NTSB has issued an investigation report on the Amber Brittany towing vessel striking a vane dike near McAlpine Locks and Dam in Louisville, Kentucky, on March 8, 2024.
The incident
On March 8, 2024, about 1550 local time, the towing vessel Amber Brittany was transiting upbound on the Ohio River, pushing a 15-barge tow, when the tow struck the vane dike at the upstream end of the McAlpine Locks and Dam in Louisville, Kentucky, and broke apart. There were no injuries, and no pollution was reported. Total damages to the barges, cargo, and dam gates were estimated at $1.3 million.
Analysis
On March 8, 2024, the towing vessel Amber Brittany was transiting upbound on the Ohio River pushing 15 loaded coal barges, when the 1,113-foot-long, 4,600-hp tow was set off course and struck the vane dike mooring cell while exiting the Portland Channel at the McAlpine Locks and Dam. The tow broke apart, sending 10 barges floating down the river, eventually lodging alongside pilings of the L&I Railroad Bridge and in two of the lower McAlpine Dam gates.
The upstream section of the McAlpine Locks and Dam is uniquely difficult to navigate, even under ideal circumstances. The geography of this stretch of the river (multiple bridges, bend in river, concrete riverbank, shoaling), combined with changing water currents near fixed hazards to navigation, creates an environment that is challenging. Prevalent outdraft currents near the vane dike and the location of the narrow span of the L&I Railroad Bridge are particular concerns when transiting the McAlpine Locks. There have been nine reported incidents in this area involving towing vessels since January 2020, totaling over $2.7 million in property damage. Of note, the NTSB investigated the contact of the Queen City tow with the vane dike in March 2023 and determined that the probable cause was the pilot not effectively compensating for the strong outdraft while navigating toward the lock channel entrance during a period of high-flow conditions.
As the Amber Brittany made its port turn while passing under the L&I Railroad Bridge, the head of the tow entered the area of the canal where the effect of an outdraft current, if present, would be expected. The dam gates were almost fully open, and river levels were rising, resulting in a strong outdraft, which pulled the head of the tow to port. The head of the tow continued to be drawn to port as the tow proceeded upriver. The pilot’s attempt to counteract the force of the outdraft was ineffective, and the tow was set upon the vane dike mooring cell. In addition to the outdraft, there could have been a water surge in the Portland Channel—resulting from a lock filling that took place 8 minutes before the contact—that also impacted the Amber Brittany tow.
Changing river levels, sediment deposits, lock fillings, and dam gate openings all influence the hydrodynamic forces in the area of the Portland Channel. The speed, direction, and force of the water currents at the channel entrance are difficult to anticipate. The nearest water velocity meter is located more than 3 miles upriver from the McAlpine Locks and Dam and does not provide detailed information that would aid operators in safely navigating the area. The WAP warns waterway operators about the known outdraft in the area during periods of high flow. In addition, the Coast Guard is reviewing a proposal for a real-time surface water velocity sensor near the vane dike. Such a sensor would give towing vessel operators and waterway managers a better understanding of the real-time hydrodynamic forces they may encounter when transiting the Portland Channel.
While the pilot was qualified to operate towing vessels of this size along inland waters and Western Rivers, this was his first time transiting the McAlpine Locks at the helm of the Amber Brittany. Although company personnel were under the impression that the pilot had previous experience operating tows on the Ohio River, the pilot told Coast Guard and NTSB investigators that he had not previously operated on the Ohio River. The pilot had never been observed by the captain or anyone at the operating company transiting this portion of the Ohio River. Although the captain conducted a thorough turnover before the transit with instructions for the pilot to wake him with any concerns, he did not remain alongside the pilot while he transited this difficult area for the first time. The pilot’s inexperience transiting the Portland Channel at the helm of the Amber Brittany and accompanying tow likely contributed to his ineffective attempt to counteract the force of the outdraft.
The inherent challenges with navigating this waterway combined with the pilot’s inexperience in the area placed increased attention demands on the pilot to monitor the vessel’s position and compensate for the expected outdraft. Investigators sought to determine if the pilot’s cell phone use may have distracted him while transiting the lock. Cell phone records indicated that the pilot was using his personal cell phone just before the contact and that the first in a series of outgoing and incoming text messages began about 1547, which coincided with the Amber Brittany’s departure from the sailing line. Cell phone use, especially text messaging, can be visually, manually, and cognitively distracting. Therefore, any distraction from the primary navigation task due to cell phone use would have reduced the pilot’s performance as he navigated the channel.
Probable cause
The National Transportation Safety Board determines that the probable cause of the contact of the Amber Brittany tow with the vane dike was the pilot not effectively compensating for the outdraft current while navigating out of the lock channel entrance, likely due to the pilot’s inexperience in transiting the Portland Channel on the Amber Brittany and his distraction due to cell phone use.
Lessons learned
Preparing for dam outdrafts
Lock canal entrances near dams present unique hazards for vessels transiting inland rivers. Fast moving river water near low-flow canal waters can produce outdraft currents. Mariners should thoroughly assess the potential impact of outdraft currents when entering or exiting locking channels. Vessel horsepower and vessel handling should be carefully considered.
Maintaining awareness in areas of restricted navigation
Lock canal entrances require heightened situational awareness from vessel operators. Using cell phones and other wireless electronic devices has been demonstrated to be visually, manually, and cognitively distracting. Talking on cell phones can have serious consequences in safety-critical situations, and sending or reading text messages is potentially even more distracting than talking because texting requires visual attention to the display screen of the device. Mariners should avoid using mobile devices, especially while maneuvering in unfamiliar areas of restricted navigation.
