The ship is registered in Panama, the owner is Japanese, the technical manager is German, the freight company is based in Taiwan, the captain and the crew are from India, cargo is from China, and the pilot was Egyptian. What could possibly go wrong?
But aren't we all Humans working towards the same goal? Or have we allowed ourselves to become so divided that we can no longer see the forest for the trees?
@@davidsquall351 It ist'y about race. But many nationalities means many languages and many cultures. And that tends to slow down decision processes because it takes more time for involved parties to figure out if everyone understood and are working towards the same goals.
I am retired from the petroleum refining industry. Over my years of employment, I have seen different strategies of crew management, including wage brackets based on number of jobs qualified. When I started in the industry, you a decent size crew, often with some operators working special assignments. You started at the bottom, the. Trained up to the next job for vacation relief, etc. Eventually, through attrition, as someone retired, got fired or quit, you moved up the ladder. Normally, you gained knowledge and experience over a good stretch of time. Then, they allowed more operators to skip promotion. Many never felt comfortable or wanted the responsibility in being the lead operator in charge. Then, with the companies cutting c oats and positions, pretty soon you had a very inexperienced operator in charge. One day, we had a major LPG leak. As I ran around starting to train water streams over to suppress the vapor cloud, I kept thinking it was going to blow before I got to the next fixed fire monitor nozzle. I knew for sure I was going to die. I had rushed to the control room to find the head operator finally calling in the emergency (we have our own fire brigade, which the local departments praise our ability to handle the emergencies. Only if we need more resources or it’s obvious we don’t know what the heck we are doing, will they take over incident command. But, my operator in charge was on the brink of having us shut down the unit. Yeah, in a last worst case, we would need to. But, I had to enlighten him that if we do the whole unit shutdown with the very limited crew / resources available, we were going to be wasting valuable resources when we could just shut down and isolate the system and not the entire unit. He was so panicked, but, as I had more experience even before I was “qualified” on the lead job, he had confidence in my strategy. I’ve been in his shoes trying to hold on to a unit or system that is in jeopardy of a major incident. Everyone has their own pair of eyes and experiences. Working as a team instead of the Captain Bligh, is really the way to go. I will add that when I talked with the fire inspector in regards to explosive readings she was taking, she said she was getting zeros. I thought for sure the butane vapor cloud was going to find the nearby furnaces and light up the town. But, our training and fire suppression saved the day. You gotta have that training. Train. Train and train some more.✌️🤙
I have to agree with the other guy! But it’s the talking about it and keeping it up !(the talks) with a regard to the past experiences that may save the future!!! Right now Greed is winning and I don’t want to be the I told ya so guy I’m sure you don’t want to be either, but knowledge is power and even in Retirement your words may fall upon the Right set of Eyes or Ears and that could save lives. I’m living proof that I had the second most dangerous job in the peace time Army, Heavy Construction Equipment Repairer. I’ve got all my fingers Toes eyes are getting old and the hearing was better when I was younger... I’m proud to say I’ve been a life long mechanic and 4 Military occupational specialities, all school taught! But EOD ( Explosive Ordnance Disposal) they had the Motto “If you see me running, better keep up...” when they get called in to do their job it’s not going to be a great day for any one involved if they make a mistake! And the Greedy ones who push the limits on profits over people and our resources and needing teamwork with the time afforded to sustain relevance in training, they think they are important and can tell us what side of the world we are on, it should be everyone’s unwritten rule when someone takes their life for granted or those of a worker along side of them to be the ultimate sign and every one needs to turn their back on them and walk away or Run depending upon the circumstances... mid level and upper management will take note or not but in the end we People help make them who they are. And to tolerate an ID10T in charge for sake of money, property, and prestige, of our own VS Life, Happiness, and longevity in Health is just plain Insanity... Don’t forget Doing the same thing the same way expecting a different result is INSANITY
Thanks, that is how I worked my way to the highest that I can go, I did every job along the way, new hires and promotion we call them 90-second wonders.
The helmsman of the battleship USS Missouri tried to tell the captain that he leave the channel and hit a sandbar as they left Norfolk in the 1950"s. Typical arrogant naval officer didn't want to hear anything from a lowly enlisted seaman. Moments later the USS ran really hard aground on the sandbar. All the king's men and all of the navy's tugboats couldn't pull the Missouri off the sandbar. They had to off load thousands of tons of fuel and it still wouldn't budge. They they had to unload thousands of tons on ammo. 2700 Lbs for each shell and 600 LBS of powder for each shell. Needless to say the captain's career in the navy was finished.
Absolutely! I always come to the end of a Blancolirio video feeling I know more about the subject under discussion and are better informed. The key is it's understandable. Technically explained in sufficient detail to make me think; "OK I didn't know this... this and this about that subject". I don't need to become an expert but I do want to know more than general NEWS media explains. Frankly this is my go to channel for these sort of things.
Juan, John from Australia (40 years here). Originally from Belfast, where RMS Titanic was built. There are T Shirts in shops, in Belfast saying, 'Titanic, it was OK when it left here'. Thank you for a great and clear explanation. Be well....JM
Hi, John! I've seen the T-shirts... Unfortunately the Titanic message has become shorthand for buck-passing: "We hid atrocious corner-cutting well enough for the suckers to take delivery. Not our problem..." Kinda like the car dealership that packs sawdust into a duff gearbox. "It sounded OK when it left here, pal; what have you been doing to it?" ;-)
@@phantomwalker8251 More recent studies suggest that bad steel was not a problem. The lifeboat issue was THE killer on "Titanic", especially since the ship did not take on a very big list, unlike "Andrea Doria", "Costa Concordia", "Wahine" and many others, disabling half their boats. The "Titanic" sank in extraordinarily calm conditions, which means that the boats which were there could have safely been loaded with some more passengers.
As with the Oroville dam situation, when I became a blancolirio fan, I knew nothing going in, and feel that I know something going out. Kudos to you Juan for having the gift of knowing how to explain complicated subject in a language I can understand
I often watch, yet seldom comment. *i quite literally grew up on a sailboat. It was converted into a 'live-aboard' sailboat, which basically means it wasn't set up for sailing, rather it was set up for living in.* So, of course l knew what 'crabbing' was. I bought my first sailboat (a sunfish) at 13 years old, after picking up garbage at a place called Horn's Harley Shop, on US1, Key West, Florida for a whole summer. Anyway, all the other terms (except draft, propeller, rudder, bow thrusters) i had no idea about. *Very well explained. Excellent and Fascinating video JB!!* God Bless the United States of America!! ☀️😎🇺🇸☀️
I worked offshore for many years, the man in charge is called god. From the rig to the support vessels, the captains make the call. This will be a hard fight to get those attitudes changed. Each vessel is an island unto itself.
I'll also guess 'god' doesn't run blind tho (unlike that captan at Tenerife gunning it blind), I think there is more to it than who is calling the shots. character plays a part as well, some work the problem and that requires situational awareness, others try to dominate the problem by aggressively pushing anything that isn't going to plan aside ("sir the wing fell off", "don't bug me with minor details, I'm flying us down to the ground right now!"). agreed, tradition is a strong force to change the direction of. oddly when Juan mentioned the ship history bit, I immediately thought of one example where a crew member asked the captain of the ship to "pleas don't let us go down without firing the torpedos", with a need to close the range for the torpedos to have any effect, that set off the most impressive repulsion of a superior force in reascent history. yes I speak of the USS Johnston and taffy 3. likewise, there are examples of leaders ignoring what's going on and running blind as they always had.
There was such a problem in aviation, especially some Asian airlines, where the boss was the boss, and the copilot wouldn't speak up until it was too late.
Rule #1 The Boss is Always Right. Rule #2 When The Boss is Wrong, Refer to Rule #1. Unfortunately there are always going to be bosses who always think they are right, for something involving safety you need to speak up, for other items you can always use the "I told you so" response, which could mean losing your job, but you probably do not like the boss anyway.
There are situations where that makes sense. Typically they're ones so ambiguous or chaotic that no amount of discussion can be sure of reaching the right conclusion and where doing something is better than paralysis. But such situations are the exception. In most situations, the more the inputs, the better.
Juan. At 11 min you said a guy could make a whole career .... passing knowledge ( of crew resource management) back and forth between the the aviation and maritime industry - you are just the right guy for that important task ! Our modern world needs it
I was going to comment the same thing! When he retires from the airlines, I can totally see Juan roaming the country and beyond in the "mobile command post", interviewing prominent participants in significant incidents (aviation, other transportation, power grid, medical, maybe military), and passing on learnings from one to another. Like a Johnny Appleseed of high-stakes real-time risk management knowledge.
Joe Niden probably said he and his family are very familiar with the term “Suction”. Thats what happens to our money, our freedom, our ability to have honesty and clarity in our financial (stock) markets, our credibility with our allies and potential enemies.
Agreed great channel. But I was hoping in the introduction Juan would have said "we are located, rather than Holister Hills, but "near the village of Manshiyet Rugola on the Suez Canal where the ship grounded"
Thanks Juan. Your reports always contain a lot more nitty gritty details and nuances that you just don't get anywhere else. Have a nice time out and about. Mart in the UK.
That was my conclusion when I watched the GPS reconstruction of the grounding. In those conditions - high winds, and that enormous "sail effect" from the heavily laden ship - the canal was just too narrow for this gigantic cargo carrier. At a minimum, the Suez Canal Authority needs to start issuing condition limits under which these sized ships can transit the canal. That, or widen the canal.
The Canal has been widened or doubled up quite a bit, just not where "Ever Given" got stuck. I expect that the current Pharoah will act very quickly on this, since this is an obvious proiblem and Egypt depends greatly on the Canal for its income.
Again, great recap on what happened. The explanation about the hydrodynamic effects of this huge ship running in a small canal. They are going to need to rethink how these ships operate in confined waters.
Thanks, very interesting. On a vastly smaller scale, I am familiar with the effects of bank and bottom drag from my days navigating a narrowboat at a maximum speed of 3 mph on the very narrow and shallow English canals. Of course, the effects and the consequences are trivial compared with those same effects on a 200,000 ton container ship! Have a great vacation, Juan, it looks a lovely place to go with your camper.
Juan, first found you as a motorcyclist but your ‘watchability’ whatever the subject is off the scale, you have a way of bringing these subjects to the common man that is just 100% spot on. 👍
At a very distant point in history (early 1500s and before), the master of a ship worked to a large degree with the consensus of the crew. His job was as much persuader as leader. Given the risks of maritime trade in that time, it seems a reasonable approach. This changed with the arrival of the ship's "captain", in the era when the English navy was taking on the Spanish Armada (1588). The "captain" was originally the military commander of the troops on board. He would be someone from a higher social class. As these people realised that the wealth and security of England relied on its navy and mercantile marine, they took serious efforts to gain proficiency in commanding ships, but they retained the "right to command" that went with their social status. So it is interesting to see that bridge resource management has to some extent reverted to the mediaeval model of operating a ship safely.
Hi Juan. Greetings from Ireland. Due to your channel I have just become something of an expert on matters nautical not to mention aeronautical. You give the most concise accounts of technical matters that non experts like me ( to put it mildly) can easily understand. Thanks again and have a good day.
Kimberly Clark just announced large price increases in toilet paper. All joking aside. There are so many points of single failure in critical infrastructure. Hopefully each failure results in improvements. Thank you Professor Juan for video and wealth of knowledge and friends
When a vessel's size exceeds the 360-degree capacity of the passageway, sounds like there's 2 options: you either safely control the ship through outside forces (tugs or weather restrictions) or you increase the capacity of the waterway.
Thanks for what you do. Clear, concise explanations of things like this are a precious resource for those of us with either zero, or maybe just a basic understanding of how it all works.
Juan tries to communicate through his deliberate effort to understand, so you can understand too. Others just report someone else’s words. It’s called journalism.
Mr.Brown , greetings from abroad . I admire your detailed and full explanatory , analysis and the root cause inclusive ,not only for the Evergreen Maritime Incident , but for the entire effort you make . Literally Is a privilege for me watching g all your videos that will make better . My back round is from the Merchant Marine ( Ex Master Mariner Hellenic Merchant Marine ) , following my passion I fly as an airline Captain the last decade. Trust to meet one day and learn more .
Beautiful day in California! Thanks for the wrap-up Juan, you've given great coverage around this event. Cheers from Sydney (where it's a "freezing" 17°C with sporadic showers).
I'm a retired merchant marine chief engineer & radio-electronics officer and also a commercial pilot. If the pilot and/or captain expected that the ship would be hit by such bad winds they could have easily been prepared to use the bow thruster. That would have solved the 'crab' problem. The suction effect is mostly due to the screw / prop being just a large pump. Water is being actively sucked from the bottom of the ship and accelerated out the stern. That produces the low pressure under the hull. Sooner or later the authorities will consult the ship's vessel data recorder (black box) and that will tell a whole lot. I still suspect some temporary vicious crosswinds and blowing sands that produced a crosswind and at the same time blanked out visibility so it was very difficult to make the necessary course corrections. The Suez Canal doesn't have a localizer to steer by, just the pilot's view forward. Keep in mind also that the pilot sits about 500 feet behind the bow. That's like an airline pilot sitting above the tail. Takes some getting used to.
@@djinn666 It's wider than that. Modern states likewise are very complex entities needing wise management, often in crisis situations, and a collaborative style of leadership clearly is more likely to avoid pitfalls. On the other hand, individual genius and insight also can lead to great advances, and its the combination of the two styles which can lead to the best results.
We adopted our version of CRM in nuclear power plant control rooms in 1996 based on aircraft safety studies. I was honored to write the implementing document when I worked for the Institute of Nuclear Power Operations. I incorporated many of the lessons learned from aircraft accidents. During the first review, one of our vice-presidents commented, "Get all this airplane crap out of the document." I did, but when our president did the final review he said, "Where is all the aircraft safety information?" (He was a pilot.) Fortunately, I had saved my original draft and they were able to use it. The VP was "retired." Subsequently, all nuclear plant evaluations and simulator examinations included control room resource management and many operating crews were disqualified and retrained if weaknesses were noted. The nuclear industry's safety record has shown that CRM is necessary for every critical industry.
@@blancolirio Seven years in nuclear subs and 43 years in commercial nuclear, Juan. The Navy trained and matured me and the commercial industry made me a professional.
Actually it would be great if JB did some more reporting on marine issues. I think it would be fascinating. Because explaining how technology works and is manged by professional organisations is what he does very well. That showed up when the Dam nearly failed. And we have been getting great interesting reporting on all kinds of subjects ever since.
In 1993 myself & the editor of Harley's in Australia magazine were given a guided, private tour of Harley Davidson's engine & transmission plant In Milwaukee. One of the things they showed us was (at the time) a new system of management. Before, everything was controlled by a manager who sat in a hidden away office all day. To get away from "group think" mentality they were now permitting an assembly line worker who was having problems to push a button that stopped everything. An alarm sounded which immediately brought the manager and line chiefs to see what was wrong. They told us they had faith in their workers because they did the same thing all day long every day. They were hands on and would see a problem first hand. Their case in point was a recent shipment of a part cast by an outside company that was minutely "off" and wouldn't bolt in right. They were on the phone to them immediately and got it corrected.
You have a wonderful (and earned) reputation and credibility for reporting just the facts. I'm not surprised master mariners reached out to you. We can depend on you for giving us the "straight stuff" without embellishment. The main media can't do what you do. As Joe Friday might say, "just the facts, ma'am."
I just love the way you bother to gather facts and knowledge (unlike most news outlets), then feed it to us in the most digestible way. Many thanks Juan
I am so delighted to see this video! I am a long-time subscriber who is a low-time private pilot but a max-time professional mariner! Your grasp of these marine issues is most impressive and not seen in other media! Bank suction! I witnessed a similar accident in the C&D Canal and watched a tanker go sideways and ground on both ends. That appears to me to be exactly what happened in the Suez Canal.
Former shift test engineer responsible for reactor and propulsion test on aircraft carriers. When you ground, the seawater pumps for heat exchangers and firefighting seawater pull up a lot of mud and clog seachest strainers. You lose a lot of cooling capability as a result and must clean the seachest. Without cooling water, you cannot run the engine, ships generators, compressors, chillers, etc. these are al must have items. As you can imagine, it is a glamorous job cleaning them.
Absolutely stellar video. Nobody does it better. Mr. Brown can explain anything and educate you while keeping you riveted to his talks. There is nothing like learning while being entertained. And there is nothing like being entertained while learning.
Just finishing my Sikorsky S76 C++ training in a full motion simulator. This was initial training, so 2 weeks in class and 2 weeks in the sim. The instructor set up the accident in Tenerife. Low IFR. After the before checklist were complete. My copilot cleared me to go. All of a sudden I saw a 747 blocking my path. Unable to stop, the only thing is to fly over the 747. As Juan knows, these simulators are very real. It scared the everything out of me when I saw that 747 blocking the runway. I really thought I was about to die, for real.
Juan, thank you so much for you clear, concise explanation, if the dynamics of the ship moving through a narrow waterway. The Captan Bligh example was a tremendous help. 👍👍👍
As ever, I learn something new with each of your videos, so thankyou..I live roughly 15 miles from "Felixstowe" Port and have seen these huge container ships docking and unloading, so can comprehend the immense amount of tonnage just floated along the seas to get to point B from point A... Sadly, like many, I think where or when will it stop as each new built class of container ship built, thinking it will end in tears with a mega disaster through circumstances beyond mere human control..Thanks, Ian.. UK.
Your technical analysis is usually spot on and I greatly enjoy watching your channel. You might have missed the mark a little on this one. The wind was blowing from the south or the stern of the vessel. Crabbing, as you call it, was not a proximate cause, as it would be if the wind were on the beam. Also look at the entire track. They entered the canal with about 8 kts of speed. Their initial course was northeast, and the wind appears to shove them into the left bank of the canal (yes, they were crabbing here). They decided to get more control by increasing speed to 13 kts, making the rudder more effective. The next turn put them on a northerly course with the wind astern. They did not do a good job with this turn and were subsequently struggling to stay off the right bank of the canal. The increased speed helps with the rudder, but also increases bank effect (as you accurately described) and also squat which you can think of as bank effect between the hull and the canal bottom. Both of these effects make the rudder less effective. There is also a considerable effect from the single propeller walking the stern to one side. What follows is a simple case of overcorrection, first turning to the left to get off the right bank. Once the ship separated from the right bank, bank effect dropped away. They did not correct with rudder fast enough and found themselves heading too far to the left. Then they overcorrected with right rudder, and combined with the high pressure wave pushing off the port bow (bank effect on the left bank), turned sharply to starboard and stuffed the bow into the right bank. This type of oscillation is familiar territory for pilots. I suspect they will find that wind was a factor but overcorrection was the proximate cause.
Another great video Juan!👍👏 That so many obviously highly knowledgable Mariners have supported you in creating this highly educational Marine accident report tells me just how respected and recognized you have become across the whole transportation industry, in your efforts to create much more awareness und understanding by factual addressing all the contributing factors of accidents. Congratulations Juan, I think you have just filled the gap of a so far missing link between those industries. Your contribution to increase the future safety for aviation, marine and land transportation might become bigger than you think!😁👍
Juan, you piece together facts in a understanding way. CRM can be used in so many jobs and fields. Preventing mistakes in man caused incidences should always be safety first. Then it gets complicated because we have mother earth to add to the drama. Great work.
Thank you sir. Informative, factual, concise, without empty rhetoric, propaganda or the cringe factor of modern news. Wish the networks would take notice and emulate you.
Hi Juan, I've always heard that the Titanic originally had (was designed with) about 65 life boats but they reduced the number to 20 boats to make the ship look less cluttered on her maiden voyage.
Juan, thank you for your posts. My Dad enjoyed your discussion. He's 95 but I ran the UA-cam videos for him. He feels like his first thoughts are right; difficult ship and bad choices. He has a problem building a ship that size without stern thrusters. Yes, you don't need them....if everything goes right. If things go wrong, you lose one of your options get you out of trouble. Yes, he ran at 13 knots, and perhaps he was told he has to go at that speed. But the captain has the final choice. As Dad used to say constantly, "if for the safety and survival of the vessel, you had to go below and shoot the engineer, the law gives you the right". At 13 knots you may have more control but at that speed your options run out fast. Look at the Kobe Bryant crash. Finally, the option to not traverse is no failure. Dad dropped his anchor in the Mississippi River more than once when fog made the river impassible. "The captain is responsible for the lives of his crew and the safety of the vessel on which they serve". Again, thanks much.
Your presentations are always awesome Juan; everyone has expressed that so much better than I could. Not sure I could bring myself to camp right on the San Andreas Fault. More power to y’all. Enjoy !!!
You are in a beautiful area. When I was a working stiff (pre-retirement) we had a supplier that has a facility just few miles north of you. I spent many weeks there providing technical support. Enjoyed the views of the rolling hills and many acres of produce grown in that area. Some good places to eat too. Great informative video as usual.
I spent five years selling high-performance computing upgrades to flight training simulators and to jet engine test stands and other aviation equipment test and training systems. Pilots are great sources for information because of the complexity they deal with every day. Thank you, Juan.
Another nice job, plenty of good explanations. One detail that have not heard mentioned much is that the Evergiven, as is typical in the Canal, was in the middle of a convoy of vessels - and everyone has to maintain the same speed. 13 knots - to the best of my memory, is pretty much standard transit speed for the Suez - fast enough for decent rudder command, but not pushing it for slower vessels. So, all of the bridge decisions are driven by the need to maintain convoy speed. (Imagine a dozen airliners flying in formation.) Because, of course there is a constant pressure to maintain schedule. If they slowed down, everyone would have to slow down - and you are timing the transit in order to meet the convoy coming the other way while in the Bitter Lakes - so that the 2 convoys can pass in opposite directions - so yes, in hindsight, slowing down sounds like an obvious choice - but until this happened, you can bet that the Canal Authority and the Shipping Line would have wanted an explanation because "No one else needs to slow - so why did you?" It's worth the price of admission to watch the "Drag Race" once they reach the end of the restricted speed channel on the north side. All the fast vessels immediately go to full power and start jockeying for the best angle for their route. But that's off the subject. The Canal authority is going to have to consider how they operate - since no one is going to want to make the transit slower, so they are going to have to figure out the best way to maintain the pace of vessel traffic while reducing the risk of a repeat of this incident. As an aside- It's funny how rarely you hear about all the times that the Mississippi River, or the Houston Ship Channel get shut down for more than a day.
Yep! He could tell us about the difference between drying and curing, what and how much VOCs are released in the drying process, the effect of certain additives / catalysts on curing time and final durability of the finish... Coatings (paint) are actually kinda interesting.
JB, thanks for that excellent and understandable update and thanks to all those Blancolirio team members for contributing and through you make us all smarter. Safe trip to you and your family. Take care and drive safe. 🖖🏽🤟🏽
Thank you for your posts on this story from the time the Evergiven became grounded in the Suez canal to when they got it moving I for one learned something lets hope it doesnt happen again and some serious lessons were learned
Thanks Juan for explaining marine terms in comparison to aeronautical terms where I can grasp the idea of what's going on. Enjoy your outing at Hollister Hills. Fun place to be especially for dirt bikes.
Outstanding! Once again your efforts eclipse others. This, along with a genuineness, is permitting you to get better technical information from experienced personnel. Keep it up Juan!
The ship is registered in Panama, the owner is Japanese, the technical manager is German, the freight company is based in Taiwan, the captain and the crew are from India, cargo is from China, and the pilot was Egyptian. What could possibly go wrong?
But aren't we all Humans working towards the same goal? Or have we allowed ourselves to become so divided that we can no longer see the forest for the trees?
And for some reason the ships on their way to Europe being held up, will cause the US to run out of toilet paper ?
Yeah, how can they manage to do anything without a whiteman to show them.
@@davidj4662 doesnt have to do with what race...its about globalism
@@davidsquall351 It ist'y about race. But many nationalities means many languages and many cultures. And that tends to slow down decision processes because it takes more time for involved parties to figure out if everyone understood and are working towards the same goals.
I am retired from the petroleum refining industry. Over my years of employment, I have seen different strategies of crew management, including wage brackets based on number of jobs qualified. When I started in the industry, you a decent size crew, often with some operators working special assignments. You started at the bottom, the. Trained up to the next job for vacation relief, etc. Eventually, through attrition, as someone retired, got fired or quit, you moved up the ladder. Normally, you gained knowledge and experience over a good stretch of time. Then, they allowed more operators to skip promotion. Many never felt comfortable or wanted the responsibility in being the lead operator in charge. Then, with the companies cutting c oats and positions, pretty soon you had a very inexperienced operator in charge. One day, we had a major LPG leak. As I ran around starting to train water streams over to suppress the vapor cloud, I kept thinking it was going to blow before I got to the next fixed fire monitor nozzle. I knew for sure I was going to die. I had rushed to the control room to find the head operator finally calling in the emergency (we have our own fire brigade, which the local departments praise our ability to handle the emergencies. Only if we need more resources or it’s obvious we don’t know what the heck we are doing, will they take over incident command. But, my operator in charge was on the brink of having us shut down the unit. Yeah, in a last worst case, we would need to. But, I had to enlighten him that if we do the whole unit shutdown with the very limited crew / resources available, we were going to be wasting valuable resources when we could just shut down and isolate the system and not the entire unit. He was so panicked, but, as I had more experience even before I was “qualified” on the lead job, he had confidence in my strategy. I’ve been in his shoes trying to hold on to a unit or system that is in jeopardy of a major incident. Everyone has their own pair of eyes and experiences. Working as a team instead of the Captain Bligh, is really the way to go. I will add that when I talked with the fire inspector in regards to explosive readings she was taking, she said she was getting zeros. I thought for sure the butane vapor cloud was going to find the nearby furnaces and light up the town. But, our training and fire suppression saved the day. You gotta have that training. Train. Train and train some more.✌️🤙
But nobody wants to pay for training, the margins are too small. It's going to get worse. I worked in industry, glad I'm retired now !
I have to agree with the other guy!
But it’s the talking about it and keeping it up !(the talks) with a regard to the past experiences that may save the future!!! Right now Greed is winning and I don’t want to be the I told ya so guy I’m sure you don’t want to be either, but knowledge is power and even in Retirement your words may fall upon the Right set of Eyes or Ears and that could save lives.
I’m living proof that I had the second most dangerous job in the peace time Army, Heavy Construction Equipment Repairer. I’ve got all my fingers Toes eyes are getting old and the hearing was better when I was younger... I’m proud to say I’ve been a life long mechanic and 4 Military occupational specialities, all school taught! But EOD ( Explosive Ordnance Disposal) they had the Motto “If you see me running, better keep up...” when they get called in to do their job it’s not going to be a great day for any one involved if they make a mistake!
And the Greedy ones who push the limits on profits over people and our resources and needing teamwork with the time afforded to sustain relevance in training, they think they are important and can tell us what side of the world we are on, it should be everyone’s unwritten rule when someone takes their life for granted or those of a worker along side of them to be the ultimate sign and every one needs to turn their back on them and walk away or Run depending upon the circumstances... mid level and upper management will take note or not but in the end we People help make them who they are. And to tolerate an ID10T in charge for sake of money, property, and prestige, of our own VS Life, Happiness, and longevity in Health is just plain Insanity... Don’t forget Doing the same thing the same way expecting a different result is INSANITY
Thanks, that is how I worked my way to the highest that I can go, I did every job along the way, new hires and promotion we call them 90-second wonders.
Aviation, flight safety, firefighting, dam building, reservoir management, there’s no end to the things you can learn here!
He should do camp cooking recipes next. I want to know what they put on the grill, or burying a pig, or what?
...also off-road motorcycle touring, news reporting, and especially how to be an amazing, loving father and husband.
Blancolirio, the one man show that knows it all. And I mean that in a good way.
Agreed, and what is rare is that Juan's information is accurate and well supported by evidence. What he says is 100% reliable.
And we started the conversation with some Earth Science and plate tectonics. 😂
“You can always tell the Captain, but you can’t tell him much.” (Pre CRM.)
The helmsman of the battleship USS Missouri tried to tell the captain that he leave the channel and hit a sandbar as they left Norfolk in the 1950"s. Typical arrogant naval officer didn't want to hear anything from a lowly enlisted seaman. Moments later the USS ran really hard aground on the sandbar. All the king's men and all of the navy's tugboats couldn't pull the Missouri off the sandbar. They had to off load thousands of tons of fuel and it still wouldn't budge. They they had to unload thousands of tons on ammo. 2700 Lbs for each shell and 600 LBS of powder for each shell. Needless to say the captain's career in the navy was finished.
You have a rare capability to take a complex subject and make it understandable.
yes Indeed, with Juan the sky is the limit
🤗
@@glasser2819 Indeed.
Absolutely! I always come to the end of a Blancolirio video feeling I know more about the subject under discussion and are better informed. The key is it's understandable. Technically explained in sufficient detail to make me think; "OK I didn't know this... this and this about that subject". I don't need to become an expert but I do want to know more than general NEWS media explains. Frankly this is my go to channel for these sort of things.
Juan, John from Australia (40 years here). Originally from Belfast, where RMS Titanic was built.
There are T Shirts in shops, in Belfast saying, 'Titanic, it was OK when it left here'.
Thank you for a great and clear explanation. Be well....JM
Hi, John! I've seen the T-shirts... Unfortunately the Titanic message has become shorthand for buck-passing: "We hid atrocious corner-cutting well enough for the suckers to take delivery. Not our problem..."
Kinda like the car dealership that packs sawdust into a duff gearbox. "It sounded OK when it left here, pal; what have you been doing to it?" ;-)
so why did it sink,?. fire was ignored,,or the steel was inferior. for cold weather. or the $..time,profit..
@@phantomwalker8251 More recent studies suggest that bad steel was not a problem. The lifeboat issue was THE killer on "Titanic", especially since the ship did not take on a very big list, unlike "Andrea Doria", "Costa Concordia", "Wahine" and many others, disabling half their boats. The "Titanic" sank in extraordinarily calm conditions, which means that the boats which were there could have safely been loaded with some more passengers.
@@phantomwalker8251 Internal coal bunker fire made the steel plates brittle.
As with the Oroville dam situation, when I became a blancolirio fan, I knew nothing going in, and feel that I know something going out. Kudos to you Juan for having the gift of knowing how to explain complicated subject in a language I can understand
Came here to say this - leaving satisfied.
Juan's "blancolirio" channel should become a standard study case in journalism schools of how in-depth reporting should be done.
@@awuma agreed
I often watch, yet seldom comment.
*i quite literally grew up on a sailboat. It was converted into a 'live-aboard' sailboat, which basically means it wasn't set up for sailing, rather it was set up for living in.*
So, of course l knew what 'crabbing' was. I bought my first sailboat (a sunfish) at 13 years old, after picking up garbage at a place called Horn's Harley Shop, on US1, Key West, Florida for a whole summer.
Anyway, all the other terms (except draft, propeller, rudder, bow thrusters) i had no idea about. *Very well explained. Excellent and Fascinating video JB!!*
God Bless the United States of America!!
☀️😎🇺🇸☀️
I worked offshore for many years, the man in charge is called god. From the rig to the support vessels, the captains make the call. This will be a hard fight to get those attitudes changed. Each vessel is an island unto itself.
I'll also guess 'god' doesn't run blind tho (unlike that captan at Tenerife gunning it blind), I think there is more to it than who is calling the shots. character plays a part as well, some work the problem and that requires situational awareness, others try to dominate the problem by aggressively pushing anything that isn't going to plan aside ("sir the wing fell off", "don't bug me with minor details, I'm flying us down to the ground right now!"). agreed, tradition is a strong force to change the direction of.
oddly when Juan mentioned the ship history bit, I immediately thought of one example where a crew member asked the captain of the ship to "pleas don't let us go down without firing the torpedos", with a need to close the range for the torpedos to have any effect, that set off the most impressive repulsion of a superior force in reascent history. yes I speak of the USS Johnston and taffy 3. likewise, there are examples of leaders ignoring what's going on and running blind as they always had.
There was such a problem in aviation, especially some Asian airlines, where the boss was the boss, and the copilot wouldn't speak up until it was too late.
@@UncleKennysPlace Yes. Well documented
Rule #1 The Boss is Always Right. Rule #2 When The Boss is Wrong, Refer to Rule #1. Unfortunately there are always going to be bosses who always think they are right, for something involving safety you need to speak up, for other items you can always use the "I told you so" response, which could mean losing your job, but you probably do not like the boss anyway.
There are situations where that makes sense. Typically they're ones so ambiguous or chaotic that no amount of discussion can be sure of reaching the right conclusion and where doing something is better than paralysis. But such situations are the exception. In most situations, the more the inputs, the better.
Greetings from the South American plate, Asunción, Paraguay.
Cool you guys have had big one down there in the last 30 years
@@pagegreer5081 havent??
Juan. At 11 min you said a guy could make a whole career .... passing knowledge ( of crew resource management) back and forth between the the aviation and maritime industry - you are just the right guy for that important task ! Our modern world needs it
I was going to comment the same thing! When he retires from the airlines, I can totally see Juan roaming the country and beyond in the "mobile command post", interviewing prominent participants in significant incidents (aviation, other transportation, power grid, medical, maybe military), and passing on learnings from one to another. Like a Johnny Appleseed of high-stakes real-time risk management knowledge.
it just gets better and better - best channel on you tube!
Joe Niden probably said he and his family are very familiar with the term “Suction”. Thats what happens to our money, our freedom, our ability to have honesty and clarity in our financial (stock) markets, our credibility with our allies and potential enemies.
@@billcull610 who is Joe Niden and what does any of that have to do with the ship?
Agreed great channel. But I was hoping in the introduction Juan would have said "we are located, rather than Holister Hills, but "near the village of Manshiyet Rugola on the Suez Canal where the ship grounded"
@@billcull610 And all in the interests of "enhancing shareholder value" shared of course only with the CEO
Nope, my neighbors channel is the best.. Look for it..
depending on the attack surface for wind of each vessel, they may have to delay passage when safe wind speeds are exceeded.
Thanks Juan. Your reports always contain a lot more nitty gritty details and nuances that you just don't get anywhere else. Have a nice time out and about. Mart in the UK.
Another fine report from Mr. Brown! Thanks for your help in understanding just what did happen in the mighty Suez.
Always enjoy your debriefs. Thanks Juan!
Being a aircraft pilot and a ship captain, I believe this info is FANTASTIC! Thanks, Juan
That was my conclusion when I watched the GPS reconstruction of the grounding. In those conditions - high winds, and that enormous "sail effect" from the heavily laden ship - the canal was just too narrow for this gigantic cargo carrier. At a minimum, the Suez Canal Authority needs to start issuing condition limits under which these sized ships can transit the canal. That, or widen the canal.
Indeed!
The Canal has been widened or doubled up quite a bit, just not where "Ever Given" got stuck. I expect that the current Pharoah will act very quickly on this, since this is an obvious proiblem and Egypt depends greatly on the Canal for its income.
Man watching these videos makes me miss my job and my Air Crew. Just a flight attendant. Hopefully we'll be flying again soon enough
Not “just” an FA. Critical and important job for the safety of the aircraft and passengers.
@@LIamaLlama554 precisely!
Your the face of the airline for the passengers. Important!
Again, great recap on what happened. The explanation about the hydrodynamic effects of this huge ship running in a small canal. They are going to need to rethink how these ships operate in confined waters.
thanks for explaining these correlations in simple words so many are able to understand them.
Very good job ! enjoy your ride!
Hollister hills, my old riding ground! Thanks fur the explanation of the grounded ship.
Absolutely fantastic as always wonderful to see the two fields come together and obviously well needed
Thanks, very interesting. On a vastly smaller scale, I am familiar with the effects of bank and bottom drag from my days navigating a narrowboat at a maximum speed of 3 mph on the very narrow and shallow English canals. Of course, the effects and the consequences are trivial compared with those same effects on a 200,000 ton container ship! Have a great vacation, Juan, it looks a lovely place to go with your camper.
Juan, first found you as a motorcyclist but your ‘watchability’ whatever the subject is off the scale, you have a way of bringing these subjects to the common man that is just 100% spot on. 👍
The ship had a tank slapper :)
@@jean-pierredeclemy7032 - When in doubt, pin it.
Another brilliant report. Thank you again!
Juan you do a fantastic job explaining a subject while you are learning it. Thanks so much. Keep up the great work.
At a very distant point in history (early 1500s and before), the master of a ship worked to a large degree with the consensus of the crew. His job was as much persuader as leader. Given the risks of maritime trade in that time, it seems a reasonable approach. This changed with the arrival of the ship's "captain", in the era when the English navy was taking on the Spanish Armada (1588). The "captain" was originally the military commander of the troops on board. He would be someone from a higher social class. As these people realised that the wealth and security of England relied on its navy and mercantile marine, they took serious efforts to gain proficiency in commanding ships, but they retained the "right to command" that went with their social status. So it is interesting to see that bridge resource management has to some extent reverted to the mediaeval model of operating a ship safely.
The Railroads are getting into CRM, to I know CRM is a great tool to use; I worked as a student brakeman where the train almost ran away on us.
Chief Makoi, does an excellent explanation of what happened to the Evergiven. He even offers an explanation of the name confusion.
Hi Juan. Greetings from Ireland. Due to your channel I have just become something of an expert on matters nautical not to mention aeronautical. You give the most concise accounts of technical matters that non experts like me ( to put it mildly) can easily understand. Thanks again and have a good day.
Thanks for the update Juan, and enjoy your camping trip.
Yay, a Four wheel camper! The best!
Kimberly Clark just announced large price increases in toilet paper. All joking aside. There are so many points of single failure in critical infrastructure. Hopefully each failure results in improvements. Thank you Professor Juan for video and wealth of knowledge and friends
I've really enjoyed your detailed analysis of this event. Thank you.
When a vessel's size exceeds the 360-degree capacity of the passageway, sounds like there's 2 options: you either safely control the ship through outside forces (tugs or weather restrictions) or you increase the capacity of the waterway.
I guess when Ever Given smashed into the bank of the Suez it was going for your option two!
@@Graham_Wideman I think we're gonna need a bigger digger ;-)
I heard that even a tug wouldn't have been able to help this.
Thanks for what you do. Clear, concise explanations of things like this are a precious resource for those of us with either zero, or maybe just a basic understanding of how it all works.
Juan tries to communicate through his deliberate effort to understand, so you can understand too. Others just report someone else’s words. It’s called journalism.
@@waltersistrunk4200 Agreed. Journalism that is all too rare as of late.
Mr.Brown , greetings from abroad . I admire your detailed and full explanatory , analysis and the root cause inclusive ,not only for the Evergreen Maritime Incident , but for the entire effort you make .
Literally Is a privilege for me watching g all your videos that will make better .
My back round is from the Merchant Marine ( Ex Master Mariner Hellenic Merchant Marine ) , following my passion I fly as an airline Captain the last decade.
Trust to meet one day and learn more .
Beautiful day in California!
Thanks for the wrap-up Juan, you've given great coverage around this event.
Cheers from Sydney (where it's a "freezing" 17°C with sporadic showers).
I'm a retired merchant marine chief engineer & radio-electronics officer and also a commercial pilot. If the pilot and/or captain expected that the ship would be hit by such bad winds they could have easily been prepared to use the bow thruster. That would have solved the 'crab' problem. The suction effect is mostly due to the screw / prop being just a large pump. Water is being actively sucked from the bottom of the ship and accelerated out the stern. That produces the low pressure under the hull. Sooner or later the authorities will consult the ship's vessel data recorder (black box) and that will tell a whole lot. I still suspect some temporary vicious crosswinds and blowing sands that produced a crosswind and at the same time blanked out visibility so it was very difficult to make the necessary course corrections. The Suez Canal doesn't have a localizer to steer by, just the pilot's view forward. Keep in mind also that the pilot sits about 500 feet behind the bow. That's like an airline pilot sitting above the tail. Takes some getting used to.
The transferability of principles utilized by pilots of the air and marine pilots is profound.
Both are in charge of large vehicles that must navigate weather, traffic and complex spaces to safely bring people and goods to their destination.
@@djinn666 It's wider than that. Modern states likewise are very complex entities needing wise management, often in crisis situations, and a collaborative style of leadership clearly is more likely to avoid pitfalls. On the other hand, individual genius and insight also can lead to great advances, and its the combination of the two styles which can lead to the best results.
@@djinn666 In fluid media
I spent a lot of time at Hollister hills years back. What an amazing place....off road heaven.
As before I learned more again thanks to Juan,the explanations are really good and I appreciate the extra knowledge.
"Lessons learned.". An important part of any accident investigation.
We adopted our version of CRM in nuclear power plant control rooms in 1996 based on aircraft safety studies. I was honored to write the implementing document when I worked for the Institute of Nuclear Power Operations. I incorporated many of the lessons learned from aircraft accidents. During the first review, one of our vice-presidents commented, "Get all this airplane crap out of the document." I did, but when our president did the final review he said, "Where is all the aircraft safety information?" (He was a pilot.) Fortunately, I had saved my original draft and they were able to use it. The VP was "retired." Subsequently, all nuclear plant evaluations and simulator examinations included control room resource management and many operating crews were disqualified and retrained if weaknesses were noted. The nuclear industry's safety record has shown that CRM is necessary for every critical industry.
Thanks for your work in the industry Bob!
@@blancolirio Seven years in nuclear subs and 43 years in commercial nuclear, Juan. The Navy trained and matured me and the commercial industry made me a professional.
Actually it would be great if JB did some more reporting on marine issues. I think it would be fascinating. Because explaining how technology works and is manged by professional organisations is what he does very well. That showed up when the Dam nearly failed. And we have been getting great interesting reporting on all kinds of subjects ever since.
The Oroville Dam put Juan's Star on the map and that Star has been growing exponentially every day since. Juan is THE Man for True Information!
Thanks for the update Juan. Hope you and the family have a good time.
In 1993 myself & the editor of Harley's in Australia magazine were given a guided, private tour of Harley Davidson's engine & transmission plant In Milwaukee. One of the things they showed us was (at the time) a new system of management. Before, everything was controlled by a manager who sat in a hidden away office all day. To get away from "group think" mentality they were now permitting an assembly line worker who was having problems to push a button that stopped everything. An alarm sounded which immediately brought the manager and line chiefs to see what was wrong. They told us they had faith in their workers because they did the same thing all day long every day. They were hands on and would see a problem first hand. Their case in point was a recent shipment of a part cast by an outside company that was minutely "off" and wouldn't bolt in right. They were on the phone to them immediately and got it corrected.
You have a wonderful (and earned) reputation and credibility for reporting just the facts. I'm not surprised master mariners reached out to you. We can depend on you for giving us the "straight stuff" without embellishment. The main media can't do what you do. As Joe Friday might say, "just the facts, ma'am."
Enjoy your holiday with that beautiful family! Happy Easter to all!
Every time I come here to you channel I seem to end up learn something new. You are a great educator Juan.
Many thanks.
DJ in the U.K.
I just love the way you bother to gather facts and knowledge (unlike most news outlets), then feed it to us in the most digestible way. Many thanks Juan
I am so delighted to see this video! I am a long-time subscriber who is a low-time private pilot but a max-time professional mariner! Your grasp of these marine issues is most impressive and not seen in other media! Bank suction! I witnessed a similar accident in the C&D Canal and watched a tanker go sideways and ground on both ends. That appears to me to be exactly what happened in the Suez Canal.
Former shift test engineer responsible for reactor and propulsion test on aircraft carriers. When you ground, the seawater pumps for heat exchangers and firefighting seawater pull up a lot of mud and clog seachest strainers. You lose a lot of cooling capability as a result and must clean the seachest. Without cooling water, you cannot run the engine, ships generators, compressors, chillers, etc. these are al must have items. As you can imagine, it is a glamorous job cleaning them.
Absolutely stellar video. Nobody does it better. Mr. Brown can explain anything and educate you while keeping you riveted to his talks. There is nothing like learning while being entertained. And there is nothing like being entertained while learning.
Awesome to see someone living the Great life.
Very clever guy, love listening to you 👍👍👍👍
Just finishing my Sikorsky S76 C++ training in a full motion simulator. This was initial training, so 2 weeks in class and 2 weeks in the sim. The instructor set up the accident in Tenerife. Low IFR. After the before checklist were complete. My copilot cleared me to go. All of a sudden I saw a 747 blocking my path. Unable to stop, the only thing is to fly over the 747. As Juan knows, these simulators are very real. It scared the everything out of me when I saw that 747 blocking the runway. I really thought I was about to die, for real.
Again, another great job. Thank you. 👍👍👍 3-31-21
Juan, thank you so much for you clear, concise explanation, if the dynamics of the ship moving through a narrow waterway. The Captan Bligh example was a tremendous help. 👍👍👍
As ever, I learn something new with each of your videos, so thankyou..I live roughly 15 miles from "Felixstowe" Port and have seen these huge container ships docking and unloading, so can comprehend the immense amount of tonnage just floated along the seas to get to point B from point A... Sadly, like many, I think where or when will it stop as each new built class of container ship built, thinking it will end in tears with a mega disaster through circumstances beyond mere human control..Thanks, Ian.. UK.
Thanks for making the video while on the road. Happy easter to you and your family.
Great updates, much better than TV, and great, clear picture. Must be the fresh air!
Your technical analysis is usually spot on and I greatly enjoy watching your channel. You might have missed the mark a little on this one. The wind was blowing from the south or the stern of the vessel. Crabbing, as you call it, was not a proximate cause, as it would be if the wind were on the beam. Also look at the entire track. They entered the canal with about 8 kts of speed. Their initial course was northeast, and the wind appears to shove them into the left bank of the canal (yes, they were crabbing here). They decided to get more control by increasing speed to 13 kts, making the rudder more effective. The next turn put them on a northerly course with the wind astern. They did not do a good job with this turn and were subsequently struggling to stay off the right bank of the canal. The increased speed helps with the rudder, but also increases bank effect (as you accurately described) and also squat which you can think of as bank effect between the hull and the canal bottom. Both of these effects make the rudder less effective. There is also a considerable effect from the single propeller walking the stern to one side. What follows is a simple case of overcorrection, first turning to the left to get off the right bank. Once the ship separated from the right bank, bank effect dropped away. They did not correct with rudder fast enough and found themselves heading too far to the left. Then they overcorrected with right rudder, and combined with the high pressure wave pushing off the port bow (bank effect on the left bank), turned sharply to starboard and stuffed the bow into the right bank. This type of oscillation is familiar territory for pilots. I suspect they will find that wind was a factor but overcorrection was the proximate cause.
Thanks that was a great explanation. Enjoy your holiday
Another great video Juan!👍👏
That so many obviously highly knowledgable Mariners have supported you in creating this highly educational Marine accident report tells me just how respected and recognized you have become across the whole transportation industry, in your efforts to create much more awareness und understanding by factual addressing all the contributing factors of accidents. Congratulations Juan, I think you have just filled the gap of a so far missing link between those industries. Your contribution to increase the future safety for aviation, marine and land transportation might become bigger than you think!😁👍
Thanks, Juan, for not just "abandoning" this story. That was a nice rounding out of the information. Love from Liz and Ginger in Australia.
Juan, you piece together facts in a understanding way. CRM can be used in so many jobs and fields. Preventing mistakes in man caused incidences should always be safety first. Then it gets complicated because we have mother earth to add to the drama. Great work.
Love aviation,love Martine. Went through the Suez 35 years ago aboard the aircraft carrier the USS INDEPENDENCE.
Always come to you for real news.
Captain Bligh Resource Management? I've had jobs that were a bit like that.
Have fun at Hollister! I hope you brought your dirtbikes. I love riding at that OHV park. Thanks for the informative nautical update!
Thank you sir. Informative, factual, concise, without empty rhetoric, propaganda or the cringe factor of modern news. Wish the networks would take notice and emulate you.
The "networks" are a giant media conglomerate. all they show and tell you is theatrics and the false narrative....do not listen to msm
Hi Juan, I've always heard that the Titanic originally had (was designed with) about 65 life boats but they reduced the number to 20 boats to make the ship look less cluttered on her maiden voyage.
Sounds fishy to me... lifeboats require davits and a lot of deck space, not something you can easily change.
Wonderful update Juan!
Juan, thank you for your posts. My Dad enjoyed your discussion. He's 95 but I ran the UA-cam videos for him. He feels like his first thoughts are right; difficult ship and bad choices. He has a problem building a ship that size without stern thrusters. Yes, you don't need them....if everything goes right. If things go wrong, you lose one of your options get you out of trouble. Yes, he ran at 13 knots, and perhaps he was told he has to go at that speed. But the captain has the final choice. As Dad used to say constantly, "if for the safety and survival of the vessel, you had to go below and shoot the engineer, the law gives you the right". At 13 knots you may have more control but at that speed your options run out fast. Look at the Kobe Bryant crash. Finally, the option to not traverse is no failure. Dad dropped his anchor in the Mississippi River more than once when fog made the river impassible. "The captain is responsible for the lives of his crew and the safety of the vessel on which they serve". Again, thanks much.
Thanks David!
Your presentations are always awesome Juan; everyone has expressed that so much better than I could.
Not sure I could bring myself to camp right on the San Andreas Fault. More power to y’all. Enjoy !!!
You are in a beautiful area. When I was a working stiff (pre-retirement) we had a supplier that has a facility just few miles north of you. I spent many weeks there providing technical support. Enjoyed the views of the rolling hills and many acres of produce grown in that area. Some good places to eat too. Great informative video as usual.
Thanks Juan. Greetings from all your followers in Australia. Have a safe holiday. 🇦🇺
Superb stuff, Juan. Thank you. Enjoy your time off with the family. :)
I spent five years selling high-performance computing upgrades to flight training simulators and to jet engine test stands and other aviation equipment test and training systems. Pilots are great sources for information because of the complexity they deal with every day. Thank you, Juan.
Great briefing, thanks. Enjoy the time with your family.
thanks for taken the time to update us.....................
Juan I"m an aviation and Marine fan with a fair amount of experience in both . Your explanation finally made sense!
Blancolirio, always the best info. Thanks!
Another nice job, plenty of good explanations.
One detail that have not heard mentioned much is that the Evergiven, as is typical in the Canal, was in the middle of a convoy of vessels - and everyone has to maintain the same speed.
13 knots - to the best of my memory, is pretty much standard transit speed for the Suez - fast enough for decent rudder command, but not pushing it for slower vessels.
So, all of the bridge decisions are driven by the need to maintain convoy speed. (Imagine a dozen airliners flying in formation.)
Because, of course there is a constant pressure to maintain schedule.
If they slowed down, everyone would have to slow down - and you are timing the transit in order to meet the convoy coming the other way while in the Bitter Lakes -
so that the 2 convoys can pass in opposite directions - so yes, in hindsight, slowing down sounds like an obvious choice -
but until this happened, you can bet that the Canal Authority and the Shipping Line would have wanted an explanation because "No one else needs to slow - so why did you?"
It's worth the price of admission to watch the "Drag Race" once they reach the end of the restricted speed channel on the north side.
All the fast vessels immediately go to full power and start jockeying for the best angle for their route.
But that's off the subject.
The Canal authority is going to have to consider how they operate - since no one is going to want to make the transit slower,
so they are going to have to figure out the best way to maintain the pace of vessel traffic while reducing the risk of a repeat of this incident.
As an aside-
It's funny how rarely you hear about all the times that the Mississippi River, or the Houston Ship Channel get shut down for more than a day.
Have fun one hope you and the family are safe and enjoy your time! Great video by the way! God bless
Just got done flying a husky for the first time. Gotta say it was a pleasure!!
as a canoeist, I greatly appreciate your discussion of hydro dynamics and the bottom/side effect. sincerely, capt'n blye.
You could comment on paint drying .... and I would watch , because it would be interesting!!
I'm sure that if anyone could make that into an interesting yt video it's Juan!!
Yep! He could tell us about the difference between drying and curing, what and how much VOCs are released in the drying process, the effect of certain additives / catalysts on curing time and final durability of the finish... Coatings (paint) are actually kinda interesting.
Love your interaction with Jenny and ships at the same time!
JB, thanks for that excellent and understandable update and thanks to all those Blancolirio team members for contributing and through you make us all smarter.
Safe trip to you and your family. Take care and drive safe. 🖖🏽🤟🏽
Thank you very much again for this update! :-)
Awesome reporting and info thank-you from Canada we learned alot
Thank you for your posts on this story from the time the Evergiven became grounded in the Suez canal to when they got it moving I for one learned something lets hope it doesnt happen again and some serious lessons were learned
Brilliant explanation.........for a pilot explaining seamanship!
G,day from Sydney, Australia.
* Main thing, it's free.
Happy Easter
🥚🐣🐥
Thanks Juan for explaining marine terms in comparison to aeronautical terms where I can grasp the idea of what's going on. Enjoy your outing at Hollister Hills. Fun place to be especially for dirt bikes.
Outstanding! Once again your efforts eclipse others. This, along with a genuineness, is permitting you to get better technical information from experienced personnel. Keep it up Juan!
....thank YOU soooo much !!! for the very interessting explenation !! I wish You and Your Family nice holidays !!! kinde regards from Switzerland !!!