OREGON BOARD OF MARITIME PILOTS MINUTES #497

Transcription

1 OREGON BOARD OF MARITIME PILOTS MINUTES #497 The Oregon Board of Maritime Pilots met in regular session on October 14, 2014 at 2:00 p.m., in Conference Room 1-A at the Portland State Office Building. The Board representatives present included Chair Tom Markgraf, Kip Callahan, Kim Duncan, Capt. Robert Johnson, Capt. Anne McIntyre, Andy Papachristopoulos, Dan Pippenger, Capt. Steve Woods, Assistant Attorney General David Hatton, Executive Director Eric Burnette and Susan Johnson, Administrator. Vice Chair Mindy Ferris was unable to attend. MINUTES #495 & #496: Mr. Callahan made a MOTION to approve the Minutes as previously mailed. Mr. Papachristopoulos provided a second to the motion, which CARRIED. NEW BUSINESS: Proposed USCG/OBMP Memo of Understanding on Investigations Mr. Burnette explained the background, noting that the Board and the U.S. Coast Guard have had similar agreements in the past, but not currently. At the request of the USCG several months ago, a new memorandum of understanding (MOU) for incident investigations was negotiated and reviewed for legal sufficiency by counsel for both jurisdictions. The MOU spells out each party s responsibilities. The purpose of the document is to facilitate interagency cooperation, coordination and information sharing for marine safety investigations. Mr. Markgraf added that he and the Executive Director have been meeting with USCG leadership on a regular basis. After some discussion, it was agreed to move forward with the MOU. Mr. Callahan made a MOTION that the Board approve the MOU. With a second by Ms. Duncan, the motion CARRIED. The MOU will be signed and forwarded to the USCG for signature. NTSB Training Report Capt. Johnson recently attended a week-long maritime investigation training seminar conducted by the National Transportation Safety Board in Washington, D.C. He provided a PowerPoint presentation with an overview of the elements of the training. This training will not be offered in COLRIP License Upgrades/Renewals Timing Issues and Proposed Solution Elaine Truitt of the Columbia River Pilots presented an overview of an issue that has developed with respect to the issuance of an unlimited license and the timing of the annual license renewal. The Board did not take any action at this time; but it was agreed to work with legal staff to draft an administrative rule to resolve the issue. Issue Statement on Quarterly Data Reports At its June 20, 2014 Planning Session, the Board agreed to review tracking items for quarterly data reports on the pilotage grounds. Kim Duncan took the lead on this issue, and met with staff to review current reporting items required by our internal performance measures. The goal was to maintain the quarterly data reports but modify the tracking items to be meaningful and consistently reported from all pilotage grounds. Core information was identified for each vessel transit, individual and amalgamated pilot assignments, and from each pilot group. The data identified also incorporates fatigue metrics to follow up on fatigue mitigation programs that have been instituted on the pilotage grounds.

2 Oregon Board of Maritime Pilots Page 2 In addition, a spreadsheet template has been developed for pilot groups to input the requested data. The data requested is specific raw data, rather than the previously reported average data. After some discussion, it was agreed to convene meetings with the pilot groups to fine tune the reporting elements. OLD BUSINESS: Issue Statement on Temporary Rules At its May 23, 2014 meeting, the Board adopted temporary rules to go into effect quickly to allow a trainee to qualify to sit for examination. The amended rules addressed changes in traffic patterns that resulted in a need to redistribute requirements across various stages of the training program in order to make sure trainees are able to meet the requirements. Temporary rules can only remain in effect for 180 days, and must be either adopted as permanent rules or allowed to expire, in this case on November 19, The need for the amended rules has not changed, with four trainees currently working to sit for examination two of whom have been scheduled to test in November and December. Ms. Duncan made a MOTION to begin a rulemaking to adopt the temporary rules as permanent. With a second by Mr. Papachristopoulos, the motion CARRIED. INCIDENT REPORTS: Blue Cat - On July 13, 2014 the Blue Cat, L.O.A. 623 feet and 32,957 gross tons, arrived in Astoria on an outbound transit. The river pilot reported no problems with the vessel during the trip when transferring pilotage to the bar pilot, Capt. Phil Matteo, for the transit over the bar. While transiting the lower Desdemona channel, the main engine failed. The vessel grounded before evasive maneuvers had any effect. Capt. Johnson submitted an investigation summary, which is incorporated as a part of these minutes. However, the Coast Guard released the vessel before he could conduct a proper investigation. His analysis concluded that the incident was solely the result of the loss of propulsion. There was no damage to the vessel or the environment. Capt. McIntyre made a MOTION that the incident be filed with no pilot error. Capt. Woods provided a second to the motion, which CARRIED. D Natalin IV On September 7, 2014, Capt. Gregory Clark piloted the D Natalin IV, a 164-foot, 499 gross tons motor yacht, without the services of a Columbia River Bar pilot or Columbia River pilot. The Board issued a notice of proposed civil penalty. The yacht s master believed that the vessel was exempt from pilotage requirements based on a vessel exemption obtained from Washington State. He subsequently agreed to an informal resolution, whereby the Board would withdraw the notice upon payment of all avoided pilotage fees. Capt. Clark has paid the pilotage fees, and has signed a settlement agreement that the Board must formally approve. Mr. Callahan made a MOTION to approve the settlement agreement. Capt. McIntyre provided a second to the motion, which CARRIED. Global Endeavor - On September 27, 2014 the Global Endeavor, L.O.A feet and 19,822 gross tons, was piloted into Astoria by Capt. Michael Tierney. The vessel was being assisted by two tugs to come alongside the dock at the Pier 1 slip. After the vessel had turned into the slip and was coming alongside the dock, contact was made near the #5 hatch, resulting in a scraped indentation on the vessel. Capt. Johnson conducted an investigation and provided an investigation summary which is incorporated as a part of these minutes. He found that the fendering piles on the dock were in poor condition, and the ship came into contact with the cement of the apron of the dock, resulting in a harder hit and no give.

3 Oregon Board of Maritime Pilots Page 3 The damage to the vessel was very minor. Capt. Woods made a MOTION to file the incident. Mr. Pippenger provided a second to the motion, which CARRIED. ADMINISTRATOR S REPORT: In licensing, two new Columbia River Bar pilots were recently licensed. Capt. Joseph Sohlberg passed examination on August 7, and Capt. William Black passed examination on August 14. Two new candidates, Capt. Mark Hails and Capt. Steven Ackerman, began training in September. A quarterly tariff adjustment for the Columbia River Bar went into effect on July 15. An annual tariff adjustment for all pilotage grounds went into effect September 1. Another quarterly adjustment for the Bar will go into effect tomorrow, October 15. The amended rule under Grounds for Disciplinary Action implementing the Board s drug and alcohol policy went into effect August 25. We have been moving forward with the upcoming bar pilot applicant evaluations. Ads were posted in industry publications and a number of requests have been received for information and applications. To date, there are eight new applicants. The closing date for accepting new applications for this next round of evaluations is December 1. Evaluation dates at PMI in Seattle have been confirmed for January and March 16-20, Board members received a financial summary for August revenue and expenses, including a recap of the Board Operations Fee through September, and the budget report through June 30. EXECUTIVE DIRECTOR S REPORT: Medical Oversight Located national and regional subject matter experts to work with the committee; facilitated a working session with the committee on October 10. Upcoming work will be to draft, review and revise a comprehensive program proposal document for the medical oversight structure. Investigations Contract An RFP has been drafted, posted and will close December 1. Upcoming work will include convening a review and ranking panel. The contract award is scheduled for December 29, but an award is not mandatory. Other activities included citation of the non-piloted vessel in September; data capture and records analysis for uniform reporting across all pilotage organizations; and finalizing the Memo of Understanding on Investigations with the USCG. Upcoming work will focus on the OAR review and restructuring.

4 Oregon Board of Maritime Pilots Page 4 COMMITTEE REPORTS: Harbor Safety: Capt. McIntyre, who is Vice Chair of the committee, reported on the WA State Oil Transport Study by WA DOE, which has published preliminary findings and recommendations on their website. Among the recommendations is a further study (risk assessment) of the Columbia River. The committee is also moving forward with adopting a donation-based funding model to support basic administration and a few special activities. The next meeting is scheduled for November 12. Medical Oversight Mr. Burnette gave an overview of the committee s working session on October 10. In attendance were subject matter experts Dr. Robert Bourgeois and Dede Montgomery, who helped guide the committee to a high-level consensus for a viable and effect structure for a medical oversight program. Consensus items included developing a structure built around an occupational medical physician acting as a medical oversight officer; medical standards; medications; and a strategy that takes advantage of Total Worker Health practices in effect in many workplaces. ELECTION OF OFFICERS: In accordance with state law (ORS ), the Board annually elects its Chair and Vice Chair. Mr. Papachristopoulos made a Motion to elect Ms. Ferris as Chair and Ms. Duncan as Vice Chair. Capt. Johnson provided a second to the motion, which CARRIED. PUBLIC COMMENT: Capt. Rick Williams, former U.S. Navy and a founding board member of the Oregon Wave Energy Trust, advised he is under contract with the Oregon Military Department for the Camp Rilea renewable energy program. Capt. Williams suggested that he work with the Executive Director to review conflicts in the statutes defining the pilotage grounds, because they overlap with an existing livefire zone at Camp Rilea; a new marine danger zone shortly to be enacted; and the renewable energy suitability study area. He offered to give the Board a briefing on the wave energy program at a future meeting. There being no further business, the meeting adjourned at 3:40 p.m. The next regular session Board meeting is scheduled for December 4, License Renewals - As submitted on the agenda, the following licenses are scheduled for renewal in October & November: On the Columbia and Willamette River pilotage grounds S.J. Dobbins #130, D.E. Olsen #158, C.L. Austin #108, and M.L. Balensifer #117. On the Columbia River Bar pilotage ground T.P. Riggs #116, L.E. Duerr #149, W.R. Stolz #118, C.J. Farrell #159, and D.S. Jordan #139. Respectfully submitted, Susan Johnson Susan Johnson, Administrator

5 Oregon Board of Maritime Pilots Page 5 M/V BLUE CAT REPORT OF October 14, 2014 SUBMITTED BY: Capt. R. W. Johnson SUBJECT: Grounding on Clatsop Spit PILOT: Capt. Phil Matteo VESSEL PARTICULARS: LOA: 623 BREADTH: 106 DRAFT: FWD: AFT: GRT: 32,957 REGISTRATION: Liberia CLASSIFICATION: Bureau Veritas CREW: Greek Master, Officers and crew Philippines ENVIRONMENTAL CONDITIONS: Night: Fair visibility in mist/haze NW wind 10 Kts Temperature 64 Significant wave: No waves, still in river DISCUSSION OF EVENTS: On the evening of July 13 th at the M/V BLUE CAT arrived in Astoria coming downstream from Vancouver piloted by Capt. K. Haglund. He was relieved by Capt. Phil Matteo with a routine handover noting no problems with the ship coming down the river. Two ships arrived in Astoria and were boarded one after the other in a double header at Capt. Matteo was following a deep loaded Panamax bulker the SHI DAI 8, which was drawing 43 even keel. The transit continued normally across Young s Bay and down the Desdemona Channel. The tide was rising and would have been approaching 7 by the time the ship reached buoy #21. Capt. Matteo was staying on the Washington side of the channel as he was meeting the inbound loaded ATB COMMITTMENT at about buoy #21. This track had him in depths of 53 to 57 (46 and 50 of water plus 7 of tide). He was making approximately 10 knots when the main engine failed. At approximately 0018 the main engine stopped. While the Captain was on the phone with the engine room trying to determine the situation down below, the ship started a turn to port, so the helm was put hard starboard to break the turn. An anchor was dropped and the main engine came back online and full astern was ordered but the ship grounded at approximately 0022 before either action had any impact. The ship grounded on a heading of about 277 in a position half way between buoys #14 and #20. The pilot boat ASTORIA was nearby and took soundings around the ship. It was found that the bow was in about 38 of water while the stern was in 55. Capt. Matteo had the Master take soundings of all fuel and ballast tanks, to see if there was any sign of water ingress. Further, he called the operations pilot and initiated internal Bar Pilot response to handle a grounding. The Coast Guard was notified of the situation and kept informed throughout the incident. The Captain initiated his internal Company procedures for a grounding.

6 Oregon Board of Maritime Pilots Page 6 Part of the Bar Pilot response is to mobilize the next available pilot to come to the office and become the incident commander ashore. Capt. Brady was called for this task and the next pilot, Capt. Johnson, was called to go onboard the vessel and relieve Capt. Matteo. There were two Shaver tugs at the Astoria Port Docks as the M/V SELINDA was scheduled to sail at Capt. Matteo contacted them on VHF radio and requested that they proceed to the vessel as quickly as possible. When arriving at the office Capt. Johnson gathered information with the help of Capt. Stolz who had just returned from the SHI DAI 8. They both headed for the airport to fly to the BLUE CAT. At 0205 Captain s Johnson and Stolz were lowered onto the vessel by helicopter and after going over the situation with Capt. Matteo he was relieved. Capt. Matteo went ashore and was tested for drugs and alcohol. At 0240 the tugs WILLAMETTE and VANCOUVER arrived at the ship. Time was critical as high water in Hammond was at 0219 and this was the best opportunity to try and refloat the vessel. The Captain confirmed the engine was operating and available and all ship s equipment was functional. The pilots had developed a plan to put the WILLAMETTE on a line off the center chock on the stern and have the VANCOUVER run free to push on the bow. As soon as the boats were in position the WILLAMETTE was instructed to pull the stern to the north at half speed in order to twist the vessel a bit and break any suction on the bottom and line her up to pull more directly out into the channel. When the ship had come around to a heading of about 260 the WILLAMETTE was instructed to move around and pull full, straight aft. The VANCOUVER was told to push full straight back and the engine was put full astern. At 0247 the ship came off cleanly as soon as all forces were being applied. Once she was clear and in deep water she was turned to a northwesterly heading and proceeded at a slow speed downstream. The ship had originally been instructed by the Coast Guard to proceed to the Astoria anchorage for further inspection and investigation. Captain s Johnson and Stolz both felt this would expose the ship to much greater risks than proceeding to sea as the next tide was a fall of This would result in a very strong ebb current in anchorage. There was no option to proceed back up river as the ship was too deep for the transit. At about 0320 permission was given to proceed to sea. She transited on out without incident. At about 0415 the pilots were released from the ship by the Coast Guard and she was given permission to continue her voyage to Korea. INCIDENT ANALYSIS: This incident was solely the result of loss of propulsion. The ship was well positioned on the starboard side of the channel in water of sufficient depth along the Desdemona Channel. Although the engine was off line for a relatively short period of about 3 minutes, the ship took a sheer, even though the rudder was hard over to break the turn. Due to the close proximity of shoal water she was aground about 4 minutes from the engine failure. When she took the sheer grounding was inevitable. Once aground the rapid response of the Bar Pilots and Shaver Transportation personnel allowed the vessel to be refloated and keep the incident from escalating. The decision to take the ship to sea was the only one to be made from the perspective of minimizing the risks to the vessel. RECOMMENDATIONS: There was no error on the part of the pilot. The ship made the transit in the normal manner and would have continued fine had the engine not failed. His handling of the ship after losing the main engine was all that could be done in the circumstances Respectfully Submitted: Capt. Robert W. Johnson

7 Oregon Board of Maritime Pilots Page 7 M/V GLOBAL ENDEAVOR REPORT OF: October 14, 2014 SUBMITTED BY: Capt. R. W. Johnson SUBJECT: Hard landing alongside dock Port of Astoria Pier 1 slip PILOT: Capt. Mike Tierney VESSEL PARTICULARS: LOA: BREADTH: 96.4 DRAFT: FWD: AFT: GRT: 19,822 REGISTRATION: Panama CLASSIFICATION: NK CREW: Philippine officers and crew INCIDENT DETAILS: The GLOBAL ENDEAVOR was boarded by Capt. Mike Tierney near the CR buoy from the pilot boat ASTORIA at 0245 inbound to load logs at the Port of Astoria. The ship is a 2007 built, modern logger, with all equipment functioning properly and well manned with a Filipino crew. The inbound transit went normally so as to arrive off the port docks at about the time of high water slack current. The ship approached the dock about 0430 using two tugs, the SUMMER S made up forward and DESCHUTES made up aft. After the ship had turned into the slip and was coming alongside the dock she took a run towards the dock making contact aft in the way of #5 hatch. As a result of the dilapidated condition of the dock, rather than contacting a fender pile she hit the cement of the dock resulting in a scraped indentation. ENVIRONMENTAL CONDITIONS: Early Morning Good visibility Northeast wind 5Kts Temperature 58 DISCUSSION: On the approach to the dock Capt. Tierney got a little upstream out of position, but recovered well by the time he nosed into the slip. As the stern came inside the slip she fell down toward the dock. At that moment the tugs could not reposition themselves fast enough to prevent the ship from coming in contact with the dock. Had the fendering piles been in better condition they would have absorbed the energy as designed. Since the piles could not function as intended the ship came in contact with the cement of the apron of dock, resulting in a harder hit and no give. The damage to the ship is quite minor, a slight indentation over an area of 15 by 30. The owner requested a NK Class surveyor attend the ship and he made note of the damage with the recommendation that it be further examined at the next dry-docking, scheduled for January 2016.

8 Oregon Board of Maritime Pilots Page 8 RECOMMENDATION: My recommendation is that this damage, although reportable by Board rules, constitutes normal wear and tear to the vessel. The pilot landed harder than desired but not in such a way as to require any action from the Board. The incident should be filed. Respectfully Submitted: Capt. Robert W. Johnson