Classification
- Incident Type: Fire / Explosion
- Severity: High
Vessel Details
| Field | Value |
|---|---|
| Vessel Name | Dennis Hendrix |
| Vessel Type | Tug |
| Flag State | United States [US] |
| IMO Number | 8424575 |
| Official Number | 583466 |
| Gross Tonnage | 180 |
| LOA (m) | 55 |
| Breadth (m) | 16 |
| Year Built | 1977 |
| Owner/Operator | American Commercial Lines, LLC |
| Crew Size | 10 |
Incident Details
| Field | Value |
|---|---|
| Date | 2014-10-31 |
| Time | About 07:42 local time (CDT) |
| Location | Lower Mississippi River, about 10 statute miles northwest of Baton Rouge, Louisiana |
| Coordinates | 30.568333, -91.271667 |
| Region | United States |
| Fatalities | 0 |
| Injuries | 0 |
| Missing | 0 |
| Direct Damage | USD 3.8 million |
Key facts
- The fire began at about 07:42 while Dennis Hendrix was pushing 24 loaded barges upriver.
- The starboard engine had been increased from about 840 to 900 rpm while the vessel overtook Ron Hunter.
- The crew accounted for all 10 crewmembers, activated the fixed carbon-dioxide system, and continued firefighting after electrical power was lost.
- Ron Hunter towed Dennis Hendrix and its barges to the right ascending bank. Eight vessels assisted with towing or firefighting.
- Two Exxon Mobil fireboats extinguished the fire with foam at about 14:30.
- The NTSB estimated property damage at USD 3.8 million.
Narrative
Dennis Hendrix was an uninspected towing vessel operating upbound on the lower Mississippi River with a tow of 24 loaded barges. At about 07:00 on 31 October 2014, the three main engines were running at approximately 840 rpm, with normal reported temperatures and pressures. About half an hour later, the vessel approached the towing vessel Ron Hunter. Because a downbound vessel was farther ahead, the captain increased all three engines to their maximum speed of 900 rpm to overtake Ron Hunter before the meeting.
At about the same time, the on-duty chief engineer observed that the starboard engine fuel rack was at its maximum position and heard the engine laboring. As he went to inspect it, the starboard engine exploded, blowing out windows on the starboard side of the engine room and producing flames and black smoke. The captain disengaged the engines and sounded the general alarm. The crew mustered on deck, rigged hoses, and activated the fixed carbon-dioxide system after accounting for all 10 crewmembers.
Closing the engine fuel-supply valves proved difficult and required assistance from additional crewmembers. After the valves were closed, electrical power was lost, and the crew used a portable engine-driven pump to continue firefighting with river water. Ron Hunter took Dennis Hendrix and the barges in tow to the right ascending bank. Other vessels provided assistance, and two Exxon Mobil fireboats extinguished the fire with foam at about 14:30.
The engine room sustained significant damage, including distorted decks and bulkheads, burned structural members, and damage around the starboard engine. Heat, smoke, soot, and water also damaged accommodation spaces. The NTSB found loose bolts on the no. 5 cylinder rod cap and determined that the probable cause was catastrophic starboard-main-engine failure while operating under high load.
Sequence of events
| Date/time | Event |
|---|---|
| 2014-10-31 07:00 local | The three main engines were reported to be operating at about 840 rpm with normal readings. |
| 2014-10-31 07:30 local | The captain increased all three engines to 900 rpm to overtake Ron Hunter. |
| 2014-10-31 07:42 local | The starboard engine failed catastrophically, and the captain sounded the general alarm. |
| 2014-10-31 about 07:50 local | The Coast Guard and operator were notified, and nearby vessels were asked to assist. |
| 2014-10-31 | Ron Hunter towed Dennis Hendrix and its barges to the right ascending bank. |
| 2014-10-31 about 14:30 local | Two Exxon Mobil fireboats extinguished the fire with foam. |
| 2015-11-09 | The NTSB adopted Marine Accident Brief NTSB/MAB-15/22. |
Contributing factors
| Factor | Evidence status | Description |
|---|---|---|
| Loose no. 5 rod-cap bolts | Confirmed finding | The NTSB found that loose bolts led to fatigue failure of the no. 5 connecting-rod assembly and upper bearing. |
| High engine load | Confirmed finding | The probable-cause determination specifies that the engine failed while operating under a high-load condition. |
| Increased loading before failure | Confirmed finding | The NTSB found that prior starboard-propeller damage and the increase from 840 to 900 rpm placed the starboard engine under greater load. |
| Difficult fuel-valve operation | Reported | Crew statements described difficulty closing the fuel-supply valves, delaying fuel isolation during the response; the NTSB did not identify this as the probable cause. |
Investigation
The National Transportation Safety Board investigated the casualty with Coast Guard assistance and published Marine Accident Brief NTSB/MAB-15/22. Mechanical examination found damage around cylinder no. 5, including separation of the lower basket or rod cap from the connecting rod. The NTSB determined that loose rod-cap bolts caused the catastrophic starboard-engine failure while the engine was under high load. The report gives a USD 3.8 million property-damage estimate but does not provide a separate cost breakdown.