Working Conditions Aboard the American-Mariner

The National Transportation Safety Board (NTSB) has issued a detailed accident report on April 29, 2025, shedding light on the steering system failure that resulted in the 'American Mariner' colliding with the Munuscong Channel Junction Light in the St. Marys River, close to Sault Ste. Marie, on March 28, 2024. The incident was triggered by a piece of O-ring-type material debris that disrupted the vessel's steering mechanism, causing it to take on water. Thankfully, the onboard crew was able to stabilize the ship using pumps. The accident incurred substantial damages, amounting to approximately $800,750 to the 'American Mariner,' and an estimated $1.25 million to the navigation structure. At the time of the allision, the 'American Mariner' was embarking on her maiden voyage of the operating season, having recently undergone winter maintenance which included the installation of a new steering control system. During the journey, the crew experienced sporadic alarms from the steering system but were unable to pinpoint the issue, observing that the rudder seemed to be responding correctly. Investigators later discovered that the vessel's No. 1 control motor, which governs the stroke of the main hydraulic pump, had failed. When the control motor was disassembled, technicians found black, pliable debris trapped between its rotating gears, which hindered its proper functioning. Following the installation of a replacement control motor, the steering system was restored to normal operations. Subsequent recalibration of the steering control system by electronic technicians resolved the alarm problems, indicating that issues also existed within the calibration parameters of the newly installed system. For those interested in the full report, additional information can be found at https://www.ntsb.gov/investigations/AccidentReports/Reports/MIR2518.pdf.

The National Transport Safety Board (NTSB) has released an important report highlighting deficiencies in the operation of the 'American Mariner,' which ran aground while navigating out of Sault Ste. Marie, Ontario, on January 7, 2023. The NTSB's findings criticize the vessel's master and operator, emphasizing the need for adequate staffing on the bridge, particularly during complicated maneuvers in confined waters. According to the report, the incident occurred under favorable conditions, with good visibility and calm winds as the ship departed Canadian territorial waters at approximately 7:20 AM, en route to Superior, Wisconsin. At the time, the master was on the bridge alone, with the first mate overseeing unmooring and workboat tasks. Meanwhile, other crew members were handling lines at the stern, while some were on shore to assist with casting off mooring lines. The 'American Mariner,' which carries a crew of 19, faced complications during its departure when the master had to multitask without additional support on the bridge. Travelling at about four knots, he kept the bow thruster active due to expectations of current in the 480-foot-wide channel, which has a depth of 24 feet and requires a navigational turn. During the maneuver, the master felt a slight shudder, initially thinking they were possibly making contact with ice as the fathometer indicated a depth of 13 feet below the keel. After visually confirming the absence of a buoy using a searchlight, the first mate in the upper engine room noticed a bump and a loud screeching noise, suspecting a collision. Upon investigating, mud and rock debris were observed in the water. Engineers reported unusual water levels in the ballast tanks, and upon the vessel's drydocking three days later, a significant 80-foot-long indentation in the hull was discovered, along with holes in three ballast tanks, leading to repair costs of $600,000. The NTSB attributed the grounding to the master's poor angle of exit from the dock combined with a close approach to the shallow water, which ultimately caused the vessel to overshoot its turn and touch bottom. The report factors in additional contributing elements, such as the Canadian Coast Guard's seasonal replacement of conventional buoys with unlit ice spar buoys to prevent damage during winter months. The master also recognized limitations with the electronic chart system, noting that it did not represent the vessel’s footprint, nor did it include programmed safety depths. While the NTSB concluded that the crew's multitasking on the bridge hindered effective navigation management, they advocated for improved use of available resources to enhance situational awareness. They stressed that better staffing during the critical departure phase would have optimized crew readiness for safe navigation management. For more information and images related to the incident, you can access the full report at Maritime Executive.