determined that the probable cause of the M/V Kition’s collision with the
Interstate Highway 10 bridge in Baton Rouge, Louisiana, was the pilot’s
attempt to execute the high-risk maneuver of turning at the dock immediately
above the bridge rather than moving the vessel downriver through the bridge
before turning, or taking it well upriver, then turning.
“This accident involving a large ship carrying a load of carbon black (a
petroleum product) striking a highway bridge could have been
catastrophic,” said NTSB Acting Chairman Mark V. Rosenker. “It is
imperative that we make sure that an accident like this does not happen
On February 10, 2007, the Kition, a Bahamas-registered tankship, was
scheduled to depart Port Allen, Louisiana, on the Mississippi River. A
state-licensed pilot, as required by Louisiana law, and three tug boats were
on-hand to move the nearly 800-foot-long vessel away from its berth at the
Apex Oil terminal and turn the vessel around to head downriver. The state
pilot directed the movements of the Kition and issued all orders to the
tugs. During the maneuver to turn the vessel down river from the dock, its
starboard bow struck the bridge pier, knocking out a section of concrete and
severely damaging the bridge fenders. There were no injuries or pollution
and the accident did not affect the safety of the bridge. However, the
vessel did sustain damage to its hull.
“Proper training would have prevented this accident.” Rosenker said.
As a result of this accident, the Safety Board made the following
To the Board of New Orleans-Baton Rouge Steamship Pilot
Examiners for the Mississippi River:
1. Verify that the pilots assigned to challenging locations such as the Apex
dock have received adequate training in docking and undocking large vessels
at such locations.
To the United States Coast Guard:
2. Retrain your investigating officers in the policy set forth in ALDIST
174/97 regarding postaccident drug testing by Coast Guard personnel.
3. Verify whether the regulations for alcohol testing after serious marine
incidents are being followed, and if not, identify corrective measures.
The Board’s report can be found on its website at the following link: