Thank you for the reminder about the dangers if a career at sea. USMMA does a good job of emphasizing safety protocols from getting into those survival suits during INDOC to lifeboat drills and other precautions learned during their SOLAS (safety of life at sea) course.
Given the implementation of the ISM Code (since 1998), if it was in place back then, do you think the Master would have officially complained to the DPA (Designated Person Ashore) for repairs to the hatches, etc. ?
Sure. But would it have made a difference? I don't think that anyone was unaware of the condition of the covers. THAT is the tragedy.
Should the Chief Mate and/or Master have been aware of the condition. Or was the steel wasted such as it was not visible?
Maybe.. but I have seen companies drag their feet in taking corrective action after a 'non-conformity' report was submitted. Back in the days before Safety Management Systems, if there was a problem getting the company to correct a safety deficiency I had at times asked Coast Guard inspectors to write me a CG-835 [CG 'fix it ticket'] to force the company to expedite the repair/correction.
I think everybody was aware of the ship's condition.. It wasn't a secret.. The records showed that during the last 2 years of her life the MARINE ELECTRIC had upwards of 400 doublers or patches placed on her hatch lids and over a dozen doubler plates on the main deck between the hatches. Doublers and epoxy patches were the standard means of repairing the wastage and also of stevedore damage caused in offloading coal. I remember once talking to a guy at the union hall that had 'night mated' her a few months before she sank.. He told me, besides the numerous hatch and deck repairs, he had also seen holes in the hull in the area of the load waterline where DC plugs had been driven in, sanded down flush and then cover with 'Red Hand' epoxy..
Wow, if true, that's criminal.
It's true.. and yes it's criminal.. but I don't believe anyone went to jail or so much as lost their job over it.. Reportedly MTL paid about 15 million dollar in settlements to the families of those that died. That's about $480,000 per man. I remember once hearing someone remark about the pay out 'that's what these companies feel your life is worth'.. sad and sobering for sure..
Because of the MARINE ELECTRIC and other bulkers sinking, doublers between hatches became a big issue. . . .I remember surveying an Greek operated bulker and seeing doublers in those locations during and Annual Survey. I asked the chief mate what the deal was. He told me that they were there to keep water from leaking into the hold. . . uh, yeah. Some unplanned steel work was carried out before they left. . . . Using epoxy and other means to hide these kind of things is criminal in my book. As a Class Surveyor, it can be difficult to see these things that are intentionally done to deceive. . . . . there is much I do not miss about that job.
I am pretty sure that everyone was aware, perhaps even the superintendent. I got to know him several years after the incident, but I never asked. . . and he will remain nameless at this time. Haven't even seen him in over 20 years. He may well have passed.
Exactly. There are risks to every business or occupation. Working in the maritime industry has more than most. I myself have been injured on a few occasions, but not severe enough to miss more than a couple of weeks of work. Granted, this incident happened prior to the ISM Code, but all that really does is codify how a good operator is supposed to act.
Many, a few are:
Thank you very much Sir!