Andrew J Barberi News

It takes a thick skin to live in New York City, let alone to run its Staten Island Ferry service. James C. DeSimone, Deputy Commissioner, Ferry Division, New York City Department of Transportation, has been charged with running the ferry service for the last 16 years. We met with him for his insights on the challenges of keeping the iconic ferry running safely and efficiently.Jim DeSimone has led a maritime life, with his time equally split between the private and public sectors. His maritime affiliation is literally in his blood, as his father Guy J.

When James C. DeSimone, Deputy Commissioner, Ferry Division, New York City Department of Transportation, signed on to run the Staten Island Ferries in 2003, the organization was still in the aftermath of one of the most significant accidents in its history: the ferry Andrew J. Barberi allision of October 2003, an accident which included a number of fatalities and serious injuries. DeSimone, who had long-tenures in both the commercial and public end of the marine business, brought a unique perspective to the organization.“For the city to go outside the system to hire (me) was huge…

MarineNews contributor (Captain) Jeff Cowan handicaps the current system of medical evaluations and credentialing by the U.S. Coast Guard. It’s not all smooth sailing. “While the U.S. Coast Guard regrets any hardship merchant mariners may experience to maintain their credentials, we must maintain the safety of the Marine Transportation System through a comprehensive MMC (Merchant Marine Credential) evaluation process. This allows the U.S. The U.S. Coast Guard issued these words in response to a query made by a congressional representative on behalf of a prospective mariner regarding incorrect Medical Credential date of expiration after three weeks of no response from the National Mariner Center (NMC) in Martinsburg, WV.

The National Transportation Safety Board’s Earl F. Weener responds to our March 2014 MarineNews BY THE NUMBERS feature, entitled “Passenger Vessel Safety Record Defies NTSB Hit List.” The NTSB Board Member takes issue with the inference that their scrutiny of the record of passenger vessel safety is misplaced and should be better directed elsewhere. Naturally, we still think otherwise. Each year, the NTSB issues a Most Wanted List of safety advocacy priorities. This year, one of the top priorities is to advance passenger vessel safety. Why? Because when people step onto a ferry, sightseeing boat, or cruise ship, they have a right to a ‘bon voyage’ — literally, a “good trip” and figuratively, a “safe trip” — whether in their daily commutes or on a family cruise.

On May 8, 2010, the 310-foot-long passenger ferry Andrew J. Barberi lost propulsion control of one its two cycloidal propellers as the vessel approached St. George terminal, Staten Island, New York. The loss of propulsion control resulted from a solenoid failure in one of the vessel's propulsion control panels. The crewmembers on board the Andrew J. Barberi were unaware that the propeller failed to respond to their commands until seconds before the ferry struck the terminal. A total of 266 persons, including 244 passengers, were on board the vessel. As a result of the accident, three passengers were seriously injured and more than 40 passengers and crew reported minor injuries. The Andrew J.

Andrew J. Barberi Lacked Warning Alarm Indicating Propulsion Loss in 2010 Accident. On May 8, 2010, the 310-foot-long passenger ferry Andrew J. Barberi lost propulsion control of one its two cycloidal propellers as the vessel approached St. George terminal, Staten Island, New York. The loss of propulsion control resulted from a solenoid failure in one of the vessel's propulsion control panels. The crewmembers on board the Andrew J. Barberi were unaware that the propeller failed to respond to their commands until seconds before the ferry struck the terminal.

A team of Coast Guard investigators and inspectors was on scene at the Staten Island Ferry terminal after a ferry struck the pier around 9:30 a.m. on May 8. The ferry boat Andrew J. Barberi reportedly lost propulsion and struck the pier, resulting in serious damage to the facility's ramps and the main decks of the boat above the waterline. There were 252 passengers and 18 crew members onboard at the time of incident. There have been reports of minor injuries. There have been no reports of pollution. A rescue boat crew from Coast Guard Station New York was also on scene after the incident. The New York Port Authority prepared to move the ferry to a different slip while the investigation is being conducted.

At 10 a.m. Island ferry, Andrew J. Transportation Safety Board. incriminate him. before Board investigators for an interview. the future," said NTSB Chairman Ellen G. Engleman. and pilot. deck hands, and 4 engineers. impact, and after the accident. observations of the approach to St. day of the accident. records of both the Captain and the pilot. but safety recommendations may be issued at any time. is gathered.

Photo Credit: USCG Photo/Mike Hvozda The outside lower level of the Staten Island Ferry Andrew J. Barberi after it struck a pier killing ten people October 15, 2003. The Captain of the Ferry was ordered to appear before the NTSB. Gansas, the master of the M/V Andrew J. tomorrow for an NTSB interview. NTSB Chairman Ellen G. Engleman. pursuing safety and using every tool at our disposal. investigation. the Staten Island ferry, Andrew J. 70 others.

According to a report in New York Newsday (www.newsday.com), Henry Marine Service has filed a suit seeking $6 million for the efforts of its tug Dorothy J. in corralling the Staten Island Ferry Andrew J. Barberi after it crashed in New York in mid-October. In the filing reported in Newsday, the company claims that its efforts to control the “imperiled” ferry and prevent passengers from jumping into the water justified the money.

It has been reported that New York City’s Department of Transportation has signed a contract with Caddell Dry Dock and Repair. The Staten Island based company was awarded a $5.96 million contract to repair the Andrew J. Barberi, the ferry that crashed into a concrete pier in October. The company has stated that it will repair the ferry by May 15.

The U.S. Attorney for the Eastern District of New York issued a release discussing the criminal charges arising out of the October 15, 2003 crash of the Staten Island ferry Andrew J. Barberi into the ferry terminal at St. George, an accident which killed 11 and injured dozens. The ferry pilot pled guilty to manslaughter. The director of ferry operations has been charged with manslaughter, obstruction of justice, and making a false statement. A port captain has been charged with obstruction of justice and making a false statement. The ferry captain and a doctor have been charged with making false statements. Below are excerpts from the release. ROSLYNN R.

As part of its continuing investigation into an accident involving a Staten Island ferry in New York City, the National Transportation Safety Board will open a public docket and release a series of factual reports on Tuesday, January 18, 2005, at 10:00 am. The ferry Andrew J. Barberi was on a scheduled run, on October 15, 2003, from lower Manhattan (Whitehall Terminal) when it struck a pier at St. George Terminal, Staten Island. Ten passengers were killed and over 30 were injured. The 310-foot ferry was substantially damaged. The information being released is factual in nature and does not provide any analysis. It will include investigative group factual reports, photos, interview transcripts, and other documents from the investigation.

The National Transportation Safety Board (NTSB) issued a Notice stating that it will meet in Washington, DC on March 8 to consider the Marine Accident Report regarding the allision of the Staten Island ferry ANDREW J. BARBERI at St. George, Staten Island on October 15, 2003. 70 Fed. Reg. 9983 (HK Law).

The National Transportation Safety Board today determined that the probable cause of a fatal accident involving a Staten Island ferry was the assistant captain's unexplained incapacitation and the failure of the New York City Department of Transportation (NYC DOT) to implement and oversee safe, effective operating procedures for its ferries. On October 15, 2003, the Staten Island ferry Andrew J. Barberi, owned and operated by the NYC DOT, was at the end of a regularly scheduled trip from Manhattan to Staten Island when it struck a maintenance pier at the Staten Island Ferry terminal. Fifteen crewmembers and an estimated 1,500 passengers were on board. Ten passengers died in the accident and 70 were injured.

The U.S. Attorney for the Eastern District of New York issued a Statement saying that the Director of the Staten Island Ferry Service has pleaded guilty to seaman’s manslaughter in the crash of the ferry ANDREW J. BARBERI. The Ferry Director failed to enforce the Service’s requirement that two persons be on the bridge when the ferry is in operation. Eleven passengers died in the crash after the only person on the bridge became incapacitated. source: HK Law

The National Transportation Safety Board (NTSB) released its report on the allision of the Staten Island ferry ANDREW J. BARBERI with the pier at St. George, Staten Island, New York on October 15, 2003. Eleven passengers died in the incident and 70 were injured. The primary causes of the casualty were the incapacitation of the assistant captain and the failure of the NYC Department of Transportation to implement and oversee safe, effective operating procedures on the ferries. A contributing cause was the failure of the captain to exercise his command responsibility. The NTSB recommends: that the NYC Department of Transportation implement a comprehensive safety management system and make related improvements…

According to reports, the captain of the Staten Island ferry that slammed into a pier and killed 11 people when its assistant pilot fell asleep says he initially lied about where he was during the crash because he wanted to share the blame. "I felt I had a responsibility as a captain to shoulder some of the blame for the actions of (assistant pilot) Richard Smith," former Capt. Michael Gansas told WCBS-TV. He said he rushed from the rear of the ferry to the pilot house. "I noticed Richard Smith with his hands over his head, his eyes, and he was saying, `I must have dozed off. I fell asleep,"' Gansas said. The ferry, the Andrew J. Barberi, had crashed as it was docking on a run from Manhattan, tearing a 250-foot-long gash that ran 8 feet deep into its hull.

When the forthcoming new trio of Staten Island Ferryboats was announced about a year ago, they were described as being "Kennedy class," a description whose significance was more symbolic than factual. According to the conceptual drawings, they do indeed bear a passing resemblance to the Kennedy fleet - perhaps as much as the Merrill fleet did before it. But everyone who knows the Staten Island Ferry knows both the Kennedy class and its successor, the Barberi class, too. And when it comes to thinking about the next 35 years of crossings (the typical lifetime of a ferryboat), most regulars would probably prefer every reassurance that the newest boats would be more like the oldest (John F. Kennedy, American Legion, and Gov. Herbert H. Lehman).