the East Coast, not even a crane barge, but a crane on a barge. Pictured: Chesapeake 1000 crane barge next to a similar crane on a barge 10 years ago.
The Chesapeake 1000 isn't even the biggest crane barge on the East Coast currently with the Left Coast Lifter, a 2000 ton crane, still on the East Coast. Even the guys from DonJon should know better, since the Left Coast Lifter is moored at Staten Island.
Yes, but this tendency isn't exclusive to non-whites. What I object to is the accusation that this happened *because* the crew was Indian. Or that Indians are somehow naturally prone to fucking up like this more than other kinds of people, because I see no evidence to support that; not in this instance, and not even in general.
Yes. That is a crawler crane, sitting on crane mats, on a normal barge. Cranes are expensive, so barge mounted cranes are somewhat rare. 95% of the time someone needs a crane that floats, a crane company walks one their crawler cranes on to a barge. It only starts getting sketchy when it's a inland lake and the crane has to go on a truckable barge. Think legos that float.
Also "fracture critical" bridges are a huge percentage of "bridges that do real shit" because it's basically impossible to span large gaps without something that is fracture critical, like a suspension bridge.
Fracture critical structures are not inherently bad, but if any critical member fails they go down like a sack of shit. This is why inspection of critical members is at arms length, a minimum of once every 2 years.
Tell me @Drain Todger does the big ass engine we see in pictures run everything when the ship is underway, or do they have separate engines for hotel power?
If it doesn't run everything, then you'd not expect it going down to kill hotel power, right?
(I realize you're probably answered this and I was too dumb to read it, but some of the systems I have experience with have a little engine that runs everything until the big one is going, and then the little is shut off unless emergency times start)
If I recall what he said earlier correctly there should be 2-4 big diesel generators for electricity and 2-4 backup generators. The main engine is for driving the propeller only.
DonJon Marine is still moving stuff into the upper bay from their home port. The Atlantic Salvor and Atlantic Enterprise are ocean-going tugs and aren't going to do any good tending small crane barges.
Tell me @Drain Todger does the big ass engine we see in pictures run everything when the ship is underway, or do they have separate engines for hotel power?
If it doesn't run everything, then you'd not expect it going down to kill hotel power, right?
(I realize you're probably answered this and I was too dumb to read it, but some of the systems I have experience with have a little engine that runs everything until the big one is going, and then the little is shut off unless emergency times start)
I can't speak as to redundancy in non military vessels but the Saratoga had two monstrous diesel engines for emergency power to electrical systems. The engines themselves are two decks tall. The same size as these...
They must have had at least one similar, albeit smaller, system.
Lets not overly abuse our journoscum fren. He's here on safari watching the lions and tigers in their natural habitat with his pet negro game guide at his side. He's not hurting anything, and personally I don't want him to assimilate.
Tell me @Drain Todger does the big ass engine we see in pictures run everything when the ship is underway, or do they have separate engines for hotel power?
If it doesn't run everything, then you'd not expect it going down to kill hotel power, right?
(I realize you're probably answered this and I was too dumb to read it, but some of the systems I have experience with have a little engine that runs everything until the big one is going, and then the little is shut off unless emergency times start)
If I recall what he said earlier correctly there should be 2-4 big diesel generators for electricity and 2-4 backup generators. The main engine is for driving the propeller only.
Some pages back, I found the spec sheet for the Maersk Saltoro, a similar "Hyundai 9000 Wide Beam" container ship, so named for its original 9000 TEU capacity (although they've been upgraded to nearly 10k TEU). It has one MAN-B&W 9S90ME-C9.2 low-speed diesel, direct-drive, turning a fixed-pitch propeller. It also has four smaller, medium-speed diesel gensets of unspecified model (two 4,400 kW and two 3,840 kW) which are apparently manufactured by Hyundai. These are likely Hyundai HiMSENs.
There are all sorts of different plant layouts out there. Not all large container ships use separate diesel generators as their primary source of ship service power. Some of them have what's called a shaft generator, with auxiliary diesels as a backup.
And yes, it is kind of odd that they'd claim that they "lost propulsion", but also visibly lost ship service power, lighting, and electronics at the same time. If we take them at their word, then they basically lost everything simultaneously. Main engine, ship service, et cetera. The NTSB and USCG have guys on-scene doing root cause analysis, so we should have an answer eventually, even if it takes a while for them to come up with their reports. The main rumor I keep hearing is that contaminated fuel made the main and auxiliaries shit themselves simultaneously.
On these large container ships, they have a diesel fuel tank for running the auxiliaries and running the mains while in port, and when underway out in the ocean, outside emission control areas, they switch over to nasty bunker fuel (heavy fuel oil), which has to be pre-heated to lower its viscosity enough just to be able to pump it into the engines.
If anyone's interested in what operating these vessels is really like, they should play Spergworks Stormworks. It's not a hyper-accurate simulation, but in many ways, it's pretty much dead-on. Plus, you can build your own ships, and design PLCs for them, and write LUA scripts to run them.
On the boats I've worked on, we had EMD 645s and 710s, and GE V228/7FDMs, and Stork-Werkspoor 9FHD240s as main engines, which are about the same size and power output as this ship's generators (for ship service generators, we had small Caterpillars or Detroit Diesels).
EMDs and GEs are commonly used as locomotive engines and stationary diesel generators:
The Stork engines are more of a classic inline marine diesel:
Also, for a very neutral journalist I still remember them coming into the Telegram chat under their real name and account to gloat about DKF when the site was down for a time before thinking better of it and DFE.
Also, for a very neutral journalist I still remember them coming into the Telegram chat under their real name and account to gloat about DKF when the site was down for a time before thinking better of it and DFE.
Thanks man. Damn... Even a quick glance through the first page of that thread makes me both hate her and feel sorry for her, all at once. What a pathetic creature she is.
NTSB board chair Jennifer Homendy also noted that according to the Federal Highway Administration, there are close to 17,500 fracture-critical bridges in the US.
The park down the road from my family's old house has a bridge. It's about not very long and goes over a dry riverbed turned walking trail. It's fracture-critical, like every other small bridge like that. The 17500 number is bait, they want a nice huge fat pork laiden blind reactionary infrastructure bill they can embezzle from for the next 10 years.
It lost steering where the Curtis Bay channel emerges into the main channel: This effectively pushes the ship away from the closet bank into the deepest water.
The pilot would have known this and dropped the port anchor to try and stop it, but there was too much momentum and not enough time.
(Also explains why he got on the radio so quickly - he knew shit was about to hit the fan)
It's a cope right wing turds love to use "it's okay this white woman was raped by niggers, she lived in a blue state! She was probably a SJW libtard!"
These rightoids are just as bad as mentally ill twitter troons and fedora tipping redditors.
