SS Marine Electric Disaster: Investigation and Aftermath

The SS Marine Electric disaster was a devastating maritime accident that occurred on February 12, 1983. The ship was a roll-on/roll-off cargo vessel that was traveling from Norfolk, Virginia to Philadelphia, Pennsylvania.

The investigation into the disaster was led by the U.S. Coast Guard, which found that the ship's crew had failed to properly secure the cargo, leading to a loss of stability. This was a critical factor in the ship's eventual sinking.

The aftermath of the disaster was marked by a significant loss of life, with 33 crew members and passengers killed. The incident also raised important questions about maritime safety and the need for improved regulations and training.

The SS Marine Electric was a cargo ship that sailed from Norfolk, Virginia, to Somerset, Massachusetts, with a cargo of 24,800 tons of granulated coal on its final voyage.

It set sail on February 10, 1983, and battled a fierce storm that was gathering, with 25-foot waves and winds gusting to over 55 miles per hour.

The ship was contacted by the United States Coast Guard to assist a fishing vessel, the Theodora, which was taking on water the following day.

The Theodora eventually recovered and continued on its course, while the Marine Electric turned north to resume its original route.

The ship's bow was riding low in the water in the early morning hours of February 12, prompting multiple mayday calls to the Coast Guard.

The Marine Electric capsized shortly after, killing 31 of its 34-man crew.

Curious to learn more? Check out: United States Committee on the Marine Transportation System

The investigation into the sinking of the SS Marine Electric revealed some shocking facts. The ship ran aground during its attempt to help the Theodora, which was not the actual cause of the sinking.

Representatives of MTL initially theorized that the ship's grounding was the reason for the sinking, but this theory was later disproved by the Coast Guard investigation. The investigation found that the ship had left port in an un-seaworthy condition, with gaping holes in its deck plating and hatch covers.

Chief Mate Bob Cusick testified that no effort was made by MTL to rectify the issues, despite his multiple reports of the problems. The hatch covers posed a significant problem, as they allowed water to fill the cargo hold and drag the ship under.

Inspectors had noted the hatch covers' condition, but never tested them, and a representative of the hatch covers' manufacturer warned MTL in 1982 that their condition posed a threat to the ship's seaworthiness.

The SS Edmund Fitzgerald sank on November 10, 1975, in a storm on Lake Superior.

It's a tragedy that still resonates today, with 29 crew members losing their lives.

The ship was traveling from Superior, Wisconsin to Detroit, Michigan with a cargo of iron ore.

The Fitzgerald was a well-maintained vessel, but it was no match for the fury of the storm.

The crew had been warned of the bad weather, but they were running late and felt pressure to keep moving.

The ship's speed was a contributing factor to its demise, as it was traveling faster than recommended in heavy seas.

The compromised cargo hatch on the SS Marine Electric was the initial point of failure that allowed water to rush into the bow and start flooding the ship. This happened as the ship was plowing through the waves rather than riding with them.

The compromised cargo hatch allowed water to flood the ship, which eventually reached other cargo holds, weighing down the entire ship. This caused the deck of the SS Marine Electric to become submerged, with water rising to 6 feet deep.

The compromised cargo hatch was a critical failure that led to the sinking of the SS Marine Electric.

Additional reading: SS El Capitan

The investigation into the Marine Electric's sinking revealed some disturbing facts. The ship was left in an un-seaworthy condition, with gaping holes in its deck plating and hatch covers.

Inspectors had noted these issues, but no effort was made to rectify them. Surviving Chief Mate Bob Cusick testified that he had warned about the problems, but nothing was done.

The hatch covers posed a significant risk, as they allowed water to flood the cargo hold in a storm. Without them, the ship could be dragged under.

Inspectors had recorded fake inspection records, showing that the hatch covers had been inspected during periods when they were actually removed for maintenance. This was a clear attempt to deceive.

A representative of the hatch covers' manufacturer had warned MTL in 1982 about the potential risks. However, inspectors never tested the hatch covers, despite this warning.

The Coast Guard had delegated some of its inspection authority to the American Bureau of Shipping, a private agency. However, questions were raised about whether the ABS was effectively exercising this authority.

The conflict of interest was also a major issue, as the inspection fees paid to the ABS were paid by the ship owners. This created a clear conflict of interest.

The rescue efforts for the SS Marine Electric were a complex and challenging operation.

The ship's distress signal was received by the Coast Guard's Rescue Coordination Center at 10:30 PM on December 3, 1979.

The closest Coast Guard cutter, the CGC Vigorous, was dispatched to the scene and arrived at 12:15 AM on December 4, 1979.

The Vigorous began rescuing survivors at 1:20 AM, using its rescue boat to reach the lifeboats.

A total of 33 survivors were rescued by the Vigorous, with the last survivor being pulled from the water at 4:30 AM.