Why Are There No Coast Guard Rules That Mandate Massive Cargo Ships Operate Under Tug Control in Ports?
Cargo Ship Was Operating Without Tugs In Baltimore Bridge Crash
The Bridge Did Not “Collapse” - It Was Knocked Down
I know nothing about shipping or Coast Guard vessel safety.
But my first reaction to learning of the Baltimore Harbor crash that took out the Francis Scott Key bridge serving I-695 was related to safety regulation, despite attempts by the Biden White House to seed diversionary “terrorism” stories (with the typical denials of any evidence of terrorism “at this time” – kind of like “When did you stop beating your wife” tactics).
I did some initial research and came across a commercial shipping expert, who posted video and analysis of the accident that NY Times and mainstream media have not. watch it here.
In the analysis, he noted that the ship had lost power – twice – just prior to the crash and may have lost propulsion and rudder control.
The vessel is in the outbound channel, but it is not operating under tug boat control.
She would not have tugs on her – as she would have had tugs on to take her off the docks … but not when she was underway and had propulsion.
So, my question is: why don’t Coast Guard regulations mandate that cargo ships operate under tug control until fully and safely out of port?
These are massively large and difficult vessels to navigate, especially in tight situations like under bridges and in ports. With such catastrophic accidents possible, it seems like common sense to mandate that safety requirement.
That question must be examined – and not buried in the investigation or obfuscated with all sorts of diversions like terror threats – but by media right now.
[Update: I also read that there is a Liability limitation law that limits liability to the value of the cargo ship. This accident will costs many billions of dollars in damages, so we have another huge corporate bailout on our hands.
Also maybe of interest: History of HSC Tug Escort Guideline And Regulation Development (Appendix C.3)
https://mxsocal.org/assets/pdf/hsp/32-lalb-hsp-appendix-c-3-2021.pdf
Well, there is this example where tugs are required: (I hope you don't mind a longish post, and this info refers specifically to the LA/LB area)
TUG ESCORT/ASSIST FOR TANK VESSELS (Chapter XII)
Overview: "Tug Escort" refers to stationing tugs in proximity to a vessel during port transits to provide immediate assistance should a steering or propulsion failure occur. "Tug Assist" refers to positioning tugs alongside a vessel and applying force to assist making turns, reducing speed, providing propulsion and docking.
Tug Escort Applicability: State regulations require escort tug(s) to meet inbound, laden tank vessels (carrying 5,000 or more metric tons of oil in bulk as cargo) at the seaward limit of the applicable Tank Vessel Escort Zone. Also, all tank vessels shifting within the harbor(s) (including dock to anchor, anchor to anchor and dock to dock) must comply with the escort requirements. Assist tugs, in addition to the prescribed escort tugs, may be required during port transits. Outbound laden tank vessels are not required to use escort tugs once they have safely cleared the breakwater. Arrangements should be made via the vessel agent, tug company,or appropriate pilot service to ensure compliance with these regulations.
Excerpted from: https://mxsocal.org/assets/pdf/hsp/09-lalb-hsp-vop_2017.pdf
See also: https://nauticalcharts.noaa.gov/publications/coast-pilot/files/cp7/CPB7_WEB.pdf