membre de la confrérie des "Frères Validux"
Nothing will grow on this burnt cursed ground, 'Cause the breath of the death Is the only sound
Ce topoc va finir sur BFM
Anciennement Cobide19
Ce topoc va finir sur BFM
Je vais devenir célèbre
Anciennement Cobide19
Je condamne fermement ce topic.
Thousands of predominantly young people have converged in Itaewon in the center of the South Korean capital of Seoul. It's the most popular party district and a tourist hot spot with many narrow streets and alleys filled with bars and restaurants. The neighborhood is served by the Itaewon metro station, and videos on social media show streams of people arriving to celebrate Halloween in the early evening.
Some social media started buzzing with people saying that district's streets were so crowded they felt unsafe. One video difficult to forget features a police officer alone and desperatly trying to control the crowd. As a known traffic area, a decent police presence was expected. But according to a policeman who was working at the Itaewon police box, there were only 22 officers at the duty. Authorities would claim there were 137. At 6 pm and half, police xere called in an attempt to prevent the tragedy to happen. Police told the first operator they would send someone to go and check out, no significant reinfocements were sent for hours. The police allegdly did not dispatch anyone in response to calls made in 9 pm onwards, the hour leading up to the crush. By final ten, the final call predict the disaster that would unfold minutes later. On the other end, the caller said that it felt like people can get crushed here. Crowd pressing from both ends of the alley made made it impossible to get out. Social medias footage shows some people desperatly trying to climb on other sides of the buildings to escape. At 10 m 28, first police ambulances, 4 exactly, were dispatched, followed by 6 more. They would take longer than expected to arrive at the clogged streets. More panic insreased. At 11 pm, 30 more ambulances were deployed. 100 disaster medical assistance teams were deployed also. A doctor, that witness devastation daily, was in chock. Desperate partygoers grabbed at a bouncer's arms and legs, begging to help them.
Others staff members in surrouding clubs, tried to carry the injured ones here to have enough spaces to eprform CPR. Countless stories spoke about the sounds of screams coming from the crowd, while 5 or 6 layers of people stacked on each other, with many already having lost consciousness. During early hours, the city governement started to receive multiple missing reports. It would take days to identify the victims. The injured were taken in the 18 hospitals that were near. South Korea's president, in reaction, has held an emergency meeting and announced an immediate investigation.
Thousands of predominantly young people have converged in Itaewon in the center of the South Korean capital of Seoul. It's the most popular party district and a tourist hot spot with many narrow streets and alleys filled with bars and restaurants. The neighborhood is served by the Itaewon metro station, and videos on social media show streams of people arriving to celebrate Halloween in the early evening.
Some social media started buzzing with people saying that district's streets were so crowded they felt unsafe. One video difficult to forget features a police officer alone and desperatly trying to control the crowd. As a known traffic area, a decent police presence was expected. But according to a policeman who was working at the Itaewon police box, there were only 22 officers at the duty. Authorities would claim there were 137. At 6 pm and half, police xere called in an attempt to prevent the tragedy to happen. Police told the first operator they would send someone to go and check out, no significant reinfocements were sent for hours. The police allegdly did not dispatch anyone in response to calls made in 9 pm onwards, the hour leading up to the crush. By final ten, the final call predict the disaster that would unfold minutes later. On the other end, the caller said that it felt like people can get crushed here. Crowd pressing from both ends of the alley made made it impossible to get out. Social medias footage shows some people desperatly trying to climb on other sides of the buildings to escape. At 10 m 28, first police ambulances, 4 exactly, were dispatched, followed by 6 more. They would take longer than expected to arrive at the clogged streets. More panic insreased. At 11 pm, 30 more ambulances were deployed. 100 disaster medical assistance teams were deployed also. A doctor, that witness devastation daily, was in chock. Desperate partygoers grabbed at a bouncer's arms and legs, begging to help them.
Others staff members in surrouding clubs, tried to carry the injured ones here to have enough spaces to eprform CPR. Countless stories spoke about the sounds of screams coming from the crowd, while 5 or 6 layers of people stacked on each other, with many already having lost consciousness. During early hours, the city governement started to receive multiple missing reports. It would take days to identify the victims. The injured were taken in the 18 hospitals that were near. South Korea's president, in reaction, has held an emergency meeting and announced an immediate investigation.
Je condamne fermement ce topic.
Tetshu Shiohara was a lost soul living on Shikoru, in an appartment alone. He was a wandering man according to some while other describe him as humble and determined. His father was a loacl professor. Tetshu studied in America, returned to Japan but failed his attempts to pass his bar exam. These problems caused him to become more reclusive despite already having a distant relationship with his family and no friends. His lack of social interactions is probably the reason why he began live streaming in 2015. Aroudn this time Tstshu was a hobby and he announced his intention to compete in biathlon. Despite his struggling situation he didn't complain about it during his streams. He liked speaking with his viewers and was generous with his time. Among those viewers, one standed out, a women who broadcasted lifestyle videos. She was friendly with him and the 2 would interact online. He accepted an offer in 2017 to climb Mout Fuji with her. It's unclear if tfter that the 2 met again. But she encouraged him to keep climbing. Tetshu also broadcasted his daily activities including commuting to his hospital appointments. As a stage 4 colon cancer patient, he only had 7% survival odds. He was unemployed anr received financial support from his parents. He would eventually meet his fate on October 2019. He became a regular climber of Japan's tallest mountain. He reached its summit every summer season. The legend say the spirit goddess of Sakuya Hime protects and lives on the mountain. Discussions online even suggests the goddess took notice of Tetshu's presence in the events to come.Weather conditions and its popular trails make it one of the most visited mountain in the world generally between July and September. Climbing outside this window without permission of authorities is forbidden since ice and slopes make climbing its slopes dangerous for professionals let alone general public.
Generally speaking this moutain is still welcoming to beginners. Its trails have 10 rest points for climbers to sleep, get food and access first aid stations. Despite this, some accidents can happen and aroud 10 fatalities happen each year. The moutain huts only offer short term protection making sudden wealth, hypothermia, dangerous. Even in the summer months, temperatures in the summit can be beyond freezing. Always triple check the weather, listen to the locals and over prepare. The official mountain website is stating these risks. Tetshu would climb this moutain several times for at least 4 years without incident and the summer conditions mean he hd no winter climbing experience. He broadcaste his commute home from a hospital appointment and a live stream viewer metionned they would like to see the view of Mount Fuji in winter Tetshu replied that it wouldn't probably be that cold, that he would go without dying. The fact that he mentionned the word die shows he knew how dangerous it could be. Maybe he didn't care or was denial. He wouldn't have access to mountian huts for food or rest after the fifth station since it was closed. Only approved climbers are allowed to reach that summit in off season. Crampons who have solid grip are required, poles with snow basket also, and finally cie axe is essential to perform a life saving maneuver. It's, without ropes, the only way to stop an uncontrolled slip. Tetshu sent off in Tokyo on October 28th 2019. then joined the most popular Yoshida trail, planning to start hiking in mid morning to reach summit as quickly as possible and then descend the mountain during the same day. He posts that he feels sick and want to go home. At 10 : 30 he reaches the fifth station and starts his live broadcast.His gloves are not wind or waterproof. His choice of casual jeans light hiking boots and a fleece jacket aren't much better.
At 10 : 42 he enters the Yushi trail ignoring clear warmings that it's closed, air is misty and clouds hang low in the atmosphere. The terrain is a moist and dramp. Tetshu then decides to reduce the typical round trip from 10 hours to 6 hours by completing a rapid climb of the mountain. it was a tight timing and he knew he would return in darkness.Why not bringing a head or handheld torch in case? He planned to rely on his phone. He mentions how he should avoid areas of snow because he is inexperienced, he mentions that he will try to not die, that even if he dies, he won't know. Tetshu climbs over another warning sign and keep going toward the snowcapped mountain. He also admits he forgot the crampons. Shortly after he reaches the sisth station and sees that mountian huts are closed then he tells to his viewers that outside of mountain climbing, snow is the only thing easy to climb. He is also behind his schedule. Reaching the summit by 2 pm is crucial otherwise he won't be able to walk from the fifth station to the bus in darkness. Instead it will be a descent on icy slopes in pitch black with only a phone torch to guide his path. He reaches the 7th station at 11 : 35 and hears someone's voice. After he comes across a man and women on trail. Now he is 1 000 meters from the summit. Only 5 hours of sunlight left. No time for food or to rest. Mountainners can burn 700 calories per hour, even a bit more in extreme conditions. He tlels his viewers it would be better if it was snowing as he would go faster. By 1 : 19 om, Tetshu reaches the 8th station. He is completly alone and the trail is covered with snow. From here the mountain looks increasingly like a skiing resort. Guard rail and ropeways are covered by several feets of snow. At 01 : 50 pm; the trail is almost unwalkable without the right gear. Tetshu starts suffering from the lack of oxygen and stronger winds.
The frozen snow created a narrow walkable path. One wrong step would make him in serious trouble. How Tetshu would ever descent the mountain is still unclear. In 2 : 15 pm, Tetshu is walkign 30 degree slopes at least, battling the wind and starting to lose the feelings in his fingers. It's also uncealr if he is on the right path. After a few minutes he reaches the path aroud the summit. He made it before 3 pm, a hollow victory. He ignores his last chance to call for help at the final station on his route. Tetshu had to climb over frozen sbnow drifts with only lose rocks now to stay He pauses to take a photo despite having freezing fingers and nearly falling twice. He is beyond the safety of the ropeway. Then he slipped near the summit around 2 : 30 pm, the stream was still live, shutting off when the phone hit a rock. There was nothing to hold on and he didn't know how to stop a slide. So he picked up speed until he fall from one of the mountain's edge. Members of the stream contacted the police. Team of rescue and helicopters searched for 2 days. At 1 : 40 pm of 20th October 2019, a body was found just below the 7th station, the lower half of the body was missing, face too damage to recognize him and a backpack with nothing to knowhis identity. The police suspected it was Tetshu Shiohara. 13 later their hunch was confirmed. Tetshu has falle 2 300 feets or 700 meters There are still debate about his true intentions, if it was deliberate suicide or just an accident. Tetshu was a guy in search for motivation and meaning. Streams were a rare place he could find connection and recognition.
Tetshu Shiohara was a lost soul living on Shikoru, in an appartment alone. He was a wandering man according to some while other describe him as humble and determined. His father was a loacl professor. Tetshu studied in America, returned to Japan but failed his attempts to pass his bar exam. These problems caused him to become more reclusive despite already having a distant relationship with his family and no friends. His lack of social interactions is probably the reason why he began live streaming in 2015. Aroudn this time Tstshu was a hobby and he announced his intention to compete in biathlon. Despite his struggling situation he didn't complain about it during his streams. He liked speaking with his viewers and was generous with his time. Among those viewers, one standed out, a women who broadcasted lifestyle videos. She was friendly with him and the 2 would interact online. He accepted an offer in 2017 to climb Mout Fuji with her. It's unclear if tfter that the 2 met again. But she encouraged him to keep climbing. Tetshu also broadcasted his daily activities including commuting to his hospital appointments. As a stage 4 colon cancer patient, he only had 7% survival odds. He was unemployed anr received financial support from his parents. He would eventually meet his fate on October 2019. He became a regular climber of Japan's tallest mountain. He reached its summit every summer season. The legend say the spirit goddess of Sakuya Hime protects and lives on the mountain. Discussions online even suggests the goddess took notice of Tetshu's presence in the events to come.Weather conditions and its popular trails make it one of the most visited mountain in the world generally between July and September. Climbing outside this window without permission of authorities is forbidden since ice and slopes make climbing its slopes dangerous for professionals let alone general public.
Generally speaking this moutain is still welcoming to beginners. Its trails have 10 rest points for climbers to sleep, get food and access first aid stations. Despite this, some accidents can happen and aroud 10 fatalities happen each year. The moutain huts only offer short term protection making sudden wealth, hypothermia, dangerous. Even in the summer months, temperatures in the summit can be beyond freezing. Always triple check the weather, listen to the locals and over prepare. The official mountain website is stating these risks. Tetshu would climb this moutain several times for at least 4 years without incident and the summer conditions mean he hd no winter climbing experience. He broadcaste his commute home from a hospital appointment and a live stream viewer metionned they would like to see the view of Mount Fuji in winter Tetshu replied that it wouldn't probably be that cold, that he would go without dying. The fact that he mentionned the word die shows he knew how dangerous it could be. Maybe he didn't care or was denial. He wouldn't have access to mountian huts for food or rest after the fifth station since it was closed. Only approved climbers are allowed to reach that summit in off season. Crampons who have solid grip are required, poles with snow basket also, and finally cie axe is essential to perform a life saving maneuver. It's, without ropes, the only way to stop an uncontrolled slip. Tetshu sent off in Tokyo on October 28th 2019. then joined the most popular Yoshida trail, planning to start hiking in mid morning to reach summit as quickly as possible and then descend the mountain during the same day. He posts that he feels sick and want to go home. At 10 : 30 he reaches the fifth station and starts his live broadcast.His gloves are not wind or waterproof. His choice of casual jeans light hiking boots and a fleece jacket aren't much better.
At 10 : 42 he enters the Yushi trail ignoring clear warmings that it's closed, air is misty and clouds hang low in the atmosphere. The terrain is a moist and dramp. Tetshu then decides to reduce the typical round trip from 10 hours to 6 hours by completing a rapid climb of the mountain. it was a tight timing and he knew he would return in darkness.Why not bringing a head or handheld torch in case? He planned to rely on his phone. He mentions how he should avoid areas of snow because he is inexperienced, he mentions that he will try to not die, that even if he dies, he won't know. Tetshu climbs over another warning sign and keep going toward the snowcapped mountain. He also admits he forgot the crampons. Shortly after he reaches the sisth station and sees that mountian huts are closed then he tells to his viewers that outside of mountain climbing, snow is the only thing easy to climb. He is also behind his schedule. Reaching the summit by 2 pm is crucial otherwise he won't be able to walk from the fifth station to the bus in darkness. Instead it will be a descent on icy slopes in pitch black with only a phone torch to guide his path. He reaches the 7th station at 11 : 35 and hears someone's voice. After he comes across a man and women on trail. Now he is 1 000 meters from the summit. Only 5 hours of sunlight left. No time for food or to rest. Mountainners can burn 700 calories per hour, even a bit more in extreme conditions. He tlels his viewers it would be better if it was snowing as he would go faster. By 1 : 19 om, Tetshu reaches the 8th station. He is completly alone and the trail is covered with snow. From here the mountain looks increasingly like a skiing resort. Guard rail and ropeways are covered by several feets of snow. At 01 : 50 pm; the trail is almost unwalkable without the right gear. Tetshu starts suffering from the lack of oxygen and stronger winds.
The frozen snow created a narrow walkable path. One wrong step would make him in serious trouble. How Tetshu would ever descent the mountain is still unclear. In 2 : 15 pm, Tetshu is walkign 30 degree slopes at least, battling the wind and starting to lose the feelings in his fingers. It's also uncealr if he is on the right path. After a few minutes he reaches the path aroud the summit. He made it before 3 pm, a hollow victory. He ignores his last chance to call for help at the final station on his route. Tetshu had to climb over frozen sbnow drifts with only lose rocks now to stay He pauses to take a photo despite having freezing fingers and nearly falling twice. He is beyond the safety of the ropeway. Then he slipped near the summit around 2 : 30 pm, the stream was still live, shutting off when the phone hit a rock. There was nothing to hold on and he didn't know how to stop a slide. So he picked up speed until he fall from one of the mountain's edge. Members of the stream contacted the police. Team of rescue and helicopters searched for 2 days. At 1 : 40 pm of 20th October 2019, a body was found just below the 7th station, the lower half of the body was missing, face too damage to recognize him and a backpack with nothing to knowhis identity. The police suspected it was Tetshu Shiohara. 13 later their hunch was confirmed. Tetshu has falle 2 300 feets or 700 meters There are still debate about his true intentions, if it was deliberate suicide or just an accident. Tetshu was a guy in search for motivation and meaning. Streams were a rare place he could find connection and recognition.
Je condamne fermement ce topic.
In the middle of a raging storm, a cruise ship carrying over 1000 souls loses power. The engines fail, and a huge wave shatters windows, causing freezing water to flood the decks.The Viking Sky is close to sinking. As it drifts towards rocks on the shore, its captain sends a desperate mayday call, and experts prepare for a disaster on the scale of the Titanic.This is a tale of shocking oversight, the story of how the Viking Sky cruise almost ended in catastrophe... It was on March 23rd 2019. It was sailing through Hustadvika Bay. After engine shut down it endured 6 meters tall waves for hours. Its crew tried to restart the engine. Viking Sky is one of the 6 ships owned by Viking ocean cruises. It specializes in luxury holidays where guests can enjoy scenic views ot the Arctic circle and catch glimpses of the northern lights but as an entertainment company, Viking ocean cruises doesn't have the naval expertise to maintain the fleet. Once the ships are built by italian firm Fincantieri, it's seafaring activities are handled by Wellenius Wilhemsen, a maritime service provider based in Norway. The Viking Sky is still condired a state of the art cruise liner today so when it's launched in 2017, you would think it had all the documentations in place but conflicting reports suggest that it wasn't the case. In 2016, Wellenius engineers working on a sister vessel realized that they lacked crucial information to maintain the fleet. Its engine manufacturer hadn't provided guidelines for the correct oil and alarm levels of its sum tank. Strange oversight for a 400 million ocean cruiser. but it's even more baffling as the ship's engines also generate its electricity so if they fail mid voyage, the Viking Sky would be left without power and propulsion. So for years the fleet carried thousands of passengers on ships its passengers weren't even sure how to maintain.
As if it wasn't troubling enough, the ship could carry 930 guests and 465 crew members. Despite those numbers it was classified as a small ship. In this case their route was supposed to be 12 days long, from Bergen in Norway to Tromsø, passing by Bodo and Hustadvika Bay. The region is infamous for its shallow reefs, rough seas and sudden weather changes. The first week went as expected with the guests enjoying a visit to Tromsø on 21st March 2019. But severe weather was predicted over next days and rival companies canel the plan trips but weather wasn't the only problem. In a regular incident for the fleet 1, one of its diesel electric generators ( DG 3 ), was offline due to a faulty turbocharger. But the ship would run behind schedule if it waited at Tromsø for the spare parts to arrive. The VIking Sky also had a staffing shortage with its mandatory pilots. 2 were needed to ensure passage through a more challenging section of its course. However one of the onboard pilots was only certified to sail up. Replacement pilot was set to join after the most dangerous leg of the route in Hustadvika Bay. A technician could repair the generated once once the boat reached Stavanger. Aware of the risks the left Tromsø on the evening but the decision broke maritime regulations with. With 1 offline, Viking Sky wouldn't have enough fallback generators if the other engines encountered issues. 3 hours after leaving the port, an alarm alerted the crew that DG2 generator had low lubricating oil but it stopped shortly afterwards so no further action was taken by the etchnicians. Weather was still fine. As the day progressed the crew monitored increasing wind speeds. By morning, the captian was worried aout reaching the next destination. After assessing the situation they cancelled the trip to Bodo. Disappointed, he told the passangers the area was too dangerous to sail. Instead, the Viking Sky set course to Stavanger.
Several hours later, crew was instructed to prepare the ship for deteriorating weather and secure loose items in the hall but as the ship continued to sail in mellow waters inshore, the wind and waves became increasingly restless throughout the day. By midnight the breeze had grown to galeforce winds and the ship log book recorded 6 meters waves, forcing the captian to half the ship's speed. to ensure a more cmofortable ride for passengers. In early hours of follong days, multiple warnings registered on the ship, first first indicating lw lubricating oil, this time for DG4 sump tank. When the ship entered near Trondheim, winds increased to a severe gale. Despite being sheltered from the full effects of the volatile tide by a series of islands, more alarms sounded as they crossed the Trondheim fairway, this time included a second low oil level warning for DG4. Forecast predicted the strong winds would only grow stronger. So the captain ordered a heavy weather check likst to prepare the onslaught. While this happened, 150 warnings triggered for various systems, including additional low oil alerts for DG4. At this point the enginner on watch acknowledged 3 separate warnings for DG4 but each was cleared from the system without adding oil investigate further. Meanwhile, passengers were served breakfast as usual but a feeling of unease spread as they began to feel the effects of the emergingstorm, some struggled to stay on their feets, other watched as glasses smashed and objectsslide across restaurant tables. Eventually enginners inspected tanks, manually testing the alarms and recording oil levels towards the end of the 4 noon watch. But the level s were just judged to be normal and in a few short hours, it would have serious consequences. As it approached Hustadvika Bay, the pilots left the bridge as expected.
Back in the water, the Viking Sky was rocked by 7 meters waves and the captain informed passengers that a storm was coming. 1 hour later, the weather was officially declared a violent storm. Open doors and windows swung uncontrollably against their frames as gusting winds reached 90 miles per hour. Shortly after 1 pm, the crew reported it had finished the weather check list. This included topping up the sump tanks with lubricating oil but despite marking the checks as complete, the tanks still hadn't been topped up. Due to their negligence had been running low on oil for over 24 hours. As the ship pitched and rolled in the sea air, was sucked into the lubricating system pipes, further reducing the engine's oil supply and dramatically increased their load. But a fatal design doomed the voyage from the moment it left the port. On top of being underfilled, the sump tanks were aroudn 40% smaller than the regulations required. This was the final straw for the ship's strained engines as they had reached their breaking point. In the engine control room, several alarms went off at once, DG4 oil had dipped below the minimum level, triggering automatic mechanism to prevent a blowout. Both DG4 and DG1 started loosing electrical power which was followed by a low oil alert for DG1. Despite the warnings, the enginners simply cleared them from the system. Above on the bridge, the captain and pilot relaxed, unconcerned. So when DG4 and DG2 shut down, it came as a shock. Both came by low lube oil pressure and a flurry sound of alarms sounded at once. The engineer on watch contacted the chief enginner ho quickly headed to the control room with limited speed. The Viking Sky stabilizers automatically retracted, causing the ship to roll almost double the 6 degrees angle it was before. Technicians tried to get DG2 back online.
At almost 2 pm, the DG2 was restarted by crew and ship's stablizers were brought online. But it was a temporary respire as DG2 shut down again followed by DG1, causing a total blackout. The ship had no power or steering. They were stranded dead in the water. Panic unfolded among passengers. who wondered what happened. In the control room, crew tried to deal with a poorly designed alarm system. Up to 1 000 warning sounded at once. But many of them were for minor systems clouding the enginners to what was trully wrong. Enginners couldn't estimate how long it would take to restore the power. Seeing his ship made a drifting toward shore, he made an urgent distress call. They were hundred of meters from rocks. Norwegian Coast Guard responded who launced boats the aid the ship. The Viking Sky continued drifting, damaging the anchors. as they dragged along the seafloor. The crew fought to get the engines back online. They finally realized low oil pressure was the problem and started transferring oil into the sump tanks but poor training meant they had not practiced restoring power without a back up generator. So steps to reset the engines weren't completed. One of the pilot communicated with rescuers and the captian prepared the ship for evacuation. To their credit, the passengers remained as calm as possible. Then enginners managed to reset DG2 and restore limited power to the vessel, meaning there was a chance to fire up the propeller motors. But not long after the boat drifted over a rock with 4 meters of clearance the the ship, experts later warned it was only minutes from running a ground. Half an hour later, passengers anticipated their rescue, then a massive wave hit the ship and se cond smashed windows, ripping a heavy metal door off its hinges, causing ice cold water to flood through the ship. Some were injured by shards of glass and other loose objects when doors struck passengers. There was a risk that hundred of people freezing to death.
In the middle of a raging storm, a cruise ship carrying over 1000 souls loses power. The engines fail, and a huge wave shatters windows, causing freezing water to flood the decks.The Viking Sky is close to sinking. As it drifts towards rocks on the shore, its captain sends a desperate mayday call, and experts prepare for a disaster on the scale of the Titanic.This is a tale of shocking oversight, the story of how the Viking Sky cruise almost ended in catastrophe... It was on March 23rd 2019. It was sailing through Hustadvika Bay. After engine shut down it endured 6 meters tall waves for hours. Its crew tried to restart the engine. Viking Sky is one of the 6 ships owned by Viking ocean cruises. It specializes in luxury holidays where guests can enjoy scenic views ot the Arctic circle and catch glimpses of the northern lights but as an entertainment company, Viking ocean cruises doesn't have the naval expertise to maintain the fleet. Once the ships are built by italian firm Fincantieri, it's seafaring activities are handled by Wellenius Wilhemsen, a maritime service provider based in Norway. The Viking Sky is still condired a state of the art cruise liner today so when it's launched in 2017, you would think it had all the documentations in place but conflicting reports suggest that it wasn't the case. In 2016, Wellenius engineers working on a sister vessel realized that they lacked crucial information to maintain the fleet. Its engine manufacturer hadn't provided guidelines for the correct oil and alarm levels of its sum tank. Strange oversight for a 400 million ocean cruiser. but it's even more baffling as the ship's engines also generate its electricity so if they fail mid voyage, the Viking Sky would be left without power and propulsion. So for years the fleet carried thousands of passengers on ships its passengers weren't even sure how to maintain.
As if it wasn't troubling enough, the ship could carry 930 guests and 465 crew members. Despite those numbers it was classified as a small ship. In this case their route was supposed to be 12 days long, from Bergen in Norway to Tromsø, passing by Bodo and Hustadvika Bay. The region is infamous for its shallow reefs, rough seas and sudden weather changes. The first week went as expected with the guests enjoying a visit to Tromsø on 21st March 2019. But severe weather was predicted over next days and rival companies canel the plan trips but weather wasn't the only problem. In a regular incident for the fleet 1, one of its diesel electric generators ( DG 3 ), was offline due to a faulty turbocharger. But the ship would run behind schedule if it waited at Tromsø for the spare parts to arrive. The VIking Sky also had a staffing shortage with its mandatory pilots. 2 were needed to ensure passage through a more challenging section of its course. However one of the onboard pilots was only certified to sail up. Replacement pilot was set to join after the most dangerous leg of the route in Hustadvika Bay. A technician could repair the generated once once the boat reached Stavanger. Aware of the risks the left Tromsø on the evening but the decision broke maritime regulations with. With 1 offline, Viking Sky wouldn't have enough fallback generators if the other engines encountered issues. 3 hours after leaving the port, an alarm alerted the crew that DG2 generator had low lubricating oil but it stopped shortly afterwards so no further action was taken by the etchnicians. Weather was still fine. As the day progressed the crew monitored increasing wind speeds. By morning, the captian was worried aout reaching the next destination. After assessing the situation they cancelled the trip to Bodo. Disappointed, he told the passangers the area was too dangerous to sail. Instead, the Viking Sky set course to Stavanger.
Several hours later, crew was instructed to prepare the ship for deteriorating weather and secure loose items in the hall but as the ship continued to sail in mellow waters inshore, the wind and waves became increasingly restless throughout the day. By midnight the breeze had grown to galeforce winds and the ship log book recorded 6 meters waves, forcing the captian to half the ship's speed. to ensure a more cmofortable ride for passengers. In early hours of follong days, multiple warnings registered on the ship, first first indicating lw lubricating oil, this time for DG4 sump tank. When the ship entered near Trondheim, winds increased to a severe gale. Despite being sheltered from the full effects of the volatile tide by a series of islands, more alarms sounded as they crossed the Trondheim fairway, this time included a second low oil level warning for DG4. Forecast predicted the strong winds would only grow stronger. So the captain ordered a heavy weather check likst to prepare the onslaught. While this happened, 150 warnings triggered for various systems, including additional low oil alerts for DG4. At this point the enginner on watch acknowledged 3 separate warnings for DG4 but each was cleared from the system without adding oil investigate further. Meanwhile, passengers were served breakfast as usual but a feeling of unease spread as they began to feel the effects of the emergingstorm, some struggled to stay on their feets, other watched as glasses smashed and objectsslide across restaurant tables. Eventually enginners inspected tanks, manually testing the alarms and recording oil levels towards the end of the 4 noon watch. But the level s were just judged to be normal and in a few short hours, it would have serious consequences. As it approached Hustadvika Bay, the pilots left the bridge as expected.
Back in the water, the Viking Sky was rocked by 7 meters waves and the captain informed passengers that a storm was coming. 1 hour later, the weather was officially declared a violent storm. Open doors and windows swung uncontrollably against their frames as gusting winds reached 90 miles per hour. Shortly after 1 pm, the crew reported it had finished the weather check list. This included topping up the sump tanks with lubricating oil but despite marking the checks as complete, the tanks still hadn't been topped up. Due to their negligence had been running low on oil for over 24 hours. As the ship pitched and rolled in the sea air, was sucked into the lubricating system pipes, further reducing the engine's oil supply and dramatically increased their load. But a fatal design doomed the voyage from the moment it left the port. On top of being underfilled, the sump tanks were aroudn 40% smaller than the regulations required. This was the final straw for the ship's strained engines as they had reached their breaking point. In the engine control room, several alarms went off at once, DG4 oil had dipped below the minimum level, triggering automatic mechanism to prevent a blowout. Both DG4 and DG1 started loosing electrical power which was followed by a low oil alert for DG1. Despite the warnings, the enginners simply cleared them from the system. Above on the bridge, the captain and pilot relaxed, unconcerned. So when DG4 and DG2 shut down, it came as a shock. Both came by low lube oil pressure and a flurry sound of alarms sounded at once. The engineer on watch contacted the chief enginner ho quickly headed to the control room with limited speed. The Viking Sky stabilizers automatically retracted, causing the ship to roll almost double the 6 degrees angle it was before. Technicians tried to get DG2 back online.
At almost 2 pm, the DG2 was restarted by crew and ship's stablizers were brought online. But it was a temporary respire as DG2 shut down again followed by DG1, causing a total blackout. The ship had no power or steering. They were stranded dead in the water. Panic unfolded among passengers. who wondered what happened. In the control room, crew tried to deal with a poorly designed alarm system. Up to 1 000 warning sounded at once. But many of them were for minor systems clouding the enginners to what was trully wrong. Enginners couldn't estimate how long it would take to restore the power. Seeing his ship made a drifting toward shore, he made an urgent distress call. They were hundred of meters from rocks. Norwegian Coast Guard responded who launced boats the aid the ship. The Viking Sky continued drifting, damaging the anchors. as they dragged along the seafloor. The crew fought to get the engines back online. They finally realized low oil pressure was the problem and started transferring oil into the sump tanks but poor training meant they had not practiced restoring power without a back up generator. So steps to reset the engines weren't completed. One of the pilot communicated with rescuers and the captian prepared the ship for evacuation. To their credit, the passengers remained as calm as possible. Then enginners managed to reset DG2 and restore limited power to the vessel, meaning there was a chance to fire up the propeller motors. But not long after the boat drifted over a rock with 4 meters of clearance the the ship, experts later warned it was only minutes from running a ground. Half an hour later, passengers anticipated their rescue, then a massive wave hit the ship and se cond smashed windows, ripping a heavy metal door off its hinges, causing ice cold water to flood through the ship. Some were injured by shards of glass and other loose objects when doors struck passengers. There was a risk that hundred of people freezing to death.
Je condamne fermement ce topic.
However, the condominium is replaced by a massive cloud of dust rising in the air. Once it settles down, it reveals a horrible truth. The Miami condo morphs into a huge pile of rubble, one of the worst construction disasters in American history. The disaster has been building for decades. A coupe of minutes because the collapsing, a couple was enjoying a night in the hotel next to Champlain tower south They noticed something strange at the garage entrance. There was a pile of concrete rubble on the floor. Water was pouring in streams from the ceiling. Champlain tower's condo had its own pool. It seemed like water was leaking to the garage. Aroudn 1 : 22 am, the concrete beams ont he garage ceiling broke and the pool deck caved in a loud noise, woke up residents. The entire deck collapsed on cars parcked in the garage. Second after, the disaster would strike them. After the pool deck caved in, the adjacent central broke off from the rest of the building and crashed down. From distance it looks like a collapse from a controlled explosion but it was in fact a disaster. It was what experts call a pancake collapse. The cutt off northeast corner of the building stood for a few more seconds before giving away. The entire event last for less than 12 seconds. Once dust settled, it revealed a hair rising situation.
The western portion of champlain tower south was still standing in its northern part, where it connected to the central section were the exposed remains of destroyed condos. It looked as if someone ripped off a piece of the building. In one of the apartments on the top floor, a children 's bunk bed stood just a few inches from the abyss. Beneath, a 3 story high pile of iron and concrete with people buried beneath it. 1 minute after the collapse, the local fire brigade receive the first emergency call. It was a war zone like situation. People were rushing from the still standing part of the building. From beneath the rubble, voices screamed for help. Some residents emerged from the ruins. Hundreds of firefighters and police officers arrived. By 4 am the rescue operation was in full swing. Special teams with search dogs were engaged while powerful air jacks were brought in to deal with the heavy concrete blocks. Jonah Handler and his mum Stacy Dawn were among the first rescued. Sadly the mum was trapped deeper, rescued later and passed away. 35 residents in total were rescued. However 159 residents were still missing. A reunification center for families was formed at the surfside community center. People were pouring in looking for lost friends and relatives. FEMA Urban search and rescue task force, teams of US Army corps enginners, even a foreign unit from israeli defense forces were also brought on the scene of the disaster. The opration alsted for days. Work on the ground was hindered by an undergroud fire that filled the cavities inside the wrecks with smoke. The number of missing gradually decreased over days but with no survivors among them. On 1st July 2021, after 1 week of efforts, there were 18 deads and 143 missing. But the operation had to be called off because the rescuer's safety was threatened by the westtern wing of the building. still standing and dangerously leaning toward their heads.
Experts believed it would collapse within days. To make things worse, forecast annouce that the tropical storm Elsa soon hit Florida, further destabilizaing the building's structure and debris. Rescuers needed to work fast. To locate more survivors, the rescuers brought in thermal cameras and drones yet the oods were grim. The death toll rose to 24 and the time was ticking away. The still standing portion of the building was to be demolished. A company specialized in taking down the buildings set the explosives in the foundation. However residents were reticent and 18 000 signatures were gathered to postpone it until all theit pets were found. On July 5th at 10 : 30 pm, the western portion was demolished. 20 minutes later, the recovery teams continued their operations. On July 6th, the Elsa stormed roared across Florida. Despite the weather conditions, the rescuers opened the entrance to some of the previously inaccessible areas of rubble. But it only allowed them to recover more dead bodies with the death roll reaching 36, increasing to 46 within 24 hours. At this point, 2 weeks after the disaster, it was evident that finding any survivor would be a true miracle. Therefore, the operation was shifted to search and recovery. The efforts lasted until July 26, 2021 when the last victim's body was found. At the end, the death toll reached 98. Only 3 residents survived the collapse. Champlain Tower South was far from low budget real estate. Condos in the building were listed as 600 000 to 700 000 dollars. The exclusive penthouse was sold a couple of months prior to the disaster for just under 3 million dollars. Building amenities included a 24 hours cerge surveillance. System valet, barbecue area, gym, sauna, hot tub, and a heated outdoor pool. It was hard to beleive that this building would have such structural problems.
In October 2018, the engineering firm morabito consultants was hired to inspect the building. One of the critical points in the report was the pool deck waterproofing problem. This and all the planter waterproofing was beyond its useful life and needed to be removed and replaced because it was causing major structural damage to the concrete structural slab below these areas. The report said that failing to replace this would cause in the future the extent of the concrete deterioration to expand exponentially. The inspection noted cracks and concrete colum beams and walls supporting the parking garage under the pool deck. However, even though the report underlined the necessity of repairing the waterproofing to ensure the safety of the residents, it did not indicate that the building was at risk of collapse. Morbido didn't submit the report to the city's authorities. The repair would cost 15 million dollars. A hefty price and a sensitive one considering the extent of the work required. The condo association agreed on the proposal and took the credit to finance the repairs. First step of the project was to fix the roof since its structure also had deteriorated. By the time of the collapse, contractors were still working on the boj. However it turned out there were more pressing repairs. 3 days before disaster, a pool contractor carried out a full inspection to make a bid for its restoration. When he saw beneath the pool deck shocked him inside the equipment room. There was water all over the floor, large cracks in the cracking walls and ceiling exposed, a rusty rebar. Since 1981 when the building was built, rebar inside the concrete structure holding the pool deck was gradually deteriorating. It was a process that lasted for teh full 40 years. Then the collapse of the pool deck slab undermined the base of the central section of the building.
A short time after, the central part of the building caved in toward the pool deck. An investigation committee from the national institute of standards and technology hsa yet to determine the cause of the collapse more than 1 year after the disaster. Experts examined what could have contributed to the demolition of the condominium, meanign it could last for years. The tower was close to beach so the commitee investigated the effects of salt, humidity and other environmental conditions. There was also doubt about the quality construction of the building. A forensic engineering experthired by the town of surfside to investigate collapse, Allyn E Kilsheimer said that rebars inside the concrete beams were not arranged in a way the original project called for. He expressed doubts about the rebars used to reinforce the structure. Given the building investors were accused of allegedly bribing the local officials to get the permit to constrthe condominium. But in 2021 the ones who designed, invested and made the building were already dead. Condo association company responsible for building and maintaining the building was blamed, just like the city of surfside. On June 23rd 2022, a day before the disaster's anniversary, Michael Hansman, Miami's C Circuit judge approved a 1,02 billion of dollar tentative settlement between the accused and the victim's families and owners of the demolished condominium.
However, the condominium is replaced by a massive cloud of dust rising in the air. Once it settles down, it reveals a horrible truth. The Miami condo morphs into a huge pile of rubble, one of the worst construction disasters in American history. The disaster has been building for decades. A coupe of minutes because the collapsing, a couple was enjoying a night in the hotel next to Champlain tower south They noticed something strange at the garage entrance. There was a pile of concrete rubble on the floor. Water was pouring in streams from the ceiling. Champlain tower's condo had its own pool. It seemed like water was leaking to the garage. Aroudn 1 : 22 am, the concrete beams ont he garage ceiling broke and the pool deck caved in a loud noise, woke up residents. The entire deck collapsed on cars parcked in the garage. Second after, the disaster would strike them. After the pool deck caved in, the adjacent central broke off from the rest of the building and crashed down. From distance it looks like a collapse from a controlled explosion but it was in fact a disaster. It was what experts call a pancake collapse. The cutt off northeast corner of the building stood for a few more seconds before giving away. The entire event last for less than 12 seconds. Once dust settled, it revealed a hair rising situation.
The western portion of champlain tower south was still standing in its northern part, where it connected to the central section were the exposed remains of destroyed condos. It looked as if someone ripped off a piece of the building. In one of the apartments on the top floor, a children 's bunk bed stood just a few inches from the abyss. Beneath, a 3 story high pile of iron and concrete with people buried beneath it. 1 minute after the collapse, the local fire brigade receive the first emergency call. It was a war zone like situation. People were rushing from the still standing part of the building. From beneath the rubble, voices screamed for help. Some residents emerged from the ruins. Hundreds of firefighters and police officers arrived. By 4 am the rescue operation was in full swing. Special teams with search dogs were engaged while powerful air jacks were brought in to deal with the heavy concrete blocks. Jonah Handler and his mum Stacy Dawn were among the first rescued. Sadly the mum was trapped deeper, rescued later and passed away. 35 residents in total were rescued. However 159 residents were still missing. A reunification center for families was formed at the surfside community center. People were pouring in looking for lost friends and relatives. FEMA Urban search and rescue task force, teams of US Army corps enginners, even a foreign unit from israeli defense forces were also brought on the scene of the disaster. The opration alsted for days. Work on the ground was hindered by an undergroud fire that filled the cavities inside the wrecks with smoke. The number of missing gradually decreased over days but with no survivors among them. On 1st July 2021, after 1 week of efforts, there were 18 deads and 143 missing. But the operation had to be called off because the rescuer's safety was threatened by the westtern wing of the building. still standing and dangerously leaning toward their heads.
Experts believed it would collapse within days. To make things worse, forecast annouce that the tropical storm Elsa soon hit Florida, further destabilizaing the building's structure and debris. Rescuers needed to work fast. To locate more survivors, the rescuers brought in thermal cameras and drones yet the oods were grim. The death toll rose to 24 and the time was ticking away. The still standing portion of the building was to be demolished. A company specialized in taking down the buildings set the explosives in the foundation. However residents were reticent and 18 000 signatures were gathered to postpone it until all theit pets were found. On July 5th at 10 : 30 pm, the western portion was demolished. 20 minutes later, the recovery teams continued their operations. On July 6th, the Elsa stormed roared across Florida. Despite the weather conditions, the rescuers opened the entrance to some of the previously inaccessible areas of rubble. But it only allowed them to recover more dead bodies with the death roll reaching 36, increasing to 46 within 24 hours. At this point, 2 weeks after the disaster, it was evident that finding any survivor would be a true miracle. Therefore, the operation was shifted to search and recovery. The efforts lasted until July 26, 2021 when the last victim's body was found. At the end, the death toll reached 98. Only 3 residents survived the collapse. Champlain Tower South was far from low budget real estate. Condos in the building were listed as 600 000 to 700 000 dollars. The exclusive penthouse was sold a couple of months prior to the disaster for just under 3 million dollars. Building amenities included a 24 hours cerge surveillance. System valet, barbecue area, gym, sauna, hot tub, and a heated outdoor pool. It was hard to beleive that this building would have such structural problems.
In October 2018, the engineering firm morabito consultants was hired to inspect the building. One of the critical points in the report was the pool deck waterproofing problem. This and all the planter waterproofing was beyond its useful life and needed to be removed and replaced because it was causing major structural damage to the concrete structural slab below these areas. The report said that failing to replace this would cause in the future the extent of the concrete deterioration to expand exponentially. The inspection noted cracks and concrete colum beams and walls supporting the parking garage under the pool deck. However, even though the report underlined the necessity of repairing the waterproofing to ensure the safety of the residents, it did not indicate that the building was at risk of collapse. Morbido didn't submit the report to the city's authorities. The repair would cost 15 million dollars. A hefty price and a sensitive one considering the extent of the work required. The condo association agreed on the proposal and took the credit to finance the repairs. First step of the project was to fix the roof since its structure also had deteriorated. By the time of the collapse, contractors were still working on the boj. However it turned out there were more pressing repairs. 3 days before disaster, a pool contractor carried out a full inspection to make a bid for its restoration. When he saw beneath the pool deck shocked him inside the equipment room. There was water all over the floor, large cracks in the cracking walls and ceiling exposed, a rusty rebar. Since 1981 when the building was built, rebar inside the concrete structure holding the pool deck was gradually deteriorating. It was a process that lasted for teh full 40 years. Then the collapse of the pool deck slab undermined the base of the central section of the building.
A short time after, the central part of the building caved in toward the pool deck. An investigation committee from the national institute of standards and technology hsa yet to determine the cause of the collapse more than 1 year after the disaster. Experts examined what could have contributed to the demolition of the condominium, meanign it could last for years. The tower was close to beach so the commitee investigated the effects of salt, humidity and other environmental conditions. There was also doubt about the quality construction of the building. A forensic engineering experthired by the town of surfside to investigate collapse, Allyn E Kilsheimer said that rebars inside the concrete beams were not arranged in a way the original project called for. He expressed doubts about the rebars used to reinforce the structure. Given the building investors were accused of allegedly bribing the local officials to get the permit to constrthe condominium. But in 2021 the ones who designed, invested and made the building were already dead. Condo association company responsible for building and maintaining the building was blamed, just like the city of surfside. On June 23rd 2022, a day before the disaster's anniversary, Michael Hansman, Miami's C Circuit judge approved a 1,02 billion of dollar tentative settlement between the accused and the victim's families and owners of the demolished condominium.
Je condamne fermement ce topic.
The in-depth story of the Cave Creek Platform Collapse Disaster 1995. A viewing platform hangs 130 feet over one of New Zealand's natural wonders, offering unparalleled canyon views. But for a group of young, enthusiastic students, it’s the last thing they ever see. Cave creek is a natural marvel on New Zealand's west coast. A limestone cave formed by acid water. Here the visitors can see the resurgence where streams emerge from an underground cave system. It's a geological phenomenon that lures hundreds yearly. In 1993 the park made an overhanging viewing plateform. nearby. Fast forward a few years, and a group of students with their tutor from an outdoor recreation were looking forward to visit the cave creek, making the platform the highlight of their excursion. Shirley Slatter, conservation officer accompanying the students, noticed an unusual flexing of the cave creek viewing platform when another group stood on it. He reported it to the newly appointed field center manager Steven O Dea. They split in 2 groups and the alrger group reached the platform first with 17 students to look at the headwaters coming out of the cave system, the students even joking about the platforme structure. In less than 1 minute, the platform suddently broke away from its support and fell into the ground, crashing down nearly 100 feets below the trees, slamming into the chasms floor amongst the large jagged rocks. Moments later, the second group consisting of the tutor, field officer and 3 students reached the viewing deck and saw the scene. The conservation officer and another student reached the group's vehicles for help but keys were missing. Another student races 5 miles to alert the Greymouth police. 1 hour after the tragedy, the call for emergency assistance was made and helicopters, ambulances and teams were raced to the sceneIn the fall, 14 lives were lost, 13 students and conservation officer OD. Of the 18 people on the platform, 12 deid instantly from the fall.
The remaining 6 survived the initial fall but by the time the emergency responders arrived, 2 more died from their injuries. The platform project was poised to be a tragedy from the beginning. According to the doc report, no professional enginners or architects were involved in the design of the proposed platform. Well intentionned by no qualified officer drew the plans. A 10 x 10 feets decking with an overhang of approximately 5 feet would be canal levered and once the project got its funding in June 1992. The deck was built outside and and was delivered by helicopter to the site while other material . It was supposed to be suspended over the sharp drop. Problem is that it was built by DOC staff members, not by qualified builders or engineers. Only one of the crew previously worked with Timber. The plans for installation were not even used on the site to make matters worse. This means the posts were hammered into the groudn wherever the rough sound would allow. As a result, the load on the platform wasn't spread out equally. The person who made the plans was on the site that day but their job was to clear the trail leading to the platform. Plus, the bolts supposed to hold the platform in place were brought to the site without a drill. No nails were used. Instead, after a rigorous day of constructionthe 4 men who built the platform got into it to take a picture. The lack of structural integrity was shocking. Less than 1 year after the construction, in april 1994, the platform steps were poured finally. But they were not properly secured. On top of that there were no instructions on how to use the steel to connect the concrete steps to the platform and make the support that a suspended structure needs. When the platform structure was shown to local conservation board a few months later, a chairman asked if it had proper permits. It prompted staff to get approval retroactively. Those attempts were never successfully carried out.
The platform was not listed in any register that would have resulted in regular inspections.
A warning sign for the platform, suggesting a maximum limit of five people, had been ordered but was never installed at the site.
The in-depth story of the Cave Creek Platform Collapse Disaster 1995. A viewing platform hangs 130 feet over one of New Zealand's natural wonders, offering unparalleled canyon views. But for a group of young, enthusiastic students, it’s the last thing they ever see. Cave creek is a natural marvel on New Zealand's west coast. A limestone cave formed by acid water. Here the visitors can see the resurgence where streams emerge from an underground cave system. It's a geological phenomenon that lures hundreds yearly. In 1993 the park made an overhanging viewing plateform. nearby. Fast forward a few years, and a group of students with their tutor from an outdoor recreation were looking forward to visit the cave creek, making the platform the highlight of their excursion. Shirley Slatter, conservation officer accompanying the students, noticed an unusual flexing of the cave creek viewing platform when another group stood on it. He reported it to the newly appointed field center manager Steven O Dea. They split in 2 groups and the alrger group reached the platform first with 17 students to look at the headwaters coming out of the cave system, the students even joking about the platforme structure. In less than 1 minute, the platform suddently broke away from its support and fell into the ground, crashing down nearly 100 feets below the trees, slamming into the chasms floor amongst the large jagged rocks. Moments later, the second group consisting of the tutor, field officer and 3 students reached the viewing deck and saw the scene. The conservation officer and another student reached the group's vehicles for help but keys were missing. Another student races 5 miles to alert the Greymouth police. 1 hour after the tragedy, the call for emergency assistance was made and helicopters, ambulances and teams were raced to the sceneIn the fall, 14 lives were lost, 13 students and conservation officer OD. Of the 18 people on the platform, 12 deid instantly from the fall.
The remaining 6 survived the initial fall but by the time the emergency responders arrived, 2 more died from their injuries. The platform project was poised to be a tragedy from the beginning. According to the doc report, no professional enginners or architects were involved in the design of the proposed platform. Well intentionned by no qualified officer drew the plans. A 10 x 10 feets decking with an overhang of approximately 5 feet would be canal levered and once the project got its funding in June 1992. The deck was built outside and and was delivered by helicopter to the site while other material . It was supposed to be suspended over the sharp drop. Problem is that it was built by DOC staff members, not by qualified builders or engineers. Only one of the crew previously worked with Timber. The plans for installation were not even used on the site to make matters worse. This means the posts were hammered into the groudn wherever the rough sound would allow. As a result, the load on the platform wasn't spread out equally. The person who made the plans was on the site that day but their job was to clear the trail leading to the platform. Plus, the bolts supposed to hold the platform in place were brought to the site without a drill. No nails were used. Instead, after a rigorous day of constructionthe 4 men who built the platform got into it to take a picture. The lack of structural integrity was shocking. Less than 1 year after the construction, in april 1994, the platform steps were poured finally. But they were not properly secured. On top of that there were no instructions on how to use the steel to connect the concrete steps to the platform and make the support that a suspended structure needs. When the platform structure was shown to local conservation board a few months later, a chairman asked if it had proper permits. It prompted staff to get approval retroactively. Those attempts were never successfully carried out.
The platform was not listed in any register that would have resulted in regular inspections.
A warning sign for the platform, suggesting a maximum limit of five people, had been ordered but was never installed at the site.
Je condamne fermement ce topic.
The in-depth story of the Lake Peigneur Drilling Accident: When The Earth Swallowed a Lake.
November 20, 1980, is a new day at Lake Peigneur in Louisiana. Some 9 miles north of the Vermilion Bay in the Gulf of Mexico, a charming, calm lake is a popular resort for fishermen and nature lovers.. However not everyone is interested by the lake's natural beauty. Oil drilling platform in ownership of Wilson brothers corporation brought to the lake. Hired by the famous texano oil company, Wilson Brothers were looking for oil Beneath the lake lies a gigantic salt dome meaning oil was probably near. Wilson Brothers were suppoed to drill down to it. Their employees have done the job many times before and are experienced. Once the enginners gave the coordinates, they threw themselves into the job. Drilling for oil is a challenging job with unpredictable consequences such as accidents, like this one. Early in morning around 6 am, the 36 cm drill gets stuck at a depth of about 1 230 feet. Nothing too unusual for these workers who need to get the drill loose and keep working. However it seems that the drill won't come out no matter what they try. Suddently the drill tilts forcefully followed by a couple of loud pops.Undoubtly a situation that calls for an immediate evacuation of workers. In a hurry they cut free the barges holding the platform and flee to the safest part of the lake. They were right to evaccuate as the platform overturned and sank. Lake is just 10 feet deep and this massive oil drilling construction being swallowed surprised everyone. THe workers notice their boat is being pulled to the platform's location. The skipper pushes the throttle and takes the boat and the workers to safety of the lakeshore. The sunken platform turns out to be an event of catastrophic proportions with giant whirpool forming at the spot where the platform used to be, sucking in nearby barges and boats, soil from Jefferson island, trucks, trees, buildings.
Even a parking lot near the botanical garden are sucked into the giant vortex. The delcambre canal taking water from Lake Peigneur to the Gulf of Mexico reverses his flow under the influence of the whirpool. People aroud the lake are stunned. It seemed like the bowels of earth opened. The ground opened and all the water of the lake went into in. Below the lake there was a colossal salt dome, a vertical mass of salt that intrudes into upper layers of earth from underlying salt beds due to the weight of overlying rock. In the USA, salt domes are frequent especially along the Gulf of Mexico coastline. Most of them in Texas and Louisiana, all of them exploited for salt mining. Inside the salt dome beneath Lake Peigneur was 4 level salt mine reaching its depth of 1 500 feet, 157 meters. Under the ownership of Diamond Crystal Salt Company, the mine was opened in 1919 and was extracting halite minerals, better known as rock salt for 6 decades incessantly. The initial mining was conducted on the topmost level at a depth of 800 feet. Over time the primary salt production moved deeper with 3 new levels opened at the depth of 1 000, 1 300 and 1 500 feet. Each level consisted of large tunnels up to 100 feet high and wide. Tunnel on the bottommost level was 100 feet wide and 80 feet tall. Each of these tunnels was created through the process of mining. Inside them, vast pillars of salt were left untouched to support the tunnel ceiling. Like oil drilling, mining has its own risks. A record of mining related accidents is long and includes a whole palette of dangers, from ceiling collapses to outbursts of explosives gasses trapped in underground pockets. In salt mines, miners pay special attention to the stability of their tunnel because the entire structure lies on pillars made of teh same material they are digging out. The presence of water is hasardous, which could dissolve salt pillars and leave the tunnel ceiling without support.
The Jefferson island mine at Pake Peigneur had a couple of water leak incidesnts in the mid 1970 but none threatened the stability. The bigger problem was the stability of the entire mine above the 1 300 feet level. Due to the change of dimensions of narrow pillars on the upper floor due to prolonged stress, the surface was subsiding 10 inches per year. On the day of the accident, 55 miners descended to the bottom 2 level at 1 300 feet and 1 500 feet below ground. The shift began as usual. Using the electric shovel, they miend the rock salt, then transported it to the surface in small mining carts. However the job was disrupted by unusual sounds coming down the tunnel. The electrican Junius Gaddison found was coming from fuel drums banging against each other as they were carried down the tunnel by a knee deep stream of muddy water. He knew about a story of water leakage in the mine but a torrent of water was a clear signal that something was wrong. Miraculously, all 55 miners reached safety despite of a slow elevator that could only carry 8 persons a time. The drill got stuck because it penetrated the mine ceiling at 1 300 feet level, creating a funnel that allowed the water from the lake to leak into the mine. The water dissolved the rock salt around the drill as if it flowned down, creating a larger and larger funnel. Once amounts of water reached the mine, they began dissolving the salt pillars and cause the entire mine construction and everything above to collapse. In 3 hours the giant hole in the ground took all 3,5 billion gallons of water ( more than 13 billion liters ). The force of the whirpool was so strong that it drew water from the Delcambre canal. Because the water flowned into the mine faster than the air could get out, the air was compressed and burst out of the mine's air shaft and the water from Gulf of Mexico began filling the hole through the Delcambre canal, creating a temporary 150 feet waterfall.
The in-depth story of the Lake Peigneur Drilling Accident: When The Earth Swallowed a Lake.
November 20, 1980, is a new day at Lake Peigneur in Louisiana. Some 9 miles north of the Vermilion Bay in the Gulf of Mexico, a charming, calm lake is a popular resort for fishermen and nature lovers.. However not everyone is interested by the lake's natural beauty. Oil drilling platform in ownership of Wilson brothers corporation brought to the lake. Hired by the famous texano oil company, Wilson Brothers were looking for oil Beneath the lake lies a gigantic salt dome meaning oil was probably near. Wilson Brothers were suppoed to drill down to it. Their employees have done the job many times before and are experienced. Once the enginners gave the coordinates, they threw themselves into the job. Drilling for oil is a challenging job with unpredictable consequences such as accidents, like this one. Early in morning around 6 am, the 36 cm drill gets stuck at a depth of about 1 230 feet. Nothing too unusual for these workers who need to get the drill loose and keep working. However it seems that the drill won't come out no matter what they try. Suddently the drill tilts forcefully followed by a couple of loud pops.Undoubtly a situation that calls for an immediate evacuation of workers. In a hurry they cut free the barges holding the platform and flee to the safest part of the lake. They were right to evaccuate as the platform overturned and sank. Lake is just 10 feet deep and this massive oil drilling construction being swallowed surprised everyone. THe workers notice their boat is being pulled to the platform's location. The skipper pushes the throttle and takes the boat and the workers to safety of the lakeshore. The sunken platform turns out to be an event of catastrophic proportions with giant whirpool forming at the spot where the platform used to be, sucking in nearby barges and boats, soil from Jefferson island, trucks, trees, buildings.
Even a parking lot near the botanical garden are sucked into the giant vortex. The delcambre canal taking water from Lake Peigneur to the Gulf of Mexico reverses his flow under the influence of the whirpool. People aroud the lake are stunned. It seemed like the bowels of earth opened. The ground opened and all the water of the lake went into in. Below the lake there was a colossal salt dome, a vertical mass of salt that intrudes into upper layers of earth from underlying salt beds due to the weight of overlying rock. In the USA, salt domes are frequent especially along the Gulf of Mexico coastline. Most of them in Texas and Louisiana, all of them exploited for salt mining. Inside the salt dome beneath Lake Peigneur was 4 level salt mine reaching its depth of 1 500 feet, 157 meters. Under the ownership of Diamond Crystal Salt Company, the mine was opened in 1919 and was extracting halite minerals, better known as rock salt for 6 decades incessantly. The initial mining was conducted on the topmost level at a depth of 800 feet. Over time the primary salt production moved deeper with 3 new levels opened at the depth of 1 000, 1 300 and 1 500 feet. Each level consisted of large tunnels up to 100 feet high and wide. Tunnel on the bottommost level was 100 feet wide and 80 feet tall. Each of these tunnels was created through the process of mining. Inside them, vast pillars of salt were left untouched to support the tunnel ceiling. Like oil drilling, mining has its own risks. A record of mining related accidents is long and includes a whole palette of dangers, from ceiling collapses to outbursts of explosives gasses trapped in underground pockets. In salt mines, miners pay special attention to the stability of their tunnel because the entire structure lies on pillars made of teh same material they are digging out. The presence of water is hasardous, which could dissolve salt pillars and leave the tunnel ceiling without support.
The Jefferson island mine at Pake Peigneur had a couple of water leak incidesnts in the mid 1970 but none threatened the stability. The bigger problem was the stability of the entire mine above the 1 300 feet level. Due to the change of dimensions of narrow pillars on the upper floor due to prolonged stress, the surface was subsiding 10 inches per year. On the day of the accident, 55 miners descended to the bottom 2 level at 1 300 feet and 1 500 feet below ground. The shift began as usual. Using the electric shovel, they miend the rock salt, then transported it to the surface in small mining carts. However the job was disrupted by unusual sounds coming down the tunnel. The electrican Junius Gaddison found was coming from fuel drums banging against each other as they were carried down the tunnel by a knee deep stream of muddy water. He knew about a story of water leakage in the mine but a torrent of water was a clear signal that something was wrong. Miraculously, all 55 miners reached safety despite of a slow elevator that could only carry 8 persons a time. The drill got stuck because it penetrated the mine ceiling at 1 300 feet level, creating a funnel that allowed the water from the lake to leak into the mine. The water dissolved the rock salt around the drill as if it flowned down, creating a larger and larger funnel. Once amounts of water reached the mine, they began dissolving the salt pillars and cause the entire mine construction and everything above to collapse. In 3 hours the giant hole in the ground took all 3,5 billion gallons of water ( more than 13 billion liters ). The force of the whirpool was so strong that it drew water from the Delcambre canal. Because the water flowned into the mine faster than the air could get out, the air was compressed and burst out of the mine's air shaft and the water from Gulf of Mexico began filling the hole through the Delcambre canal, creating a temporary 150 feet waterfall.
Je condamne fermement ce topic.
The Lac Megantic Rail explosion. Freight trains pass daily a few yards away from the cafe. However the intensity of the sound indicated something was wrong with this train. Then 5 locomotives rush past at a staggering speed followed by a composition of 72 tank cars filled with crude oil grinding across the track and colliding against each other and then a powerful blast. It was on July 5th 2013. One hour before midnight, a freight train entered a station at Nantes with composition comprising 5 locomotives, 1 buffy car, a remote control car and 72 tank cars for 4 700 tons. It transported 2 160 000 gallons of crude oil from North Dakota to Irving Oil Refinery. Along its path there were 2 Canadian towns, Nantes and Lac Mégantic. Tom Harding, an experimented engineer, was operating the train. Harding parked the train on the main line. At the Nantes station another operator took over the following day. He was the only person on the train but followed the complete parking procedure. After applying the air BR system, he engaged handbrakes on all 5 locomotives, a buffer car and the first car. He then went through a brake test to check if the handbrakes alone were sufficient to hold the train. Harding also contacted hte US rail traffic control to report an engine malfunction and smoke coming from the lead locomotive Locomotiv was elft running to maintain the pressure in the air brake system. Eventually Harding called the local rail traffic controller Richard Labrie. Harding didn't realize that the engine's problem was more severe than he imagined. Some times after he left, witnesses reported sparks flying out of the exhaust. Flames came out. On 11 : 50 fire department received an emergency about a locomotive on fire.
After Montreal Maine and Atlantic took over the train everyone informed the firefighters that the train was safe. At 1 : 00 am as one of the firefighers returned home however, he stopped at the railway crossing not far from the Nantes station, seeing the same train he saved from fire passing the crossing at high speed. No headlights or horn sound. 1 : 15 am, the train approached Lac Megantic travelling at 100 km per horu. The train limit here was supposed to be 16 km per hour because of a long and sharp curve. The composition of 5 lovomotives and remote control car was did pass the curve but the buffer car couldn't whistand the force and derailed it draggign along the remaining 72 cars filled with crude oil. It caused a serie of massive explosions ripping through the town. The music cafe was the closest house to the train. A few guests survived by sheer luck. Without 900 meters, the blast destroeyd everything. Orange lit fireballs light up the night rising hundreds of feets in the air. But the explosion was only a prelude. Most of the derailed tanks captured ruptured during the explosion and started leaking oil, exactly over 1,5 million of gallons set on fire and spread to the streetsof lochmagantic The fire consumed everything. At 1 : 47, train operator Harding is evacuated from his hotel in Lac Megantic. He called Richard Labrie, the traffic controller Residents ran from their houses, running through smoke and flames to save their lives. Some people jumped from the floors of their homes. 150 firefighters were dispatched It however took a whole dayto reach the center of the fire.
The derailed tanks from which oil was still leaking. They succeeded in the late hours of Sunday, July 7th. Hospitals nearby expected many injuries. However over the 2 days of fire, only 1 resident came to treat his second degrees burns. The disaster left almost no room for injured people. Either you escape the fire either you were burned alive. 47 people were killed by the explosion in the blaze. 5 bodies were never found, probably vaporized by the explosion. Half of the town was destroyed. Due to oil contamination, the remaining houses had to be demolished. 1 000 people were left homeless for a while. 26 000 gallons of oil als leaked into the chaldier river in nearby lake. Tom Harding was unaware it was his train that caused the disaster. It took one hour to discover the truth. A taxi dispatched informed Richard that it was the train who caused this. As scheduled the tanker train operated by the Montreal Maine and Atlantic Railway arrived at the Nantes station. Harding secured the train, switching on the air brake system that locked all the wheels as a precautionary measure. He also applied hand brakes on all 5 locomotives plus 2 cars in case the brake system failed. However since the train was left on a slope, he was supposed to apply hand brakes on at least twice as many tank cars. He probably didn't do this because he was the only person on duty and applying a single brake was a 3 minutes long procedure that required a lot of strenght afterward, Harding performed a required brake test to ensure the train would be held by hand brakes alone.
Unfortunatly he accidentally left the air brakes on during the test which led him to believe the handbrakes would hold the train. In any case, Harding left the lead engine running to maintain the pressure in the air brake system with the air brakes applied, there was no chance the train moved and yet it did somehow. 8 months before the accident, the locomotive had been sent to a repair shop because of the engine failure. To save time, MMA's managers repaired the engine with a part of insufficient strenght and durability. The day of disaster, the low grade part failed allowing oil to leak into the body of the turbocharger. Since the engine was left running, the oil kept accumulating and once it overheated it set the whole engine on fire. Firefighters reacted quickly and prevented the fire to spread. However to extinguish it they had to kill the engine by turning the engine off. They cut the air brake system 's air supply. Unfortunatly, track MMA maintenance employees sent to the scene were not trained operators and were unaware of the consequences of leaving a locomotive engine turned off. If operator Harding had been present he would probably have started the engine again, but his colleague assured him he wouldn't have to make the trip. After the fire being extinguished, the firefighters and the MMA's employees left the scene, convinced that everything was in order. In fact, without the engines running, the air brake system gradually lost all pressure. As a result, the train was lying on slope tracks on hand brakes. A standard measure on most railways system was to park the train on side tracks equipped with buffer stops. The MMA's guidelines allowed parking on main tracks. So, with no sufficient brakes the train carrying more than 2 million gallons of oil moved down the tracks. The tracks from Nantes to Mac Megantic was dropping 4 feet each 100 yards.
By the time it reached the curve of Lac Megantic, the train was way too fast. The disaster overall resulted from poor management systems and inadequate regulations. That's what the Federal Transportation Safety board and its 181 pages report concluded. MMA however turned the blame on its own people, Tom Hardy, Richard Labrie and Jean Demaitre, the railway traffic controller and the manager of train operations. They were arrested in 2014. Harding was accused of not applying enough hand brakes and and of parking the train on a slope. Labrie was blamed for improper inspection of the train after it caught fire. While Demaitre was accused of failing to secure the train properly. The defense based their case on claiming the accused had no proper safety training and everything they did on the night of tragedy was according to the company's regulations. The 3 were specagoats. But the residents didn't feel like it. They believed the railway's managers should have sat on the bench instead. They begged to move the tracks and the transport of hazardous cargo further from the town. But the project was too expensive. Ultimatly all the 3 accused were relieved from charges. The MMA and the Canadian Pacific Railway as the main contractors got away with it. In August 2013 the company filed for bankruptcy corruption both in Canada and USA as it lacked the assets or insurance to compensate disaster victims. Other companies sued in action lawsuit agreed to pay money into a settlement fund for victims in exchange of being moved from the case, ultimatly they paid 450 million dollars to victims and other creditors. The Canadian and USA federal authorities responded to the disaster by announcing a serie of security measures including new safety standards for cars, speed limit in ubran areas and required electronic braking systems. After a decade, the railways still refuse to implement the standards that collide with their economic interests. In the meantime, the city was rebuilt.
The Lac Megantic Rail explosion. Freight trains pass daily a few yards away from the cafe. However the intensity of the sound indicated something was wrong with this train. Then 5 locomotives rush past at a staggering speed followed by a composition of 72 tank cars filled with crude oil grinding across the track and colliding against each other and then a powerful blast. It was on July 5th 2013. One hour before midnight, a freight train entered a station at Nantes with composition comprising 5 locomotives, 1 buffy car, a remote control car and 72 tank cars for 4 700 tons. It transported 2 160 000 gallons of crude oil from North Dakota to Irving Oil Refinery. Along its path there were 2 Canadian towns, Nantes and Lac Mégantic. Tom Harding, an experimented engineer, was operating the train. Harding parked the train on the main line. At the Nantes station another operator took over the following day. He was the only person on the train but followed the complete parking procedure. After applying the air BR system, he engaged handbrakes on all 5 locomotives, a buffer car and the first car. He then went through a brake test to check if the handbrakes alone were sufficient to hold the train. Harding also contacted hte US rail traffic control to report an engine malfunction and smoke coming from the lead locomotive Locomotiv was elft running to maintain the pressure in the air brake system. Eventually Harding called the local rail traffic controller Richard Labrie. Harding didn't realize that the engine's problem was more severe than he imagined. Some times after he left, witnesses reported sparks flying out of the exhaust. Flames came out. On 11 : 50 fire department received an emergency about a locomotive on fire.
After Montreal Maine and Atlantic took over the train everyone informed the firefighters that the train was safe. At 1 : 00 am as one of the firefighers returned home however, he stopped at the railway crossing not far from the Nantes station, seeing the same train he saved from fire passing the crossing at high speed. No headlights or horn sound. 1 : 15 am, the train approached Lac Megantic travelling at 100 km per horu. The train limit here was supposed to be 16 km per hour because of a long and sharp curve. The composition of 5 lovomotives and remote control car was did pass the curve but the buffer car couldn't whistand the force and derailed it draggign along the remaining 72 cars filled with crude oil. It caused a serie of massive explosions ripping through the town. The music cafe was the closest house to the train. A few guests survived by sheer luck. Without 900 meters, the blast destroeyd everything. Orange lit fireballs light up the night rising hundreds of feets in the air. But the explosion was only a prelude. Most of the derailed tanks captured ruptured during the explosion and started leaking oil, exactly over 1,5 million of gallons set on fire and spread to the streetsof lochmagantic The fire consumed everything. At 1 : 47, train operator Harding is evacuated from his hotel in Lac Megantic. He called Richard Labrie, the traffic controller Residents ran from their houses, running through smoke and flames to save their lives. Some people jumped from the floors of their homes. 150 firefighters were dispatched It however took a whole dayto reach the center of the fire.
The derailed tanks from which oil was still leaking. They succeeded in the late hours of Sunday, July 7th. Hospitals nearby expected many injuries. However over the 2 days of fire, only 1 resident came to treat his second degrees burns. The disaster left almost no room for injured people. Either you escape the fire either you were burned alive. 47 people were killed by the explosion in the blaze. 5 bodies were never found, probably vaporized by the explosion. Half of the town was destroyed. Due to oil contamination, the remaining houses had to be demolished. 1 000 people were left homeless for a while. 26 000 gallons of oil als leaked into the chaldier river in nearby lake. Tom Harding was unaware it was his train that caused the disaster. It took one hour to discover the truth. A taxi dispatched informed Richard that it was the train who caused this. As scheduled the tanker train operated by the Montreal Maine and Atlantic Railway arrived at the Nantes station. Harding secured the train, switching on the air brake system that locked all the wheels as a precautionary measure. He also applied hand brakes on all 5 locomotives plus 2 cars in case the brake system failed. However since the train was left on a slope, he was supposed to apply hand brakes on at least twice as many tank cars. He probably didn't do this because he was the only person on duty and applying a single brake was a 3 minutes long procedure that required a lot of strenght afterward, Harding performed a required brake test to ensure the train would be held by hand brakes alone.
Unfortunatly he accidentally left the air brakes on during the test which led him to believe the handbrakes would hold the train. In any case, Harding left the lead engine running to maintain the pressure in the air brake system with the air brakes applied, there was no chance the train moved and yet it did somehow. 8 months before the accident, the locomotive had been sent to a repair shop because of the engine failure. To save time, MMA's managers repaired the engine with a part of insufficient strenght and durability. The day of disaster, the low grade part failed allowing oil to leak into the body of the turbocharger. Since the engine was left running, the oil kept accumulating and once it overheated it set the whole engine on fire. Firefighters reacted quickly and prevented the fire to spread. However to extinguish it they had to kill the engine by turning the engine off. They cut the air brake system 's air supply. Unfortunatly, track MMA maintenance employees sent to the scene were not trained operators and were unaware of the consequences of leaving a locomotive engine turned off. If operator Harding had been present he would probably have started the engine again, but his colleague assured him he wouldn't have to make the trip. After the fire being extinguished, the firefighters and the MMA's employees left the scene, convinced that everything was in order. In fact, without the engines running, the air brake system gradually lost all pressure. As a result, the train was lying on slope tracks on hand brakes. A standard measure on most railways system was to park the train on side tracks equipped with buffer stops. The MMA's guidelines allowed parking on main tracks. So, with no sufficient brakes the train carrying more than 2 million gallons of oil moved down the tracks. The tracks from Nantes to Mac Megantic was dropping 4 feet each 100 yards.
By the time it reached the curve of Lac Megantic, the train was way too fast. The disaster overall resulted from poor management systems and inadequate regulations. That's what the Federal Transportation Safety board and its 181 pages report concluded. MMA however turned the blame on its own people, Tom Hardy, Richard Labrie and Jean Demaitre, the railway traffic controller and the manager of train operations. They were arrested in 2014. Harding was accused of not applying enough hand brakes and and of parking the train on a slope. Labrie was blamed for improper inspection of the train after it caught fire. While Demaitre was accused of failing to secure the train properly. The defense based their case on claiming the accused had no proper safety training and everything they did on the night of tragedy was according to the company's regulations. The 3 were specagoats. But the residents didn't feel like it. They believed the railway's managers should have sat on the bench instead. They begged to move the tracks and the transport of hazardous cargo further from the town. But the project was too expensive. Ultimatly all the 3 accused were relieved from charges. The MMA and the Canadian Pacific Railway as the main contractors got away with it. In August 2013 the company filed for bankruptcy corruption both in Canada and USA as it lacked the assets or insurance to compensate disaster victims. Other companies sued in action lawsuit agreed to pay money into a settlement fund for victims in exchange of being moved from the case, ultimatly they paid 450 million dollars to victims and other creditors. The Canadian and USA federal authorities responded to the disaster by announcing a serie of security measures including new safety standards for cars, speed limit in ubran areas and required electronic braking systems. After a decade, the railways still refuse to implement the standards that collide with their economic interests. In the meantime, the city was rebuilt.
Je condamne fermement ce topic.
The in-depth story of the Gare de Lyon rail accident disaster 1988. In the blink of an eye, a weekday commute into Paris transforms into a waking nightmare. As a crowded train barrels down the tracks completely out of control, its helpless passengers can only brace for the catastrophic impact to come... 75 minutes ride from Milan to Gare de Lyon in Paris, a daily commute for some. Not this time. The train approach its usual station, le Vert de Maison. But due to change in the summer timetable it doesn't stop here. As the train passes the station, something unexpected happens as a passenger in the second carriage jumps up and pulls the emergency brake, bringing train to an abrupt halt. They then run out of the carriage. Behind the train, control driver Daniel Saulin finds himself grappling with the fallout of the emergency brake activation. He heads to reset the brakes between the drjver's cabin and the first passenger car along with the conductor Jean-Charles Bovée. Saulin finds the lever stuck, grabs another handle nearby handler for leverage but the brakes are still locked. When he returns to his cabin, the driver now thinks there is too much air in the pneumatic brake system. After emergency brake was activated, he believes letting out the air manually will fix the problem. Instead of calling the engineers like they should, Saulin and Bovée both release air from the brakes on all 7 passenger cars. When Saulin gets back to his seat, everything seems to be working and he heads towards Gare de Lyon. But Saulin didn't realize that he triggered a chain of unseen events, starting with a malfunctioning brake system. Over half an hour behind the schedule, Saulin is ordered to skip the stop ahead of Gare de Lyon. They pass Maisons Alfort station without slowing down, a crucial decision that will come to light later. Meanwhile on Gare de Lyon, an outbound train has been delayed on platform 2 because its conductor hasn't arrived.
Its front carriage is right next to the main staircase to the underground platform so most passengers found their seats in the first car. As the outbound train waits, even more passengers than usual board it, crowding the carriage with frustrated commuters. Saulin's train, headed towards station 2, now speeding down the slope towards Gare de Lyon at over 96 km per hour.Warning signal urges the driver to slow down, signaling the upcoming descend into the station. But when he applies the brakes, they are only barely working, slowing only the train down from 96 to 45 km per hour. Soon the gravity overpowers the brakes, causing it to accelerate again. The 300 tons train hudle out out of control less than a mile from a packed station. Saulin begins to panic . But to prevent collisions, railways staff had set up advanced systems to automatically send incoming trains to empty platforms in situations like these. But next events would override these fail safes. THe driver alerts the control room He asked to stop everything since he had no brakes, triggering a high pitched alarm that echoes through the control rooms center and driver cabins of all commuter trains nearby. Alarm activates a general closure protocal which grounds the entire network to a halt. Every train in immediate vicinity of Gare de Lyon is stopped. The protocol also cancels the preset tracks diversion. Even through traffic signalers know there is a runaway train, they have no clue which of the 4 trains headed inbound has lost control because Saulin failed to identify himself. Saulin rushes out of his cabin to the passengers on the rear carriage to brace for impact but this also means that he is out of contact with station control. Meanwhile at Gare de Lyon the outbound conductor arrived. With a high pitched alarm disrupting all communications, leaving him and the driver unaware of the impending danger.
At 7 : 08 pm the runaway trian barrels down into the station and its passengers race for impact. Officials try to alert everyone but the runaway train is less than 1 minute away. With seconds left, a call to evacuate the stationary train on platform 2 goes out. The conductor and some passengers managed to jumf off but the outbound driver bravely stays on the train to relay the evacuation message to passengers as Saulin's train bullets at full speed towards train. The tunaway train collides violently with the waiting commuter train. The locomotive knifes up and plows through the cars, tearing hte aluminium shells of the carriages to shreds. 2 stationary train cars are crushed like a tin can while the engine of the runaway train is lodged into one of the other carriage. After the crash, first responders arrive within 10 minutes to help survivors. The passagers of the Saulin train managed to escape with minor injuries. But among the survivors, around 60 people suffered serious injuries. Investigations searched why the brakes failed, why rerouting measures didn't work? Why were passengers left unaware? Initially terrorist act was suspected, especially when the investigators found that the main brake pipe valve had been closed, cutting off the flow of compressed air, rendering the brakes useless for all carriages behind the driver's cabin. But only someone with detailed knowledge of the braking system could have done this. They quickly focused on finding the person who pulled the emergency break. Eventually a 21 years old mother came forward. She was on the train to pick her 3 kids from school. Unaware that the train no longer stopped at La Vert de Maisons station due to revised timetable, she pulled teh emergency brakes to prevent her childrens from waiting alone.
Families faced unprecedented cold during these winter storms and days long power outage Crew said that they could respond to all power outages. But that ended up being untrue. Isolated freezing rain began falling netxt monday in northern Texas, expandingin neighboring counties. On February 11 2021 and 6 : 30 pm, a delta airlines flight slides off the Pittsburgh international airport taxiway. Passengerswere on the aircraft for 3 hours A taste of what wasto come. Later, on February 12, 2021 a massive accident involved 133 vehicles. The death roll would stand at 6 while 60 other were treated for injuries. It would take days for the road to be cleared given the severty of the accident and the storm. Texas was declaredon emergency state. However despite prioritizing gas, they relied heavily on electric heating, revealing a lack of preparedness. By the week end, 22 gas power plants were forced to close because of the freezing temperatures. Production facilities, infrastructure and pipelines were not designed top operate under such conditions. With demand, increased prices spiked, making heating even more expensive. Also shut down of some critical industries threatened to disrupt the economy not just locally but nationwide Unprecendented winter event was on top of that heading to Southern Texas. The storm was driven by 2 weather patterns, First, higher than normal pressure over the polar region meant lower pressure in northern US, letting very cold air move into Texas. Second, a polar vortex that pushed down intense bursts of cold from the North pole roads. First time it triggered the state's windshield and hard freeze warnings. Due to overwhelming demands of electricity and gas, unplanned outages happened. Energy provider airod issued soon a warning about potential rolling blackouts. Joe Biden, president of USA back then, declared a state of emergency. In early hours of February 15th, airod instruced electric companies to reduce power to prevent a grid shutdown.
3,6 million of people lost electricity.
The in-depth story of the Gare de Lyon rail accident disaster 1988. In the blink of an eye, a weekday commute into Paris transforms into a waking nightmare. As a crowded train barrels down the tracks completely out of control, its helpless passengers can only brace for the catastrophic impact to come... 75 minutes ride from Milan to Gare de Lyon in Paris, a daily commute for some. Not this time. The train approach its usual station, le Vert de Maison. But due to change in the summer timetable it doesn't stop here. As the train passes the station, something unexpected happens as a passenger in the second carriage jumps up and pulls the emergency brake, bringing train to an abrupt halt. They then run out of the carriage. Behind the train, control driver Daniel Saulin finds himself grappling with the fallout of the emergency brake activation. He heads to reset the brakes between the drjver's cabin and the first passenger car along with the conductor Jean-Charles Bovée. Saulin finds the lever stuck, grabs another handle nearby handler for leverage but the brakes are still locked. When he returns to his cabin, the driver now thinks there is too much air in the pneumatic brake system. After emergency brake was activated, he believes letting out the air manually will fix the problem. Instead of calling the engineers like they should, Saulin and Bovée both release air from the brakes on all 7 passenger cars. When Saulin gets back to his seat, everything seems to be working and he heads towards Gare de Lyon. But Saulin didn't realize that he triggered a chain of unseen events, starting with a malfunctioning brake system. Over half an hour behind the schedule, Saulin is ordered to skip the stop ahead of Gare de Lyon. They pass Maisons Alfort station without slowing down, a crucial decision that will come to light later. Meanwhile on Gare de Lyon, an outbound train has been delayed on platform 2 because its conductor hasn't arrived.
Its front carriage is right next to the main staircase to the underground platform so most passengers found their seats in the first car. As the outbound train waits, even more passengers than usual board it, crowding the carriage with frustrated commuters. Saulin's train, headed towards station 2, now speeding down the slope towards Gare de Lyon at over 96 km per hour.Warning signal urges the driver to slow down, signaling the upcoming descend into the station. But when he applies the brakes, they are only barely working, slowing only the train down from 96 to 45 km per hour. Soon the gravity overpowers the brakes, causing it to accelerate again. The 300 tons train hudle out out of control less than a mile from a packed station. Saulin begins to panic . But to prevent collisions, railways staff had set up advanced systems to automatically send incoming trains to empty platforms in situations like these. But next events would override these fail safes. THe driver alerts the control room He asked to stop everything since he had no brakes, triggering a high pitched alarm that echoes through the control rooms center and driver cabins of all commuter trains nearby. Alarm activates a general closure protocal which grounds the entire network to a halt. Every train in immediate vicinity of Gare de Lyon is stopped. The protocol also cancels the preset tracks diversion. Even through traffic signalers know there is a runaway train, they have no clue which of the 4 trains headed inbound has lost control because Saulin failed to identify himself. Saulin rushes out of his cabin to the passengers on the rear carriage to brace for impact but this also means that he is out of contact with station control. Meanwhile at Gare de Lyon the outbound conductor arrived. With a high pitched alarm disrupting all communications, leaving him and the driver unaware of the impending danger.
At 7 : 08 pm the runaway trian barrels down into the station and its passengers race for impact. Officials try to alert everyone but the runaway train is less than 1 minute away. With seconds left, a call to evacuate the stationary train on platform 2 goes out. The conductor and some passengers managed to jumf off but the outbound driver bravely stays on the train to relay the evacuation message to passengers as Saulin's train bullets at full speed towards train. The tunaway train collides violently with the waiting commuter train. The locomotive knifes up and plows through the cars, tearing hte aluminium shells of the carriages to shreds. 2 stationary train cars are crushed like a tin can while the engine of the runaway train is lodged into one of the other carriage. After the crash, first responders arrive within 10 minutes to help survivors. The passagers of the Saulin train managed to escape with minor injuries. But among the survivors, around 60 people suffered serious injuries. Investigations searched why the brakes failed, why rerouting measures didn't work? Why were passengers left unaware? Initially terrorist act was suspected, especially when the investigators found that the main brake pipe valve had been closed, cutting off the flow of compressed air, rendering the brakes useless for all carriages behind the driver's cabin. But only someone with detailed knowledge of the braking system could have done this. They quickly focused on finding the person who pulled the emergency break. Eventually a 21 years old mother came forward. She was on the train to pick her 3 kids from school. Unaware that the train no longer stopped at La Vert de Maisons station due to revised timetable, she pulled teh emergency brakes to prevent her childrens from waiting alone.
Families faced unprecedented cold during these winter storms and days long power outage Crew said that they could respond to all power outages. But that ended up being untrue. Isolated freezing rain began falling netxt monday in northern Texas, expandingin neighboring counties. On February 11 2021 and 6 : 30 pm, a delta airlines flight slides off the Pittsburgh international airport taxiway. Passengerswere on the aircraft for 3 hours A taste of what wasto come. Later, on February 12, 2021 a massive accident involved 133 vehicles. The death roll would stand at 6 while 60 other were treated for injuries. It would take days for the road to be cleared given the severty of the accident and the storm. Texas was declaredon emergency state. However despite prioritizing gas, they relied heavily on electric heating, revealing a lack of preparedness. By the week end, 22 gas power plants were forced to close because of the freezing temperatures. Production facilities, infrastructure and pipelines were not designed top operate under such conditions. With demand, increased prices spiked, making heating even more expensive. Also shut down of some critical industries threatened to disrupt the economy not just locally but nationwide Unprecendented winter event was on top of that heading to Southern Texas. The storm was driven by 2 weather patterns, First, higher than normal pressure over the polar region meant lower pressure in northern US, letting very cold air move into Texas. Second, a polar vortex that pushed down intense bursts of cold from the North pole roads. First time it triggered the state's windshield and hard freeze warnings. Due to overwhelming demands of electricity and gas, unplanned outages happened. Energy provider airod issued soon a warning about potential rolling blackouts. Joe Biden, president of USA back then, declared a state of emergency. In early hours of February 15th, airod instruced electric companies to reduce power to prevent a grid shutdown.
3,6 million of people lost electricity.
Je condamne fermement ce topic.
Je condamne fermement ce topic.
Je condamne fermement ce topic.
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Nothing will grow on this burnt cursed ground, 'Cause the breath of the death Is the only sound