SOLUTION: Increased targeting of problem vessels and industry proficiency in SOLAS regulations and a continuing proficiency in the CCSSC. The Coast Guard has a fully implemented targeting system aimed at identifying high risk vessels (those that pose a threat to the environment, port safety, life and/or property). Those vessels are placed under close Coast Guard scrutiny. Through the aggressive pursuit of penalties, denials of entry for substandard vessels, and the detention of those substandard vessels discovered in port, an active deterrent is created. Additionally, the QAT's industry outreach better informs and educates the maritime community on the administration and means of compliance with existing and new regulations. PROBLEM: Poor maintenance of bridge lighting and poor communications among vessel operators, bridge tenders and bridge owners pose a significant threat on the Miami River waterway system. The 1998 Quality Action Team heard numerous complaints about the condition and operation of bridges, including concern over navigational light outages, bridge curfews, and communication problems between bridge tenders and vessel operators.

Miami River Bridges Operated by Private Contractors for FDOT N.W. 27th Avenue N.W. 12th Avenue N.W. 5th Avenue Flagler Street S.W. 1st Street Brickell (or S.E. 2nd Ave.) Operated by Miami-Dade County N.W. South River Drive (or Tamiami) N.W. 22 Avenue N.W. 17 Avenue S.W. 2nd Avenue South Miami Avenue Four Fixed Bridges Metromover Metrorail Rapid Transit North-South Expressway (Interstate 95) East-West Expressway (State Highway 836)

SOLUTION: Open dialogue between tugboat captains and bridge owners to better focus on the safe movement of vessels through the many bridges on the River; take necessary steps to resolve dangerous conditions resulting from inadequate navigation lights and communication problems; make sure that bridge tenders recognize the five whistle emergency blast as having priority over bridge curfews.

Numerous QAT meetings were devoted to dealing with bridge problems. The Coast Guard Captain of the Port, Coast Guard Bridge Administration and County and State bridge owners worked together to thoroughly investigate each complaint and enact solutions, agreeing to hold periodic meetings to address present and future waterway issues.

The QAT notes that issues concerning navigational lights are a constant problem. When lights are reported as inoperable, repairs are expeditious. However, because lights are not monitored at every shift of bridge tenders, the bridge owner and the Coast Guard Bridge Division must rely on the waterway user to report light outages. As a result, tugboat captains have agreed to keep journals and report incidents for better monitoring of the situation.

Tugboat captains also expressed concerns about the difficulty of bringing a large tow to a stop and holding in place when they have missed the last passage of a bridge by a minute or two before the curfew goes into effect. Because the Miami River bridge curfews were put in place to relieve motoring congestion, waterway users must plan to negotiate bridges during non-curfew hours. However, federal regulations do allow emergency openings for vessels in distress. If tugboat captains cannot safely stop their tow, thereby placing themselves and the bridge in a distress condition, they can signal the bridge by sounding five short blasts in rapid succession. Under federal regulations, bridge tenders must respond with an immediate opening upon a sounding of the five blasts.

The biggest problem on the Miami River System has been poor communications between bridge tenders and vessel operators. This issue focusses on the lack of response by bridge tenders to radio communications from tugs, for several possible reasons. Inadequate response may be due to broken radios, or the fact that radio use is not a required element of bridge tender response procedure, or to the bridge tender's and vessel operator's inability to communicate in a common language. Vessel captains also complain of bridge tender failure to warn ships about mechanical delays up or down River which may force them to seek a temporary place to lay-up while a bridge is being repaired.

When these problems were raised at the QAT, the Captain of the Port and the Coast Guard Bridge Administration met with bridge owners (representatives of the County and the State) to discuss this particular issue at length. Resolutions to promote clearer communications between bridge tenders and vessel operators are being worked out, particularly through improved and increased use of radio equipment. The Coast Guard and bridge owners are also formulating procedures through which bridge tenders will communicate with each other in order to advise vessel operators of possible bridge delays throughout the River.

PROBLEM: Substandard mooring fixtures and crumbling sea walls on facilities along the Miami River pose a safety threat to facilities and vessels. In some places, there are no seawalls.

Waterfront facilities on the Miami River have experienced incidents in which undersized or wasted vessel mooring fixtures have failed, resulting in damage to the facility, the moored vessel and to other vessels in the vicinity. These incidents have raised concern over the adequacy of mooring systems and the structural integrity of waterfront facilities on the Miami River.

SOLUTION: Conduct Visual Facility Surveys of all commercial cargo ship facilities on the Miami River focusing on the adequacy of vessel mooring fixtures.

In an effort to increase the overall safety of the Miami River, the Coast Guard Captain of the Port is conducting visual facility surveys of all terminal facilities on the Miami River. The intent is to ensure that all facilities are adequate for the activity and size of vessels that moor on the waterfront. Coast Guard is looking principally at the adequacy of seawalls, bulkheads and landside ship mooring fixtures.

If, during the course of the visual facility survey, apparent deterioration of the general condition of both vessel mooring system fixtures and waterfront land retaining structures are observed, a Captain of the Port requirement will be issued under the Ports and Waterways Safety Act (33 C.F.R. Part 160). The owners/operators will be required to furnish an engineering analysis or conduct a dynamic load test to show that suspect fixtures are adequate in size and holding capability.

In addition, Coast Guard field personnel also engage in joint agency visits with Department of Environmental Resources Management, City of Miami Police Department, City of Miami Neighborhood Enhancement Teams, City of Miami Fire Department, Miami-Dade County Team Metro, Miami-Dade County Police Department and Miami-Dade County Fire Department. These agency teams inspect waterfront facilities for compliance with all federal, county and city safety requirements, building codes, land uses and operating permit requirements.

Phone: (305) 637-7977
Fax: (305) 637-7949
Email: [email protected]