Preliminary report shows timeline of Mexican Navy tall ship accident that killed two in New York City

The US National Transportation Safety Board (NTSB) has published a preliminary report on its ongoing investigation into the accident that occurred earlier this year wherein the Mexican Navy training vessel ARM Cuauhtémoc crashed into the Brooklyn Bridge in New York City, leaving two of its crew dead.

​​​At 20:24 local time on May 17, 2025, Cuauhtémoc, which had 277 crewmembers and cadets aboard, struck the Brooklyn Bridge after departing from Pier 17 in Manhattan on the East River in New York City, damaging all three of the ship’s masts.

Two fatalities and nineteen injuries, ranging from minor to serious, occurred aboard the vessel. All injured personnel were evacuated and transported to local hospitals.

The NTSB expects the estimated damage to exceed US$500,000.

​The following morning, the US Coast Guard declared the accident a major marine casualty. The NTSB was named as the lead federal agency for the safety investigation and launched a full team to New York City, arriving on scene early that afternoon.

The US Coast Guard, McAllister Towing, New Jersey Sandy Hook Pilots Association, and the Harbor Pilots of New York/New Jersey were named as parties to the NTSB investigation. The NTSB also coordinated with Mexican authorities to interview crewmembers and examine the vessel.

Background

The Mexican Navy owned and operated the tall ship Cuauhtémoc and used it as a training ship for naval cadets. The three-masted steel vessel was built in 1982 and was powered by a 1,300hp (967kW) diesel engine connected to a right-handed (clockwise) controllable-pitch propeller.

The vessel’s air draught (the distance from the vessel’s waterline to the vessel’s highest point) was reported at 158 feet (48.2 metres).

The vessel had departed Cozumel, Mexico, on May 3, 2025, and arrived in​ Manhattan on May 13, where it docked port side to Pier 17. The vessel was conducting a 254-day training cruise with 22 port calls scheduled in 15 countries.

After a four-day port call in New York City, the crew of Cuauhtémoc planned to transit from Pier 17 to an anchorage in Brooklyn for fuel and then transit to Reykjavik, Iceland.

The Brooklyn Bridge, a suspension bridge built in 1883, spans the East River and provides vehicle and pedestrian traffic via a route between Manhattan’s east side and Brooklyn. According to the United States Coast Pilot, the bridge’s vertical clearance at mean high water was 127 feet (38.7 metres).

Accident events

​On the planned departure day, May 17, a sea pilot boarded the vessel at about 19:02, and a local docking (harbour) pilot arrived about 19:45. Both pilots conducted a master/pilot exchange with the ship’s captain.

The pilots stated that the ship’s captain reported the propulsion and steering systems were in good order, and there were no deficiencies. The docking pilot stated that the time of the vessel’s departure was scheduled to coincide with slack tide (the time between ebb and flood currents at which the current was the weakest), which was to occur about 20:11 that evening.

Weather conditions were reported as westerly winds 10 to 15 knots, water temperature about 60°F (15°C), and air temperature about 77°F (22°C). Visibility was clear.

The National Oceanic and Atmospheric Administration Brooklyn Bridge (site NYH1920) station predicted slack water, with a depth of eight feet (two metres), at 20:12, and 0.13 knots of flood current at 20:18.

At departure, the ship’s captain and both pilots were on the open conning deck directly above the vessel’s enclosed navigation bridge. The docking pilot used the sea pilot’s portable pilot unit (a portable navigation support system containing real-time navigation data and other features for guiding vessels) throughout the transit.

For the East River transit, several Cuauhtémoc personnel were positioned in formation on each of the horizontal yards (spars crossing the masts from which the sails are set) on the foremast and main mast, as well as the horizontal boom below the mizzen (aft) mast, and the bowsprit. All the sails were furled in their stowed position.

The vessel’s six mooring lines were let go about 20:16. About 20:19, the twin screw tug Charles D. McAllister assisted Cuauhtémoc off the pier.

The docking pilot gave astern commands to the captain on the conning deck, which were acknowledged by the captain, translated to Spanish, and relayed to another crewmember on the deck below, outside of the navigation bridge. This crewmember then relayed the orders to crewmembers within the navigation bridge, where commands were inputted.

Between 20:20 and 20:22, Cuauhtémoc moved astern and away from Pier 17 at 2.5 knots. Once clear of the slip, the docking pilot gave a stop command, gave a dead-slow-ahead order, and directed Charles D. McAllister to reposition on the starboard bow of Cuauhtémoc. As the crew of the tug took their line in, the docking pilot ordered additional commands in the ahead direction.

Charles D. McAllister began pushing on the starboard bow of Cuauhtémoc. The stern of Cuauhtémoc began to swing toward the Brooklyn Bridge. At the order of the docking pilot, Charles D. McAllister stopped pushing against the ship, backed away, and manoeuvred toward the stern of Cuauhtémoc along its starboard side.

Between 20:23 and 20:24, the vessel’s astern speed increased from 3.3 knots to 5.1 knots, and the harbour pilot called for nearby tug assistance.

Starting at 20:24:42, the upper sections of all three masts of Cuauhtémoc contacted the underside of the Brooklyn Bridge, one by one. The mizzen mast contacted the bridge first, followed by the main mast, and then the foremast.

The mizzen mast and main mast also struck the bridge’s number three traveller (a moveable maintenance platform hung from traveller rails beneath the bridge deck that was used for workers to access areas of the bridge), which was positioned at its docking location near the Brooklyn Tower. The vessel was traveling about 5.9 knots astern when it contacted the bridge.

Cuauhtémoc continued in the astern direction under the Brooklyn Bridge, and its stern contacted a seawall on the Brooklyn side of the East River. Cuauhtémoc continued along, with its port side against the sea wall, and the vessel’s speed decreased.

About 20:27, Cuauhtémoc came to rest against the seawall on the east side of the Brooklyn Bridge.

​Automatic identification system data shows that, about 20:28, the vessel moved away from the seawall into the river between the Brooklyn Bridge and the Manhattan Bridge. The crew then deployed both anchors.

Charles D. McAllister remained on scene. About 20:30, New York City Police Department and New York City Fire Department boats arrived and transported injured crewmembers to local hospitals. Later that evening, the vessel was towed across the East River to Pier 36 in Manhattan.

Post-accident events and activities

Post-casualty examination of the vessel’s exterior above the waterline the following afternoon identified scraped paint along the port quarter. The rudder post was deformed, and the rudder was positioned perpendicular to the vessel toward the port side.

Inspectors from the New York City Department of Transportation (NYCDOT) assessed the damage to the Brooklyn Bridge. A preliminary assessment stated there was no significant structural damage to the bridge.

The NYCDOT assessment identified impact points to the traveller rail and minor scrapes to the paint on a main bridge span. From the top of the deck, no distortion of the traveller rails was noted.

Inspectors observed a loss of paint and potential damage to the galvanised coating on the wires to a suspender cable near the impact location but no fraying or broken wires. The assessment also noted damage to the docking platform of the number three traveller, traveller rails, and components adjacent to the drive machinery.

The NYCDOT assessment also noted that the traveller was still hanging securely from the traveller rails.

NTSB investigators have interviewed crewmembers on watch aboard Cuauhtémoc at the time of the accident, the two pilots, and the crew (captain and two deckhands) of Charles D. McAllister.

Both pilots and the captain from the tug were tested for alcohol and other drugs; all results were negative.

Cuauhtémoc was towed to a local shipyard for repairs, examination, and documentation; NTSB investigators have been on board the vessel for a preliminary examination.

The NTSB investigation of all aspects of the accident is ongoing and includes examination of the propulsion system and the operating control system, relevant crew experience and training, and operating policies and procedures.