(WASHINGTON) — On May 17, at 4:24 p.m., ARM Cuauhtemoc BE 01, a Mexican Navy tall ship with 277 crewmembers and cadets aboard, struck the Brooklyn Bridge after departing from Pier 17 in Manhattan on the East River in New York City, damaging all three of the ship’s masts. Two fatalities and 19 injuries, ranging from minor to serious, occurred aboard the vessel; all injured personnel were evacuated and transported to local hospitals. The estimated damage is expected to exceed $500,000.
The following morning, the U.S. Coast Guard declared the accident a major marine casualty. The National Transportation Safety Board (NTSB) was named as the lead federal agency for the safety investigation and launched a full team to New York City, arriving on scene early that afternoon. The Coast Guard, McAllister Towing, New Jersey Sandy Hook Pilots Association, and the Harbor Pilots of New York/New Jersey were named as parties to the NTSB investigation. The NTSB coordinated with Mexican authorities to interview crewmembers and examine the vessel.
Background
The Mexican Navy owned and operated ARM Cuauhtemoc BE 01 and used it as a training ship for naval cadets. The three-masted steel vessel was built in 1982 and was powered by a 1,300-hp (967-kW) diesel engine connected to a right-handed (clockwise) controllable pitch propeller. The vessel’s air draft was reported at 158 feet (48.2 meters).
The vessel had departed Cozumel, Mexico, on May 3 and arrived in Manhattan on May 13, where it docked port-side to Pier 17. The vessel was conducting a 254-day training cruise with 22 port calls scheduled in 15 countries. After a four-day port call in New York City, the crew of Cuauhtemoc planned to transit from Pier 17 to an anchorage in Brooklyn for fuel and then transit to Reykjavik, Iceland.
The Brooklyn Bridge, a suspension bridge built in 1883, spans the East River and provides vehicle and pedestrian traffic a route between Manhattan’s east side and Brooklyn. According to the United States Coast Pilot, the bridge’s vertical clearance at mean high water is 127 feet (38.7 meters).
Accident events
On the planned departure day, May 17, a sea pilot boarded the vessel about 3:02 p.m., and a local docking (harbor) pilot arrived about 3:45 p.m. Both pilots conducted a master/pilot exchange with the ship’s captain. The pilots stated that the ship’s captain reported the propulsion and steering systems were in good order, and there were no deficiencies. The docking pilot stated that the time of the vessel’s departure was scheduled to coincide with slack tide, which was to occur about 6:11 p.m. Weather conditions were reported as westerly winds 10 to 15 knots, water temperature about 60 degrees Fahrenheit, and air temperature about 77 degrees. Visibility was clear.
The National Oceanic and Atmospheric Administration Brooklyn Bridge (site NYH1920) station predicted slack water, with a depth of 8 feet, at 6:12 p.m., and 0.13 knots of flood current at 6:18 p.m.
At departure, the ship’s captain and both pilots were on the open conning deck directly above the vessel’s enclosed navigation bridge. The docking pilot used the sea pilot’s portable pilot unit throughout the transit. For the East River transit, several Cuauhtemoc personnel were positioned in formation on each of the horizontal yards (spars crossing the masts from which the sails are set) on the foremast and main mast, as well as the horizontal boom below the mizzen (aft) mast, and the bowsprit. All the sails were furled in their stowed position.
The vessel’s six mooring lines were let go about 6:16 p.m. About 6:19, the 2,800-hp twin screw tugboat Charles D. McAllister assisted Cuauhtemoc off the pier. The docking pilot gave astern commands to the captain on the conning deck, which were acknowledged by the captain, translated to Spanish, and relayed to another crewmember on the deck below, outside of the navigation bridge. This crewmember then relayed the orders to crewmembers within the navigation bridge, where commands were inputted.
Between 6:20 and 6:22, Cuauhtemoc moved astern and away from Pier 17 at 2.5 knots. Once clear of the slip, the docking pilot gave a stop command, gave a dead-slow-ahead order, and directed the Charles D. McAllister tug to reposition on the starboard bow of Cuauhtemoc. As the crew of the tug took their line in, the docking pilot ordered additional commands in the ahead direction.
Charles D. McAllister began pushing on the starboard bow of Cuauhtemoc. The stern of Cuauhtemoc began to swing toward the Brooklyn Bridge. At the order of the docking pilot, Charles D. McAllister stopped pushing against the ship, backed away, and maneuvered toward the stern of Cuauhtemoc along its starboard side. Between 6:23 and 6:24, the vessel’s astern speed increased from 3.3 knots to 5.1 knots, and the harbor pilot called for nearby tugboat assistance.
Starting at 6:24:42, the upper sections of all three masts of Cuauhtemoc contacted the underside of the Brooklyn Bridge, one by one. The mizzen mast contacted the bridge first, followed by the main mast, and then the foremast. The mizzen mast and main mast also struck the bridge’s No. 3 traveler (a moveable maintenance platform hung from traveler rails beneath the bridge deck that was used for workers to access areas of the bridge), which was positioned at its docking location near the Brooklyn Tower. The vessel was traveling about 5.9 knots astern when it contacted the bridge.
Cuauhtemoc continued in the astern direction under the Brooklyn Bridge, and its stern contacted a seawall on the Brooklyn side of the East River. Cuauhtemoc continued along, with its port side against the sea wall, and the vessel’s speed decreased. About 6:27, Cuauhtemoc came to rest against the seawall on the east side of the Brooklyn Bridge.
Automatic identification system data shows that, about 6:28, the vessel moved away from the seawall into the river between the Brooklyn Bridge and the Manhattan Bridge. The crew then deployed both anchors.
Charles D. McAllister remained on scene. About 6:30, New York City Police Department and New York City Fire Department boats arrived and transported injured crewmembers to local hospitals. Later that evening, the vessel was towed across the East River to Pier 36 in Manhattan.
Post-accident events and activities
Post-casualty examination of the vessel’s exterior above the waterline the following afternoon identified scraped paint along the port quarter. The rudder post was deformed, and the rudder was positioned perpendicular to the vessel toward the port side.
Inspectors from the New York City Department of Transportation (NYCDOT) assessed the damage to the Brooklyn Bridge. A preliminary assessment stated there was no significant structural damage to the bridge. The NYCDOT assessment identified impact points to the traveler rail and minor scrapes to the paint on a main bridge span. From the top of the deck, no distortion of the traveler rails was noted.
Inspectors observed a loss of paint and potential damage to the galvanized coating on the wires to a suspender cable near the impact location but no fraying or broken wires. The assessment also noted damage to the docking platform of the No. 3 traveler, traveler rails, and components adjacent to the drive machinery. The NYCDOT assessment also noted that the traveler was still hanging securely from the traveler rails.
NTSB investigators have interviewed crewmembers on watch aboard Cuauhtemoc at the time of the accident, the two pilots, and the crew (captain and two deck hands) of Charles D. McAllister. Both pilots and the captain from the tugboat were tested for alcohol and other drugs; all results were negative.
Cuauhtemoc was towed to a local shipyard for repairs, examination and documentation; NTSB investigators have been on board the vessel for a preliminary examination. The NTSB investigation of all aspects of the accident is ongoing; the agency is examining the propulsion system, operating control system, relevant crew experience and training, and operating policies and procedures.
– National Transportation Safety Board
