May 2015 MAINE COASTAL NEWS Page 25. PORT SAFETY FORUM Continued From Page 7. Eagle Otome.


The tankship was inbound in the Sa- bine-Neches Canal with a load of crude oil en-route to an ExxonMobil facility in Beau- mont, Texas. Two pilots were on board, as called for by local waterway protocol. When the Eagle Otome approached the Port of Port Arthur, it experienced several unintended heading diversions culminating in the Eagle Otome striking the Gull Arrow, which was berthed at the port unloading cargo. A short distance upriver from the colli-


sion site, the Dixie Vengeance was outbound with two barges. The towboat master saw the Eagle Otome move toward his side of the canal, and he put his engines full astern but could not avoid the subsequent collision. The Kirby 30406, which was the forward barge pushed by the Dixie Vengeance, col- lided with the Eagle Otome and breached the tankship’s starboard ballast tank and the No. 1 center cargo tank a few feet above the waterline. As a result of the breach, 862,344 gallons of oil were released from the cargo tank, and an estimated 462,000 gallons of that amount spilled into the water. The three vessels remained together in the center of the canal while pollution response procedures were initiated. No crewmember on board any of the three vessels was injured. Probable Cause


The NTSB determined that the proba- ble cause of the collision of tankship Eagle Otome with cargo vessel Gull Arrow and the subsequent collision with the Dixie Ven-


geance tow was the failure of the fi rst pilot, who had navigational control of the Eagle Otome, to correct the sheering motions that began as a result of the late initiation of a turn at a mild bend in the waterway. Contributing to the accident was the fi rst pilot’s fatigue, caused by his untreated obstructive sleep apnea and his work schedule, which did not permit adequate sleep; his distraction from conducting a radio call, which the second pilot should have conducted in accordance with guidelines; and the lack of effective bridge resource management by both pilots. Also contributing was the lack of oversight by the Jefferson and Orange County Board of Pilot Commissioners. To learn more about this accident or any other NTSB investigation please refer to www.ntsb.gov. Passenger Vessel Grounding – LCDR


Barbara Wilk, Program Manager, U.S. Coast Guard, summarized a small passenger vessel grounding as follows: On July 15 a 173’ casino vessel (98 gross tons) departed at about 7:20 PM for an excursion with 94 passengers and 31 crew aboard. During the trip the vessel sailed into extreme shoal waters and grounded at about 9:30 PM in well-marked (buoyed) and well charted shoal water area. The Coast Guard’s fi ndings cited the


master’s lack of navigational planning as contributing factors to the incident includ- ing: No use of paper charts; Lack of use of electronic charting program; No route planning; and The master’s general lack of area familiarity.


The case was interesting and pertinent


The grounding of a 173-foot casino vessel.


to the Port Safety Forum in that it raised relevant points about passenger safety and evacuation during a grounding or other vessel disability. In the case study, many passen- gers were elderly making transfer to other vessels with lower freeboard a signifi cant challenge. Further, the logistics of moving even the smallest response vessels along-side for passenger transfer was diffi cult due to the limited water depth. The company did not have emergency procedures for mass evacuation or policy/procedures to help passengers who may need special assistance, which complicated the response. The evacu- ation was not completed until about 1100 the next morning. In the end, the Coast Guard safely transferred all of the passengers from the vessel to shore leaving only a skeleton


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crew aboard to refl oat the vessel on the next rising tide. Visit www.homeport.uscg.mil/ marinecasualtyreports/ to learn more about other signifi cant Coast Guard investigations. 7. Simulators: Following the formal agenda, Maine Maritime Academy gracious- ly availed their tanker and bridge simulators to the Port Safety Forum to demonstrate their capability and value to education and navigation safety. The Port Safety Forum offers special thanks to Captain John Worth of MMA in coordinating those sophisticated training tools for the Forum. 8. Next Meeting(s): June 23, 2015,


10:00 AM, Portland Yacht Club, 40 Old Powerhouse Rd., Falmouth, ME 04105


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