Upper Galveston Bay, Texas
October 29, 2011
NTSB Number: MAR-12-02
NTIS Number: PB2012-916402
Adopted: September 25, 2012
The Elka Apollon, a Greek-flag tankship, was outbound on the Houston Ship Channel for Freeport, Texas, on the morning of October 29, 2011. The MSC Nederland, a Panamanian flag containership, was inbound on the same waterway to offload cargo at the Bayport Container Terminal at the western end of the Bayport Ship Channel. The pilots on the two deep draft, oceangoing vessels agreed by radio that their ships would meet and pass one another just south of the intersection of these two shipping channels.
The pilot on the inbound MSC Nederland planned to let the Elka Apollon pass before turning to port into the Bayport channel. The pilot conning the Elka Apollon ordered a series of rudder commands as the vessel transited the intersection of the two channels and approached the MSC Nederland. A towboat, the Mr. Earl, under way in the vicinity and pushing an empty barge, was exiting the Bayport channel as the Elka Apollon was passing. As the distance between the Elka Apollon and the MSC Nederland closed, the Elka Apollon crossed the centerline of the Houston Ship Channel and subsequently struck the port side of the MSC Nederland.
No injuries resulted from the collision. The impact caused structural damage to both vessels, and three damaged containers from the MSC Nederland fell onto the deck of the Elka Apollon. The collision also tore off the MSC Nederland's rescue boat and set it adrift in the waterway. Damage was estimated at $1.5 million for the Elka Apollon and $1.3 million for the MSC Nederland.
The National Transportation Safety Board (NTSB) determines that the probable cause of the collision between the Elka Apollon and the MSC Nederland was the failure of the pilot conning the Elka Apollon to appropriately respond to changes in bank effect forces as the vessel transited the Bayport flare, causing the vessel to sheer across the channel and collide with the MSC Nederland. Contributing to the accident was the combination of the narrow waterway, bank effects at the Bayport flare, and traffic density at the time, which increased the challenges in a waterway with a limited margin for error.
Safety issues identified in this accident include the following:
As a result of this investigation, the NTSB issues two new recommendations to the Coast Guard regarding precautionary areas.
As a result of this investigation, the National Transportation Safety Board makes the following recommendations:
To the U.S. Coast Guard:
Develop and implement a policy to ensure adequate separation between vessels operating in the Bayport Channel and Bolivar Roads Precautionary Areas and any other similarly configured precautionary areas in the Houston Ship Channel. (M-12-6)
Graphically delineate precautionary areas on appropriate Houston Ship Channel nautical charts so they are readily identifiable to mariners. (M-12-7)
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