SS Marine Electric
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(Redirected from
Marine Electric)
|
| Career (USA) |
 |
| Name: |
- Musgrove Mills (1944–47)
- Gulfmills (1947–1961)
- Marine Electric (1961–83)
|
| Owner: |
- U.S. Maritime Commission (1944–47)
- Gulf Oil Corp. (1947–61)
- Marine Transport Lines Corp. (1961–83)
|
| Port of registry: |
Wilmington, Delaware |
| Builder: |
Sun Shipbuilding & Drydock Co., Chester, Pennsylvania |
| Yard number: |
437 |
| Laid down: |
10 January 1944 |
| Launched: |
2 May 1944 |
| Completed: |
23 May 1944 |
| Identification: |
Official number: 245675 |
| Fate: |
Foundered, 12 February 1983 |
| General characteristics |
| Class & type: |
Modified Type T2-SE-A1 tanker |
| Tonnage: |
- As built:
- 10,448 GRT
- 16,613 DWT
- After 1962:
- 13,757 GRT
- 25,575 DWT
|
| Length: |
- As built:
- 523 ft (159 m)
- After 1962:
- 605 ft (184 m)
|
| Beam: |
- As built:
- 68 ft (21 m)
- After 1962:
- 75 ft (23 m)
|
| Propulsion: |
Turbo-electric, 6,000 shp (4,474 kW) |
| Speed: |
15 knots (28 km/h; 17 mph) |
| Range: |
12,600 nmi (23,300 km; 14,500 mi) |
SS Marine Electric, a 605-foot
bulk carrier, sank on 12 February 1983, about 30 miles off the coast of
Virginia,
in 130 feet of water. Thirty-one of the 34 crewmembers were killed; the
three survivors endured 90 minutes drifting in the frigid waters of the
Atlantic. The wreck resulted in some of the most important maritime
reforms in the second half of the 20th century. The tragedy tightened
inspection standards, resulted in mandatory survival suits for winter
North Atlantic runs, and helped create the now famous Coast Guard rescue
swimmer program.
Ship history
The ship was built by the
Sun Shipbuilding and Drydock Company of
Chester, Pennsylvania for the U.S. Maritime Commission (contract No. 1770) as a
Type T2-SE-A1 tanker, hull number 437. She was laid down on 10 January 1944, launched on 2 May, and delivered on 23 May.
[1]
In May 1947, she was sold to the
Gulf Oil Corporation and renamed
Gulfmills. In May 1961, she was purchased by
Marine Transport Lines (MTL), and renamed
Marine Electric. The ship was modified by the addition of a new midsection for cargo transport, built at the
Bremer Vulkan yard in Bremen, Germany, which was then towed to the Bethlehem Steel Co. yard in
East Boston. This extended the ship's
length overall from 523 feet (159 m) to 605 feet (184 m), and her tonnage from 10,448 to 13,757
gross register tons (GRT). The work was completed in November 1962.
[2] However, the
Marine Electric was showing its age, exhibiting corrosion and damage to the hull and other structural components.
Final voyage
The
Marine Electric put to sea for her final voyage on 10 February 1983, sailing from
Norfolk, Virginia to
Somerset, Massachusetts with a cargo of 24,800
tons of granulated coal. The ship sailed through a fierce (and ultimately record-breaking) storm that was gathering.
The
Marine Electric neared the mouth of the
Chesapeake Bay
at about 2:00 a.m. on Thursday, 10 February. She battled 25-foot
(7.6-m) waves and winds gusting to more than 55 miles per hour
(89 km/h), fighting the storm to reach port with her cargo.
The following day, she was contacted by the
United States Coast Guard to turn back to assist a fishing vessel, the
Theodora, that was taking on water. The
Theodora eventually recovered and proceeded on its westerly course back to Virginia; the
Marine Electric turned north to resume its original route.
During the course of the investigation into the ship’s sinking,
representatives of MTL theorized that the ship ran aground during her
maneuvering to help the
Theodora, fatally damaging the hull. They contended that it was this grounding that caused the
Marine Electric to sink five hours later.
But Coast Guard investigations, and independent examinations of the wreck, told a different story: the
Marine Electric
left port in an un-seaworthy condition, with gaping holes in its deck
plating and hatch covers. The hatch covers, in particular, posed a
problem, since without them the cargo hold could fill with water in the
storm and drag the ship under. And it was there that the investigation
took a second, dramatic turn.
Investigators discovered that much of the paperwork supporting MTL's declarations that the
Marine Electric
was seaworthy was faked. Inspection records showed inspections of the
hatch covers during periods where they'd in fact been removed from the
ship for maintenance; inspections were recorded during periods of time
when the ship wasn't even in port. A representative of the hatch covers'
manufacturer warned MTL in 1982 that their condition posed a threat to
the ship’s seaworthiness. But inspectors never tested them. And yet, the
Marine Electric was repeatedly certified as seaworthy.
Part of the problem was that the Coast Guard delegated some of its inspection authority to the
American Bureau of Shipping. The ABS is a private, non-profit agency that developed rules, standards and guidelines for ship's hulls. In the wake of the
Marine Electric
tragedy, questions were raised about how successfully the ABS was
exercising the inspection authority delegated to it, as well as about
whether the Coast Guard even had the authority to delegate that role.
Also there was a conflict of interest in that the inspection fees paid
to the ABS were paid by the ship owners.
Aftermath
In the wake of the
Marine Electric sinking,
The Philadelphia Inquirer
assigned two reporters, Tim Dwyer and Robert Frump, to look into old
ship catastrophes. In the series, the writers concluded that government
programs designed to strengthen the merchant marine had actually kept
unsafe ships afloat. Frump later wrote a book,
Until the Sea Shall Free Them, about the sinking.
In the wake of the Marine Board report, and the newspaper's
investigation, the Coast Guard dramatically changed its inspection and
oversight procedures. The Coast Guard report noted that the ABS, in
particular, "cannot be considered impartial", and described its failure
to notice the critical problems with the ship as negligent. At the same
time, the report noted that "the inexperience of the inspectors who went
aboard the
Marine Electric, and their failure to recognize the
safety hazards...raises doubt about the capabilities of the Coast Guard
inspectors to enforce the laws and regulations in a satisfactory
manner."
While the Coast Guard commandant did not accept all of the
recommendations of the Marine Board report, inspections tightened and
more than 70 old World War II relics still functioning 40 years after
the war were sent to scrap yards. In 2003, Coast Guard Captain Dominic
Calicchio was posthumously awarded The Plimsoll Award by
Professional Mariner magazine in part because of his role as a member of the Marine Board of Investigation.
[3]
Additionally, the Coast Guard required that survival suits be
required on all winter North Atlantic runs. Later, as a direct result of
the casualties on the
Marine Electric, Congress pushed for and the Coast Guard eventually established the now famous
Coast Guard Rescue Swimmer program.
Though the safety of sailors at sea improved in the wake of the
Marine Electric
tragedy, those improvements in safety came at the expense of 31 lives,
condemned to a watery grave by poor maintenance and inadequate
governmental oversight.
See also
References
External links
- A firsthand account of the wreck by Bob Cusick, one of the surviving crew members
-
Cold Comfort
By Bob Cusick
February is the shortest month of the year, it's true. But for me, a few hours in
February-on the 12th day, in the year 1983-seemed an eternity. The winter wind, blown by
what the weather bureau later classified as "the worst East Coast storm in 40
years," whipped the ocean into a fury. The ship I was on, the Marine Electric, was on
its way from Norfolk, Virginia, to a power station in Somerset, Massachusetts, carrying a
load of coal. 1, the Marine Electric's Chief Mate, was just shy of my 60th birthday, and
had been a seaman since 1941. But in all that time, I had never been on a voyage like this
one. Although a snowstorm was brewing when we loaded the vessel just a day and a half
earlier, we expected a routine voyage. Neither my 33 shipmates nor I imagined then that we
would share the most terrifying experience of our lives.
The 605-foot Marine Electric, scheduled for dry-docking that spring, had been patched
together in 1962 from the bow and stem of a World War H-vintage tanker and a new mid-body
built in Germany. Everything on the ship was battened down and secured when I turned in
for bed at 2330 hours the previous night. At about 0 1 15 hours, Duty Mate Richard Roberts
had noticed that the bow was not rising properly to the seas. First Engineer Michael Price
had responded by putting the pumps on to the forward tanks. But the pumps couldn't keep
ahead of the water. A worried Captain Philip Corl awoke me at 0230 hours "Come up to
the bridge, Mate," he said. "I can't really tell, but I think she's settling by
the head." He was right. The ship had evidently fractured or opened up forward.
Soon it became apparent that the ship was losing her transverse stability: She was
taking a starboard roll and not returning upright. Captain Corl gave the orders to prepare
to abandon ship. The crew was mustered at the starboard lifeboat, on
"Cold Comfort" by Bob Cusick Page 2 of 4
the low side. At 0413 hours, as the ship was taking an even more pronounced list, the
captain blew the whistle. We began to lower the boat. The sea was cresting at 20-25 feet.
I remember thinking that, with the condition of the wind and sea and the position of the
ship, there was only a slight chance of a successful
launching.
As we were lowering the lifeboat, the ship--seemingly instantly--rolled right down on
her beam's end. I found myself, along with most of the crew, trapped under the deck house,
in the dark, 39-degree water.
Having done much snorkeling since I was a youth, I could hold my breath for long
stretches, and to this I attribute my ability to swim out from under the ship while so
many could not. When I finally broached the surface of the seas, I was faced with a dim
prospect: the night was as dark as pitch, and the icy ocean tumultuous, and the air
temperature a mere 29 degrees. I scanned the area and, in the frigid air, was able to make
out the shape of the ship's smokestack. It was now almost horizontal, and I could hear the
seas slopping against it. I struck out, afraid of being sucked down as the ship continued
to sink.
As I swam, the waves would crest and break, causing me to stop and hold my breath. Each
time a wave cleared, I would swim some more until the next one came. I was not really
conscious of time, but found myself being focused by some innate survival instinct. In
time, I came across a large lifeboat oar and grabbed onto it.
Then suddenly, something happened that I've never been able to explain-at least not
with conventional logic. As I clung to the oar, I felt a line wrap about my right leg,
just above the ankle. Holding onto the oar with one hand, I tried to untangle myself from
the line, but found that I could not. A strong tension pulled on it. The line felt like a
type known as a nine-thread, which is commonly used for heaving lines and attaching life
rings. But if the line were attached to a life ring, it would be floating; and in any
case, there should be no tension. As it was, though, I felt the line pulling me sideways
so strongly that, had I not maintained a strong grip on the oar, I'd have been yanked off
of it.
Page 3 of 4
"Cold Comfort" by Bob Cusick
After a long, cold while, I discerned a shape in the distance. No moon or stars shone.
The only light was the glow of spindrift on the water's surface, and the shape seemed to
be just a slight variation of the darkness that surrounded me. While focusing on the
silhouette, I realized that the line was gone from my foot. Still clinging to the oar, I
swam toward the shape and, as I approached, I was able to identify it. It was a lifeboat,
mostly submerged. It disappeared from sight each time a wave broke over it, until I
finally reached the craft. Then, I discovered that it was tom wide open; air tanks were
keeping it afloat.
No sooner had I climbed in and wrapped my legs around a thwart than a wave crashed
down, nearly washing me out. When it cleared, the bitter wind hit, and I realized that, if
I stayed in the open air, I would soon freeze to death. So I submerged myself in a
water-filled portion of the boat, wedged my body under a seat, and waited, praying for
daylight and a chance of being rescued.
The crashing waves took longer to clear from the lifeboat than they did in the open
sea. Often, when water inundated the boat, it took so long to flow out that I despaired of
being able to ever breathe again. After a time, I became exhausted, and I was increasingly
tempted to let go. Just breathe in the water, I thought; the struggle will be over. It
will be peaceful.
At one such a time, as I labored through a retreating wave, the words of a song that I
had learned the previous summer came into my mind. The song, by Canadian folk musician
Stan Rogers, was inspirational, and particularly fitting. Called "The Mary Ellen
Carter," it told the story of a shipwreck. Soon I was shouting out the chorus,
"Rise again! Rise again!" singing on through the long, lonely night whenever the
icy seas broke away.
As I alternately sang and held my breath, the bone-chilling waves sweeping me up and
washing over me, many thoughts helped keep me from giving up. I recalled that the captain
had notified the Coast Guard of our situation as the ship was sinking. I reflected on what
I knew of Coast Guard actions in the past, and considered their motto, "you have to
go out, but you don't have to come back." And I had faith that they were on the way,
and that they would do everything possible to find me.
Page 4 of 4
"Cold Comfort" by Bob Cusick
At about 0700 hours, with the sun just breaking the horizon, the angel of mercy, in the
form of the United States Coast Guard Helicopter No. 147 1, appeared overhead. The crew
had spotted me, like a grain of sand on a beach (for I had drifted far from the ship), and
plucked me from the freezing water. Aboard were the only other survivors: Paul Dewey, Able
Seaman, who was also able to swim out from under the ship; and Eugene Kelly, Third Mate,
who was on the bridge when the ship rolled over. Also on board were the bodies of several
of our Marine Electric shipmates. The helicopter brought us to Peninsula General Hospital
in Salisbury, Maryland, where we recovered from the effects of the ordeal. Meanwhile,
Coast Guard vessel crews recovered the battered bodies of our remaining shipmates, except
for seven that were never found.
Following that experience, I lived-as I had 25 years previously--on the seacoast, in
Scituate, Massachusetts. But storms were never the same for me afterward. Every time a
gale threw waves crashing onto the beach, 1, snug in the house, would return in thought to
the early hours of 12 February 1983. I'd remember the seas washing over the lifeboat,
holding my breath until they 'cleared, knowing how easy it would be to just let go and
slip under the water. And I'd remember feeling the guidance of the mysterious line, and
being buoyed by a dozen or more inspirational forces, including a song and visions of a
Coast Guard rescue.
I hope that we never take for granted the men and women of the Coast Guard. What they
do is among the bravest and most selfless work to which people can dedicate their lives.
It is because of their sense of duty and courage that I am here today, and I will never
forget it. All of the people who go to sea-whether on Navy or Merchant ships, in fishing
boats, yachts, or any other craft-know, too, that the Coast Guard is on call in case of
emergency.
Next time the winds start howling and the seas begin heaping up, I'll be thinking (and
perhaps you will, too): Maybe a distress signal will come from a vessel in danger. If so,
the crews of the Coast Guard will be out in cutters and helicopters, risking their own
safety while doing all they can to save lives in peril.
- Archive of T2 Tankers
-
Jack Ohman joined The Sacramento Bee in 2013. He previously worked at
the Oregonian, the Detroit Free Press and the Columbus Dispatch. His
work is syndicated to more than 200 newspapers by Tribune Media
Services. Jack has won the Robert F. Kennedy Journalism Award, the
Scripps Foundation Award, the national SPJ Award, the National Headliner
Award, the Overseas Press Club Award, and he was a finalist for the
Pulitzer Prize in 2012 and the Herblock Prize in 2013. He has written
and illustrated 10 books, many of them about fly fishing. Jack has three
grown children.
