Page:NTSB-MAR-81-8 MV Testbank and MV Seadaniel accident report.pdf/5

 INVESTIGATION

 The Accident 

The SEADANIEL—On July 22, 1980, the Panamanian registered bulk carrier M/V SEADANIEL was upbound towards New Orleans, Louisiana, in the Mississippi River Gulf Outlet Canal (MRGO) maneuvering on various courses and speeds following the confines of the channel. The SEADANIEL had last departed the port of Tsam Kong, China, and was partially loaded with a cargo of about 22,000 metric tons of baryite lumps, drawing about 32 feet of water. The SEADANIEL had proceeded directly to the U.S. from China, through the Panama Canal, and had experienced no difficulty during the voyage.

About 1930, in the vicinity of light 78, an Associated Branch pilot, who had piloted the SEADANIEL since about 1355 when it entered U.S. pilot waters, was relieved by a Crescent River Port Pilot's Association pilot. The two pilots discussed various aspects of the vessel's handling characteristics, including its steering and its speeds. The Associated Branch pilot apparently had no problem in communicating with the foreign crew, and, therefore, he did not discuss the language differences. About 1932, after the Associated Branch pilot had departed the SEADANIEL and had boarded the pilot boat, the relieving pilot of the SEADANIEL ordered full ahead maneuvering speed, about 10 mph, at about 80 rpm.

The pilot of the SEADANIEL saw the outbound vessel, "ORKNEY", near light 80 and communicated with the vessel's pilot on VHF radio channel 67 and agreed to a "one-whistle" meeting. After sounding the required one-whistle signal, the vessels safely passed port to port.

Since the MRGO was clear of vessels forward of the SEADANIEL, the pilot ordered the speed increased to full ahead sea speed. The master of the SEADANIEL carried out the order by telephone to the engineroom at 1936. Sea speed for the SEADANIEL is about 100 to 110 rpm and about 12 to 13 mph. The course of the SEADANIEL was about 309º to 310ºt. The pilot discussed the vessel's observed speed of about 11 to 12 mph with the master and concluded the speed loss was due to "the tide&hellip; falling." The pilot estimated the current to be about 1 1/2 mph downbound.

The SEADANIEL changed watchstanders about 2000, and the bridge watch then consisted of the master, a helmsman on the wheel, the third mate, and a lookout. The third mate was operating the engine order telegraph and the lookout was stationed on the starboard bridge wing. The helmsman was instructed to repeat the pilot's rudder orders, and the master verified that he generally heard the helmsman repeat back the orders.

The SEADANIEL was navigated to lights 95/96 where the course was altered to 288º. The pilot observed the vessel as "steady" on 288º, but varying between 288º and 289º. About 2030, shortly after steadying on course 288º an while navigating about in midchannel, the pilot saw the navigational lights of an outbound ship, the German containership M/V TESTBANK. Because his office had advised him of the vessel's sailing, the pilot of the SEADANIEL had expected to meet the containership on the transit. Since it was twilight, the navigation lights of both the SEADANIEL and the TESTBANK were