According to an NTSB investigation report, On January 31, 2016, at 1953 local time, the bulk carrier Aris T collided with a moored tank barge, moored towing vessel, and two shoreside structures on the Mississippi River in Norco, Louisiana. Also damaged during the collision were one additional shoreside structure, another towing vessel, and two other tank barges, bringing the total damage cost to more than $60 million. No pollution resulted from the accident; however, two dock workers reported minor injuries.
Here we are chronicling that investigation report.
The Incident
At the time of the accident, the river was experiencing high water. The Aris T was heading upriver to a grain facility at speeds ranging from 8.7 to 9.7 knots.
Downbound on the river were two towing vessels, the Elizabeth M. Robinson and the Loretta G. Cenac, each pushing three loaded tank barges at a speed of about 8.4 knots. The captain on the Loretta G. Cenac decided to try to overtake the Elizabeth M. Robinson on its port side and the two operators coordinated their intentions with the pilot on the upbound Aris T. However, during the overtaking event, the captain on the Loretta G. Cenac radioed the pilot on the Aris T, stating that he had decided to abort the overtaking and drop back behind the Elizabeth M. Robinson again.
After initially radioing to say that there was “plenty of room,” the pilot on the Aris T asked the captain of the Loretta G. Cenac if he was “backing on it,” meaning applying astern propulsion to facilitate that tow’s drop- ping back behind the Elizabeth M. Robinson again.
The captain replied no and that he was “just trying to hold” the other tow, which was about 20 feet to his right. At no point during the oncoming approach did the pilot on the Aris T reduce his vessel’s forward speed.
About a minute before the accident, the pilot on the Aris T issued rudder orders to try to increase the distance between the bulk carrier and the Loretta G. Cenac tow. At 1953, at a speed of about 8 knots, the aft starboard quarter of the Aris T struck an empty tank barge, WTC 3019, on the river bank.
The tank barge was moored next to another empty tank barge, both of which were connected to a towing vessel moored at a dock. Both tank barges, the towing vessel, and the dock sustained damage.
The pilot ordered the engine stopped and the port anchor released. The speed had dropped to just under 7 knots when the Aris T struck two berths at a Shell Motiva facility.
The bulk carrier, still moving upriver but at a decreased speed of about 3.3 knots, then struck the underway towing vessel Pedernales, which was pushed into a moored tank barge at the Shell Motiva facility. The tank barge was then pressed into the facility structure. The Pedernales, the tank barge, and the facility structure all sustained damage.
Established inland navigation rules state that downbound power-driven vessels with a flowing current, such as the two tows, have the right of way over power-driven vessel that are upbound in the river, such as the Aris T.
The Aris T pilot had the opportunity as early as 1940 to identify the traffic situation developing upriver and assess the need for action.
However, investigators found no evidence that the pilot and Aris T bridge team discussed the situation or that the pilot attempted to contact either towing vessel at that time. A speed reduction aboard the ArisT, if applied early enough, would have allowed the pilot to further assess the situation and to take action necessary for safe passage.
The captain on the Loretta G. Cenac acknowledged that leading up to the accident he was on the phone, including during the time during his first VHF radio conversation with the pilot on the Aris T to discuss meeting arrangements. Therefore, he was likely distracted and inattentive to monitoring the vessel’s radar and electronic chart, which would likely raised his awareness of the dangerous traffic situation that was developing.
Probable Cause
The company policy prohibiting the use of cell phones on watch, which was to be enforced by the captain himself, was clearly not successfully implemented.
The NTSB determined that the probable cause of the collision of bulk carrier Aris T with tank barge WTC 3019, towing vessel Pedernales, and shoreside structures were the failure of the pilot on the Aris T to take early and effective action to mitigate the risk presented by the developing upriver traffic situation, and the distraction of the captain on the Loretta G. Cenac from safety-critical navigational functions as a result of his cell phone use.
Lessons Learned
Cell Phone Use
- Using cellular telephones and other wireless electronic devices have been demonstrated to be visually, manually, and cognitively distracting.
- Talking on cell phones can have serious consequences in safety-critical situations, and sending or reading text messages is potentially even more distracting than talking because texting requires visual attention to the display screen of the device.
- Cell phone use has been a factor in accidents in all transportation modes. In the marine industry, the NTSB has previously recommended that the Coast Guard.
- Regulate and enforce the restriction on nonoperational use of cell phones and other wireless electronic devices by on-duty crewmembers in safety-critical positions so that such use does not adversely affect vessel operational safety.
Safety Recommendation
- The Coast Guard did not implement the recommendation and Until [the Coast Guard] can develop regulations governing nonoperational use of cell phones and other wireless electronic devices by on-duty crewmembers in safety-critical positions, continue [its] outreach program of information and education to the maritime industry on this issue.
- The Coast Guard agreed to promulgate information about cell phone distraction. The status of regulations notwithstanding, it is important for shipping companies and pilot associations to establish pro-tocols regarding cell phone use and to make sure that their personnel is following them.
* For research information, see the US Department of Transportation’s website on distracted driving at www.distraction.gov (visited October 25, 2016).
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Source: NTSB
