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USCGC ''Blackthorn'' (WLB-391) was a seagoing buoy tender (WLB) which sank in 1980 in a collision near the Tampa Bay Sunshine Skyway Bridge, resulting in 23 crew member fatalities.〔 〕〔 〕〔 〕 An ''Iris''-class vessel, she was built by Marine Ironworks and Shipbuilding Corporation in Duluth, Minnesota. ''Blackthorn''s preliminary design was completed by the United States Lighthouse Service and the final design was produced by Marine Iron and Shipbuilding Corporation in Duluth. On 21 May 1943 the keel was laid, she was launched on 20 July 1943 and commissioned on 27 March 1944. The original cost for the hull and machinery was $876,403. ''Blackthorn'' was one of 39 original seagoing buoy tenders built between 1942-1944. All but one of the original tenders, , were built in Duluth. ''Blackthorn'' was initially assigned to the Great Lakes for ice-breaking duties, but after only a few months, she was reassigned to San Pedro, California. She served in San Pedro for several years before being brought into the gulf coast region to serve in Mobile, Alabama then transferred to Galveston, Texas for the final years of her service until the accident. In 1979-1980, ''Blackthorn'' underwent a major overhaul in Tampa, Florida. However, on 28 January 1980, while leaving Tampa Bay after the completion of the overhaul, she collided with the tanker SS ''Capricorn''. Shortly after the collision, ''Blackthorn'' capsized, killing 23 of her crew. The cutter was raised for the investigation, but ultimately was scuttled in the Gulf of Mexico after the investigation was complete. She currently serves as an artificial reef for recreational diving and fishing. == 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 ''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. ''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 the cutter had been overtaken by the ''Kazakhstan,'' a Russian passenger ship. When requested by ''Kazakhstan'' to pass, the ''Blackthorn'' navigated starboard permitting ''Kazakhstan'' to pass. The ''Blackthorn'' then navigated to almost mid-channel and resumed course. (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 course would not allow ''Capricorn'' and ''Blackthorn'' to pass port-to-port, as the rules of navigation generally required. Unable to make radio contact with ''Blackthorn'', ''Capricorn''s pilot blew two short whistle blasts to have the ships pass starboard-to-starboard. With the ''Blackthorn's'' officer of the deck (Ensign Ryan) confused in regard to the standard operating procedure and rules of navigation, ''Blackthorn''s captain issued orders for evasive action. Despite the ''Blackthorn's'' evasive action, a collision occurred. Damage to the ''Blackthorn'' from the initial impact was not extensive. However, ''Capricorn''s anchor was ready to be let go. The anchor became embedded in the ''Blackthorn''s hull and ripped open the port side 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 ''Blackthorn'' to tip on her side until she suddenly capsized. Six off-duty personnel who had mustered when they heard the collision alarm, were trapped inside 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. Primary responsibility for the collision was placed on the Blackthorn's captain, Lt. Commander Sepel, as he had made an inexperienced junior officer (Ensign Ryan) officer of the deck and allowed him to navigate the ship through an unfamiliar waterway with heavy traffic. The Commandant of the United States Coast Guard, Admiral John B. Hayes, approved the report of the marine board of investigation on the collision between ''Blackthorn'' and ''Capricorn''. The board determined that the cause of the collision was the failure of both vessels to keep well to the side of the channel which lay on each ship's starboard (right) sides. 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 marine board found evidence of violation of various navigation laws on the parts of ''Capricorn''s master and pilot. There were similar findings on the part of ''Blackthorn''s commanding officer and officer of the deck. 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. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「USCGC Blackthorn (WLB-391)」の詳細全文を読む スポンサード リンク
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