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Accidents

Marine Electric (1983)

Marine Electric was a coal collier en route from Norfolk, Virginia, to Brayton Point, Massachusetts, with a full load of steam coal. The vessel had originally been built as the T2 tanker Musgroves Mills in 1944 and was converted to a bulk carrier in 1961-1962. During the voyage on 12 February 1983, gale-force weather prevailed off the U.S. East Coast.

Classification

  • Incident Type: Sinking
  • Severity: High

Vessel Details

FieldValue
Vessel NameMarine Electric
Vessel TypeBulk Carrier / coal collier
Flag StateUnited States [US]
IMO Number5224833
Official Number245675
Call SignWOOH
Gross Tonnage13757
LOA (m)184.4
Year Built1944
Owner/OperatorMarine Transport Lines Corporation / Marine Transport Management Inc.
Crew Size34

Incident Details

FieldValue
Date1983-02-12
TimeAbout 04:15 EST for the capsize
LocationAtlantic Ocean, about 30 nautical miles east of Chincoteague, Virginia
Coordinates37.880000, -74.781667
RegionAtlantic Ocean
Fatalities31
Missing7

Key facts

  • Marine Electric was sailing from Norfolk, Virginia, to Brayton Point, Massachusetts, with a full load of steam coal.
  • The master reported that the vessel was taking on water and going down by the head during gale-force weather.
  • At about 04:15, the vessel capsized while the crew prepared to abandon ship, throwing most of the 34 crewmembers into 37°F water.
  • Three people survived and 24 bodies were recovered; seven remained missing and were presumed dead.
  • The vessel sank in about 120 to 124 feet of water.
  • The Coast Guard Commandant stated that the actual cause was unknown but identified wasted dry-cargo hatch-top and main-deck plating as the most probable cause of flooding.

Narrative

Marine Electric was a coal collier en route from Norfolk, Virginia, to Brayton Point, Massachusetts, with a full load of steam coal. The vessel had originally been built as the T2 tanker Musgroves Mills in 1944 and was converted to a bulk carrier in 1961-1962. During the voyage on 12 February 1983, gale-force weather prevailed off the U.S. East Coast.

The vessel reported taking on water and going down by the head. The crew prepared to abandon ship, but at about 04:15 Marine Electric took a sudden roll to starboard and capsized before the starboard lifeboat could be lowered. Most of the 34 crewmembers were thrown into water reported at about 37°F. A Coast Guard helicopter and other rescue assets recovered three survivors and 24 bodies. Seven people remained missing and were presumed dead.

The overturned stern remained visible until about 11:30, when Marine Electric sank in approximately 120 to 124 feet of water about 30 nautical miles east of Chincoteague, Virginia. The Marine Board concluded that progressive flooding most probably began through wasted dry-cargo hatch-top plating and wasted main-deck plating. Added water weight forward reduced bow freeboard and exposed the No. 1 and No. 2 cargo hatch covers to heavier boarding seas.

The investigation found that the hatch covers were not weathertight after the 1981 Jacksonville overhaul and did not meet applicable strength requirements. The report described wasting, holes, deterioration, epoxy patches, deflection, and missing securing devices or cross-joint wedges. The Commandant stated that the actual cause could not be established with certainty, and noted that progressive flooding through the ballast system could not be ruled out. The vessel was a total loss.

Sequence of events

Date/timeEvent
1983-02-12 before 04:15Marine Electric reported taking on water and going down by the head in gale-force weather.
1983-02-12 about 04:15 ESTThe vessel capsized while the crew prepared to abandon ship.
1983-02-12 after the capsizeRescue assets recovered three survivors and 24 bodies; seven people remained missing.
1983-02-12 about 11:30The overturned stern sank in about 120 to 124 feet of water.
1984-07-25The Coast Guard marine casualty report was published.

Contributing factors

FactorEvidence statusDescription
Wasted hatch-top platingConfirmed findingThe Commandant identified wasted dry-cargo hatch-top plating as the most probable route for boarding seas to flood forward spaces.
Wasted main-deck platingConfirmed findingWasted main-deck plating likely permitted additional flooding and reduced forward freeboard.
Non-weathertight hatch coversConfirmed findingThe Board found that the hatch covers were not weathertight after the 1981 overhaul.
Inadequate hatch-cover strength and securingConfirmed findingThe report described deficient strength, deterioration, deflection, and missing securing devices.
Ballast-system flooding possibilitySuspectedThe Commandant stated that progressive flooding through the ballast system could not be ruled out.

Investigation

The United States Coast Guard Marine Board of Investigation examined the capsizing and sinking. The Commandant stated that the actual cause remained unknown, but concurred that wasted dry-cargo hatch-top and main-deck plating most probably allowed boarding seas to flood the forward spaces, leading to progressive flooding and loss of the vessel. The report criticized vessel maintenance and inspection practices and recommended stronger examination, repair, testing, and hose-testing policies for metal hatch covers. It does not provide an economic-loss estimate.

References

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