“It might make sense to limit the use of that system.”Įd Goudy, secretary/treasurer of British Columbia Coast Pilots Ltd., said his organization discourages pilots from using automatic navigation systems in confined waters. “I’d want to see the guidelines before I’d say we’d support them,” he said.
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“It takes time to switch over to the manual system it takes time to get the ship back to that safe position.”īock wants to see the proposals before giving any endorsement, but he acknowledged the need to take a look at the issue. But the problem becomes very different in confined waters. “It’s one thing to use it out in the open ocean where there are miles and miles between you and everything else,” he said.
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“To my knowledge there are no rules about when these systems can be used or not used.”īock said that he shares concern about the use of integrated navigation systems, which allow ships to follow a series of waypoints automatically, using GPS or other inputs. “We support the Coast Guard looking at these systems as used in confined waters or pilotage waters,” said Capt. The president of Puget Sound Pilots recognizes the need to examine the issue. If the Coast Guard concludes that new rules governing autopilots are warranted, federal legislation might be required to give the Coast Guard the authority it would need to issue the regulations. The report will go to Coast Guard headquarters in Washington, D.C. “The only ones we are aware of are for tankers.”Ĭasad said he does not know what recommendations the Coast Guard will make in its report on Norwegian Sky, but he is sure they will address the use of autopilots. “His concern is that we don’t have a real good understanding of how autopilots are being used, what the industry standards are,” Casad said. Michael Moore, captain of the Port of Puget Sound, may want to change. No standards for the use of automatic navigation systems exist for most ships, a situation that Capt. Norwegian Cruise Line said it would suspend use of the autopilot while it conducts its own investigation. The mishap has heightened concern about how automatic navigational devices are used. The ship was about 60 miles from the point where it would normally pick up a pilot. The nearest land, Cape Flattery, at the northern tip of the Olympic Peninsula, was about seven to eight miles away.
Norwegian Sky was still in open water when it went into its turn. At the time, the ship was making about 22 knots. The injuries ranged from bumps and bruises to broken bones, according to Casad.ĭuring the turn, the rudder moved 20°, inducing a roll estimated at 8° by the first officer on watch. Thirteen of them required treatment and two people were admitted to a hospital in Victoria, British Columbia. Of the 2,975 passengers and crew on board, 78 were injured. “We haven’t been able to find that smoking gun,” Casad said. But so far, investigators do not have an answer. The problem could have originated in the computer hardware or software, or it could have been the result of human error. The Coast Guard has been trying to determine the source of that incorrect heading command. “It received a heading contrary to the intended track line. “The autopilot started the sequence of events that led to the hard turn,” Casad said. The ship was on its intended course between waypoints, when the autopilot received a signal that caused the abrupt change in direction. The autopilot is believed to have been responsible for the hard turn. Scott Casad, investigating officer with the Coast Guard Marine Safety Office for Puget Sound.
The unanticipated turn “put things in motion, including people,” said Lt.
The forces generated by the turn were so great that swimmers were washed out of a pool as torrents of water sloshed out, according to a passenger interviewed by The Seattle Times. The suddenness of the turn made the ship roll sharply. The 848-foot vessel was returning to Puget Sound from an Alaskan cruise on May 19 when it veered sharply to port as it approached the Strait of Juan de Fuca.
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