USCGC Blackthorn (WLB-391) - The Accident

The Accident

Having just completed her overhaul at the Gulf Tampa Drydock Company, which included overhaul of the main propulsion generators, Blackthorn was outward bound from Tampa Bay on the night of 28 January 1980. Meanwhile the tanker S.S. Capricorn, owned by Kingston Shipping Company and operated by Apex Marine Corporation of New York, was standing (traveling with right-of-way) into the bay. The Blackthorn's captain, Lieutenant Commander George Sepel had departed the bridge to investigate a problem with the newly installed propulsion shaft. Ensign John Ryan had the conn.

Earlier they had been overtaken by the Russian passenger ship Kazakhstan, Blackthorn pulled to the side to allow her to pass, when requested, and then continued almost in mid-channel. Some contend that the brightly lit passenger vessel obscured the ability of the crews of Blackthorn and Capricorn to see each other.

Capricorn began to turn left, but this would not allow the ships to pass port-to-port. Unable to make radio contact with the tender, Capricorn’s pilot blew two short whistle blasts to have the ships pass starboard-to-starboard. With the officer of the deck confused in regard to the standard operating procedure, Blackthorn’s Captain issued orders for evasive action.

Though collision was imminent, initial damage was not extensive. However, Capricorn’s anchor was ready to be let go. The anchor became embedded in the tender's hull and ripped open the port side, but above the water line. Then as the two ships backed away from each other, the chain became taut. The force of the much larger ship pulling on it, caused it to tip on its side until it suddenly capsized. Six off-duty personnel who had mustered when they heard the collision alarm, were trapped in the skin of the ship. Several crew members who had just reported aboard tried to escape and in the process trapped themselves in the engine room. Though 27 crewmen survived the collision, 23 perished. In the end the primary responsibility for the collision was placed with Commander Sepel as he had permitted an inexperienced junior officer to conn the ship in an unfamiliar waterway with heavy traffic.

MARINE BOARD OF INVESTIGATION REPORT ON COLLISION BETWEEN USCGC BLACKTHORN AND TANKSHIP CAPRICORN APPROVED BY COMMANDANT

The Commandant of the United States Coast Guard, Admiral John B. Hayes, has approved the report of the marine board of investigation on the collision between the Coast Guard Cutter Blackthorn and the Tankship Capricorn. The collision occurred in Tampa Bay, Florida, on January 28, 1980, resulting in the death of 23 Coast Guardsmen.

The board determined that the cause of the casualty was the failure of both vessels to keep well to that side of the channel which lay on their starboard (right) side. Concurring with the marine board’s determination of the cause, the Commandant emphasized in his "Action" that the failure of the persons in charge of both vessels to ascertain the intentions of the other through the exchange of appropriate whistle signals was the primary contributing cause. Additionally, Admiral Hayes pointed out that attempts to establish a passing agreement by using only radiotelephone communications failed to be an adequate substitute for exchanging proper whistle signals.

The collision occurred in the evening of January 28, 1980, near the junction of Mullet Key and Cut "A" Channels approximately three-quarters of a mile from the Sunshine Skyway Bridge in Tampa Bay. The vessels collided nearly head on, and as a result, the port anchor of Capricorn became embedded in the port side of the Blackthorn. The momentum of the two vessels caused the Capricorn’s anchor chain to become taut which resulted in the capsizing of the Blackthorn. The Capricorn subsequently ran aground north of the channel and the Blackthorn sank in the channel. Twenty-seven of the 50 Blackthorn crew members were rescued.

The marine board found evidence of violation of various navigation laws on the parts of the master and pilot of the Capricorn. There were similar findings on the part of the commanding officer and officer of the deck of the Blackthorn. These matters were referred to the commanders of the Seventh and Eighth Coast Guard Districts for further investigation and appropriate action.

The Commandant also acted on various safety recommendations made by the marine board concerning training and equipment aboard Coast Guard vessels, and navigation considerations in Tampa Bay.