WLOX TELEVISION broadcast this photo of the case (Screen grab)
The National Transportation Safety Board has actually released a Marine Accident Brief on the March 29, 2019 case in which the hefty lift vessel MV Hawk knocked right into an electric examination barge at Ingalls Shipbuilding, pressing the barge right into the newbuild destroyer USS Delbert Black (DDG 119).
The MV Hawk, which was providing a Chinese constructed drifting completely dry dock to the shipyard at the time of the case, is had by Offshore Heavy Transport of Oslo, Norway, and also handled by Songa Shipmanagement.
According to the NTSB record, shipyard employees on the destroyer at the time of the mishap reported small injuries. Fifteen gallons of non-PCB mineral oil from electric transistors on the barge were released right into the river. Damage to the drifting drydock, barge, destroyer, and also the Ingalls pier was approximated at $15–$ 20 million.
The record keeps in mind that the 732-foot-long Hawk was initially constructed in 1989 as an oil vessel and also was transformed to a semi-submersible hefty lift vessel in 2008. The vessel had a solitary fixed-pitch prop driven by a 15,955-hp Split- MALE B&W 6S70MC diesel motor, a solitary tail, and also bow and also demanding thrusters ranked at 2,584 and also 1,360 hp, specifically. The engine, tail, and also bow thrusters can be managed from the “sea bridge,” which was onward of the freight deck, or from the “main bridge,” which was aft of the freight deck. Although just one bridge remained in control any time, firm plan needed both bridges to be manned by credentialed police officers when the vessel was bring freight.
At the moment of the mishap, there were 3 pilots aboard the vessel.
“At 0700,” states the NTSB record, “the Hawk arrived at the pilot station where it was met by a pilot boat with three pilots aboard. The pilot boat made circles around the heavy lift ship while the pilots took photographs and noted the dimensions of the dry dock. At 0755, the pilots boarded the ship. Upon boarding, the first two pilots (hereinafter referred to as pilot 1 and pilot 2) proceeded to the sea bridge forward, while the third pilot (hereinafter referred to as pilot 3) proceeded to the main bridge aft. Pilots 1 and 2 met the vessel’s master on the sea bridge, where the ship was being controlled. After conducting a master/pilot exchange and setting up a portable pilot unit (PPU), pilot 1 took the conn of the Hawk.”
About that time, the pilots were notified that the port of Pascagoula was experiencing hefty haze. About a half hr later on, when pilot 1 mentioned that he can see the Ingalls Shipyard, he guided the vessel right into the ship network to start the incoming transportation. The ship continued via Horn Island Pass at a rate of around 11 knots, making 2 port turns as it got in theMississippi Sound Pilot 1 informed private investigators that the Hawk “came right around” via these turns utilizing 10 levels tail, and also pilot 2 resembled these comments, mentioning that the Hawk was “handling well.”
Things did not remain to go rather so well and also the NTSB record rebuilds the occasions leading up to the ultimate accident and also its decision that “the probable cause of the collision of the heavy lift vessel Hawk with a docked barge and the destroyer Delbert D Black was the speed at which the conning pilot was operating the Hawk while attempting to turn and anchor in a shipyard basin.”
Download the NTSB record HERE
