Cosco Busan oil spill

File:HanjinCoscoBusanAndSSOceanicAtPier70InSanFrancisco.jpg.]]

The National Transportation Safety Board determined the following probable causes of the accident:{{cite report |author1=Rosenker, Mark V. |author2=Sumwalt, Robert L. |author3=Higgins, Kathryn O'Leary |author4=Hersman, Deborah A. P. | title=Marine Accident Report: Allision of Hong Kong-Registered Containership M/V Cosco Busan with the Delta Tower of the San Francisco–Oakland Bay Bridge, San Francisco, California, November 7, 2007 | version=NTSB/MAR-09/01 | format=PDF | publisher=National Transportation Safety Board | url=http://s3-us-west-2.amazonaws.com/ucldc-nuxeo-ref-media/28239f5c-d663-465f-8415-e7583ea81bff | date=18 February 2009 | access-date=27 February 2021}}https://www.oig.dhs.gov/sites/default/files/assets/Mgmt/OIG_08-38_Apr08.pdf {{Bare URL PDF|date=March 2022}}https://www.dco.uscg.mil/Portals/9/DCO%20Documents/5p/CG-5PC/INV/docs/documents/Cosco.pdf {{Bare URL PDF|date=March 2022}}

1. the pilot's degraded cognitive performance from his use of impairing prescription medications
2. the absence of a comprehensive pre-departure master/pilot exchange and a lack of effective communication between Pilot John Cota and Master, Captain Mao Cai Sun during the accident voyage, and
3. Captain Sun's ineffective oversight of Cota's piloting performance and the vessel's progress.

Other contributing factors included:

1. the failure of Fleet Management Ltd. to train Cosco Busan crewmembers, including a failure to ensure that the crew understood and complied with the company's safety management system;
2. the U.S. Coast Guard's failure to provide adequate medical oversight of Cota, in view of the medical and medication information he had reported to the Coast Guard.

Master Mao Cai Sun meekly abdicated control of his ship to a pilot who was affected by pharmaceuticals. First Mate Kongxiang Hu left his post as lookout to eat breakfast. Second Mate Shun Biao Zhao failed to plan the ship's course out of the bay and then forged his colleagues' signatures on a plan drafted after the accident. And Third Mate Hong Zhi Wang failed to monitor the ship’s path using GPS.

:— East Bay Express, 27 May 2009{{Cite web|url=https://eastbayexpress.com/prisoners-of-the-cosco-busan-1/|title = Prisoners of the Cosco Busan|date = 27 May 2009}}

In addition, investigations conducted by independent experts from the international maritime community also highlighted the potential effects of insufficient human-machine interface design, contributing to such accidents even though "human error" is often directly used as the main cause without further investigating shortcomings in the HMI. This is, even though HMI has been accepted as a significant factor in aviation accidents for many decades:

{{cquote|Lack of investigation of accidents at sea and the rash classification of the causes in the category of "human error" will help to cover weaknesses in the design of man-machine-interfaces. This is supported by legal regulations for the Bridge Team Management, the high investment cost for ship handling simulators, the low contribution of human-oriented research and its public support, as well as the readiness of manufacturers to develop more integrated and reliable process control systems. Although an inappropriate behaviour of the parties involved in the accident can be proved by the investigation report, the true causes of such accident like the container ship "Cosco Busan" stay in the darkness or in the field of speculation! The faulty design of man-machine-interfaces and deficiencies in information processing and others remain largely unmentioned. Based on a careful analysis of the accident documents the author proves that technical weaknesses were overlooked as well as failures in displaying and processing of information had not been taken into account. For the developers of new support systems and the aimed level of "dependability" of integrated ship bridge systems this is a great disadvantage.{{cite web |url=http://www.forum-schiffsfuehrung.com/10.html |title=San Francisco Bay Bridge Allision |author=Diethard Kersandt |date=August 2008 |access-date=16 February 2013 |archive-url=https://web.archive.org/web/20120115072316/http://www.forum-schiffsfuehrung.com/10.html |archive-date=15 January 2012 |url-status=dead }}|Diethard Kersandt}}

File:20071110 farallon islands 150dpi.jpg Overflight Map 2007-11-09 1205–1325]]

Senator Barbara Boxer and San Francisco Mayor Gavin Newsom criticized the Coast Guard for its response, as its initial reported figures, between {{convert|100|and|400|gal|L|abbr=on}} of oil, were significantly lower than those of the actual spill.{{cite web | author= | title=M/V Cosco Busan | url=http://www.incidentnews.gov/incident/7708 | work=IncidentNews | publisher=Emergency Response Division, Office of Response and Restoration, National Ocean Service, National Oceanic and Atmospheric Administration, US Department of Commerce | year=2010 | access-date=12 May 2010 | archive-url=https://web.archive.org/web/20100506200716/http://www.incidentnews.gov/incident/7708 | archive-date=6 May 2010 | url-status=dead }}

On Friday 30 November 2007, the United States government filed a lawsuit against the ship and the pilot.{{Citation needed|date=October 2008}}

On 23 July 2008, a federal grand jury indicted Fleet Management Ltd. of Hong Kong, the company that operated Cosco Busan. The indictment included six felonies for allegedly falsifying documents to interfere with a federal investigation and two misdemeanor counts of criminal negligence for allegedly helping to cause the spill.{{cite news | author=Bob Egelko | title=Felony Charges for Ship's Management | url=http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2008/07/23/BA6B11TSPL.DTL | work=The San Francisco Chronicle | date=24 July 2008 | access-date=12 May 2010}} The company offered to plead guilty to the misdemeanors. This federal criminal case was resolved when Fleet paid $10 million in fines and restitution. $8 million went to a victim/witness fund and $2 million went to the National Fish and Wildlife Foundation to be used for environmental projects in the Bay Area.

On 23 October 2008, the California state Board of Pilot Commissioners released a report, saying the spill was the result of a series of mistakes by the maritime pilot Captain John Cota. The 18-page report found Cota had made seven serious errors in piloting the ship, including failing to correctly read an electronic chart on the ship, sailing in fog so thick that he could see only 200 feet ahead and sailing at an unsafe speed. Cota faced seven federal charges for spilling oil and killing federally protected birds.{{cite news | author=Carl Nolte | title=Oil Spill Ship Pilot Found at Fault in Accident | url=http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2008/10/24/MNUE13N39D.DTL | work=The San Francisco Chronicle | date=24 October 2008 | access-date=12 May 2010}}

On 6 March 2009, Cota negotiated a plea agreement with prosecutors to federal water pollution and migratory bird killing charges.{{cite news|last=Elias|first=Paul|title=Captain involved in SF oil spill pleads guilty|url=http://www.foxnews.com/wires/2009Mar06/0,4670,BaySpill,00.html|access-date=13 August 2010|newspaper=Fox News|date=6 March 2009}} The agreement called for him to serve two to ten months in prison and included a fine between $3,000 and $30,000. On 10 July, he was sentenced to 10 months imprisonment.{{cite news | author=Staff writers | title=What's The Buzz? | url=http://www.cunninghamreport.com/news_item.php?id=934 | work=The Cunningham Report | date=20 July 2009 | access-date=12 May 2010 | archive-url=https://web.archive.org/web/20110708213254/http://www.cunninghamreport.com/news_item.php?id=934 | archive-date=8 July 2011 | url-status=usurped }}

On 19 September 2011, federal, state, and local agencies announced a final comprehensive civil settlement for $44.4 million. It included the following:

• $32.2 million for natural resource damages (to be spent on restoration projects)
• $1.25 million for state penalties.
• $10.9 million for unpaid government response and assessment costs

File:Oil spill in san francisc bay 1.jpg languish about the shores and wetlands of Crissy Field.]]

The tidal mechanics of San Francisco Bay caused the spill to spread rapidly, affecting a large area of the California North Coast, including the Golden Gate National Recreation Area, Ocean Beach and the Marin Headlands.{{cite web | author=Ingrid Taylar | title=San Francisco Bay Oil Spill Map | url=http://sanfrancisco.about.com/od/sanfranciscomaps/ig/San-Francisco-Icon-Maps/sanfranciscooilspillmap.htm | work=About.com | access-date=18 June 2010 | url-status=dead | archive-url=https://web.archive.org/web/20100507000044/http://sanfrancisco.about.com/od/sanfranciscomaps/ig/San-Francisco-Icon-Maps/sanfranciscooilspillmap.htm | archive-date=7 May 2010 | df=dmy-all }}

More than 50 public beaches were closed, including Crissy Field, Fort Point, Baker Beach, China Beach and Kirby Cove.

By 14 November 2007, beaches as far south as Pacifica, California, had been closed due to the spill.{{cite news | title=Pacifica Beaches Closed | url=http://www.pacificatribune.com/localnews/ci_7460711 | archive-url=https://archive.today/20080227235807/http://www.pacificatribune.com/localnews/ci_7460711 | url-status=dead | archive-date=27 February 2008 | work=Pacifica Tribune | access-date=12 May 2010}}

Richmond's shoreline and wildlife were seriously affected by the spill. Beaches and shorelines were closed, but later reopened. However, access was still restricted as of December 2007.[http://www.ci.richmond.ca.us/index.asp?NID=468 Oil Spill Information] {{webarchive|url=https://web.archive.org/web/20080106061243/http://www.ci.richmond.ca.us/index.asp?NID=468 |date=6 January 2008 }}, City of Richmond website, retrieved 18 December 2007 The government organizations responsible for the cleanup response and recovery devoted much effort to the East Bay and Rodeo Beach since they were the areas most impacted. The Rodeo Beach and Albany Beach segments were the last ones to be signed off as cleaned because of the additional maintenance and monitoring that were required.

According to the federal and state natural resource trustee agencies, the spill is estimated to have killed 6,849 birds. 2,519 were collected: 1,084 were collected alive (789 of which died; 295 of which were rehabilitated and released) and 1,856 were collected dead.{{cite report |author1=Steve Hampton |author2=Greg Baker |author3=Al Donner | title=Natural Resource Damage Assessment for the COSCO Busan Oil Spill Bird Injury Summary | format=PDF | publisher=California Office of Spill Prevention and Response | url=http://nrm.dfg.ca.gov/FileHandler.ashx?DocumentID=17518 | date=February 2008 | access-date=13 August 2010}} About {{convert|200|mi|km}} of coastline, incorporating 3,367 acres, was oiled. The eggs laid by herring, which typically enter the bay in December, were killed in areas affected by the spill. It is estimated that 14 to 29% of the herring spawn in winter 2007-8 were lost due to the spill.{{cite report |author1=Steve Hampton |author2=Greg Baker |author3=Al Donner | title=Natural Resource Damage Assessment and Restoration Planning for the COSCO Busan Oil Spill | format=PDF | publisher=California Office of Spill Prevention and Response | url=http://nrm.dfg.ca.gov/FileHandler.ashx?DocumentID=17519 | date=January 2008 | access-date=13 August 2010}}

Several fisheries in the Bay Area may have been affected by the spill and the crab and sport fishing seasons were postponed by several weeks.{{cite news | author=Brian Hoffman | title=The spill threatens to delay opening of crab season | url=http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2007/11/10/MNDAT9KJB.DTL | work=The San Francisco Chronicle | date=10 November 2007 | access-date=29 June 2010}} As of 30 November, State biologists had tested more than 1100 samples of fish, mussels and Dungeness crab in San Francisco Bay and coastal waters outside the Golden Gate. The tests found unsafe levels of contaminants in mussels from Rodeo Beach and the Berkeley pier.

An estimated 1,079,900 recreational use days were also lost as a result of the spill. This includes general shoreline use as well as recreational fishing and boating.

Total monetary damages were estimated at $2.1 million for the ship, $1.5 million for the bridge's fender, and more than $70 million for oil spill cleanup.

Initial official releases from public agencies warned against involvement of volunteers, and worked to deflect volunteers into non-contact activities. This included asking people to act as drivers for bird transport, or as support staff to other efforts. The U.S. Coast Guard directed volunteers to clean non-oiled beaches.[http://www.uscgsanfrancisco.com/go/doc/823/182066/ Public Affairs USCG District 11: Non-oiled beaches in need of clean up] {{webarchive|url=https://web.archive.org/web/20071221050412/http://www.uscgsanfrancisco.com/go/doc/823/182066/ |date=21 December 2007 }}, 12 November 2007

For the first few days OSHA rules were interpreted as requiring HAZWOPER certification, a minimum of 24 hours of classroom time, before involvement in any effort that may result in oil contact. Eventually, and after significant pressure from would-be volunteers, a four-hour "Disaster Service Worker Volunteer Certification" subset of the course was offered.{{cite news |author1=Robert Selna |author2=Heather Knight |author3=Jonathan Curiel |author4=Jane Kay | title=Volunteers Rush Through Training, Start Cleanup | url=http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2007/11/13/MN24TB2L0.DTL | work=The San Francisco Chronicle | date=13 November 2007 | access-date=12 May 2010}} OSHA rules require exactly 240 minutes of classroom time, and the certification is valid for only one incident, e.g., this oil spill.

Ad-hoc volunteers were discouraged from cleaning beaches during the early days following the spill, as government workers and private contractor The O'Brien's Group handled the official disaster response. On 11 November 2007, cleanup and reports were focused on damage assessment of Cosco Busan.{{cite news | author=Jane Kay | title=Bay Cleanup Efforts Expanding | url=http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2007/11/11/MNFSTA5L9.DTL | work=The San Francisco Chronicle | date=11 November 2007 | access-date=12 May 2010}} Oil-soaked birds were put in boxes and driven to the San Francisco Bay Oiled Wildlife Care and Education Center in Fairfield to be rehabilitated by University of California, Davis, veterinary medical students, and as of 25 November, some birds were returned to the wild.{{cite news | author=University of California, Davis | title=Oiled-bird Being Rescued in San Francisco | url=https://www.sciencedaily.com/releases/2007/11/071112082754.htm | work=ScienceDaily | date=12 November 2007| access-date=12 May 2010}}

On 21 December 2007, the Cosco Busan, having been renamed the Hanjin Venezia, sailed out of San Francisco Bay en route to Busan, South Korea, with a new crew working her decks.{{cite news | author=Marisa Lagos | title=Patched-up Cosco Busan Sails Out of Bay, Lawsuits in its Wake | url=http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2007/12/21/BA6PU24Q0.DTL | work=The San Francisco Chronicle | date=21 December 2007 | access-date=12 May 2010}} US$1.5 million in repairs were completed to the bridge fender, three weeks ahead of schedule and $500,000 under budget around the same time.{{cite news | author=Staff writers | title=Bay Bridge Fender Repaired Ahead of Schedule | url=http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2007/12/22/BAGLU36MA.DTL | work=The San Francisco Chronicle | date=22 December 2007 | access-date=12 May 2010}}

File:Richmond marina bay shore closure - oil spill.jpg|A Contra Costa county sign in Richmond Marina Bay warns of shoreline closure due to oil contamination.

File:Cosco Busan 2007-12-20.jpg|M/V Cosco Busan departing San Francisco under its new name, MSC Hanjin Venezia, approaching the Golden Gate Bridge. Repairs visible on her port side.

{{Portal|San Francisco Bay Area}}

• 1971 San Francisco Bay oil spill
• List of oil spills
• SS Cape Mohican oil spill

{{Reflist|2}}

• [https://web.archive.org/web/20100924074833/http://www.boatingsf.com/gc_busan.php Path of Cosco Busan]
• [https://wildlife.ca.gov/OSPR/NRDA/Cosco-Busan Cosco Busan Natural Resource Damage Assessment]
• [http://www.fleetship.com/ Fleet Management Limited official website]

{{San Francisco Bay watershed}}

{{DEFAULTSORT:Cosco Busan Oil Spill}}

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