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Accidents

VALOUR sinking off Wilmington, North Carolina (2006)

The tug *VALOUR* sank while towing the loaded barge *M 192* about 40 miles off Wilmington, North Carolina, after a severe port list developed in heavy weather. Three crewmembers died.

Classification

FieldValue
Incident TypeSinking
SeverityHigh
Investigation BodyUnited States Coast Guard

Vessel Details

FieldValue
Vessel NameVALOUR
Vessel TypeTug
Flag StateUnited States [US]
IMO Number7509421
Official Number569341
Gross Tonnage193
LOA (m)38.10
OwnerMaritrans Valour Co
OperatorMaritrans Operating Company, LP
Year built1975

Incident Details

FieldValue
Date2006-01-18
Location40 miles off Wilmington, North Carolina, United States
RegionAtlantic Ocean
Coordinates13.5819, -38.3203
Fatalities3
Injuries
Missing0
Direct DamageTotal loss of VALOUR
Economic Damage

Key facts

  • VALOUR was towing the fully loaded cargo barge M 192 when sustained winds of 40 to 50 knots, gusts to 70 knots, and 15 to 20 foot seas were reported.
  • At about 2320 on 17 January, a significant port list developed after the number 18 port ballast tank was filled. The USCG identified hydrostatic balancing in cross-connected fuel and washwater tanks as the initiating event.
  • The barge was released at about 0009 on 18 January after overtaking the tug on its port side and creating a tripping hazard.
  • VALOUR sank at about 0225. Three crewmembers died; the report accounts for the other six crewmembers.

Narrative

On 17 January 2006, the uninspected towing vessel VALOUR was towing the fully loaded cargo barge M 192 about 40 miles off Wilmington, North Carolina. It was making about three knots in severe weather, with winds from the south at 40 to 50 knots, gusting to 70 knots, and seas of 15 to 20 feet.

At about 2320, the master sounded the general alarm after the vessel developed a significant port list. The USCG concluded that filling the number 18 port ballast tank initiated hydrostatic balancing between cross-connected number 4 and number 5 fuel tanks and the washwater tanks. The list continued to worsen.

The chief mate fell while heading to the engine room and was incapacitated. During preparations for his medical evacuation, an able seaman fell overboard. While responding, the vessel was turned so that wind and seas came onto the starboard beam, which aggravated the roll. M 192 overtook the tug on the port side and was released at about 0009 on 18 January to avoid a tripping hazard. A Coast Guard helicopter recovered the man overboard, and the assisting tug JUSTINE FOSS arrived shortly after 0100.

The list intensified and the crew mustered on the bow after the master concluded that the vessel could not be saved. At about 0225, the stern submerged and the bow rose sharply. The chief engineer and an able seaman went into the sea; the chief engineer later died aboard JUSTINE FOSS and the able seaman was lost. The chief mate had died earlier. JUSTINE FOSS rescued the surviving crew and later towed M 192 to Wilmington.

Sequence of events

Date/timeEvent
2006-01-17, before 23:20VALOUR towed the loaded barge M 192 about 40 miles off Wilmington in heavy weather.
2006-01-17 23:20A significant port list developed after filling the number 18 port ballast tank; the master sounded the general alarm.
2006-01-17 about 23:30The chief mate fell while heading to the engine room and was incapacitated.
2006-01-17 about 23:38An able seaman fell overboard during preparations to assist the chief mate.
2006-01-18 00:09M 192 was released after overtaking VALOUR on the port side.
2006-01-18 00:50-01:06A Coast Guard helicopter arrived, located the man overboard, and hoisted him aboard.
2006-01-18 shortly after 01:00JUSTINE FOSS arrived to assist.
2006-01-18 about 02:25VALOUR sank.

Contributing factors

FactorEvidence statusDescription
Hydrostatic balancingConfirmed findingThe USCG identified hydrostatic balancing in cross-connected fuel and washwater tanks as the initiating event after the number 18 port ballast tank was filled.
Heavy weatherConfirmed findingStrong winds and large seas increased heel and rolling during the casualty.
Ballast-control communicationsConfirmed findingNoise and limited communication between the wheelhouse and engine room impeded ballast operations and emergency coordination.
Cross-connected tanksConfirmed findingThe report found that cross-connected tanks enabled hydrostatic balancing contrary to the vessel's stability-letter restrictions.
Vessel manoeuvringConfirmed findingTurning so wind and seas struck the starboard beam increased heel and reduced stability.
Tank and valve monitoringConfirmed findingThe report identified the lack of remote tank-level and valve-position indication as factors that reduced the crew's ability to identify the developing condition.
Abandon-ship decisionConfirmed findingThe report concluded that the decision not to order abandon ship contributed to the loss of life.

Investigation

The United States Coast Guard formally investigated the casualty in report 16732, published on 27 March 2008. It identified hydrostatic balancing of cross-connected tanks as the initiating event. Its conclusions also addressed heavy weather, communications, stability-letter compliance, vessel manoeuvring, tank and valve monitoring, and the abandon-ship decision. The report recommended industry and operator actions concerning stability requirements, weather and ballast policies, tank and valve indication, and man-overboard procedures for tugs with stern tows.

References

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