12th February marks 36 years after a major marine casualty in US waters, which changed USCG safety procedures. On the aftermath of the tragedy, which claimed lives of 31 crewmen, the US Coast Guard reformed its marine safety protocol, tightened its inspections of 20-year or older ships and initiated the rescue swimmer program, among others, according to Petty Officer 2nd Class Corinne Zilnicki.
On 12 February 1983, the 605-foot cargo ship ‘Marine Electric’ was sailing northward off Virginia’s Eastern Shore, in a winter storm. The crew had been battling 25-foot waves for hours, before the bow seemed only to dip.
Over the next two hours, the waves intruded with increasing vigor. The entire foredeck was swallowed in 6 feet of water. The main deck was completely awash. The bow was settling, they were taking on too much water, and the crew was in real trouble. At 2:51 a.m., the captain, Phillip Corl, made the first radio distress call to the Coast Guard.
By the time assistance arrived, the Marine Electric had listed, rolled violently to starboard, and capsized, hurling most of its 34 crew into the freezing water.
Chief mate Cusick surfaced with a gasp, managed to get his bearings, and spotted a partially-submerged lifeboat nearby. After swimming through towering waves for 30 minutes, he pulled himself into the swamped boat and started thrashing his legs to stay warm.
All the time I kept looking out and yelling out, ‘lifeboat here,’ just continually yelling out to keep myself going. Then I waited and prayed for daylight to come,
… the chief mate said.
The Coast Guard had long since dispatched an HH-3F Pelican helicopter crew from Air Station Elizabeth City, North Carolina, and directed the crews of several cutters to the Marine Electric’s position, but the tumultuous weather conditions slowed the rescuers’ progress.
Naval Air Station Oceana had to recall available personnel before launching a helicopter crew, including rescue swimmer Petty Officer 2nd Class James McCann.
At 5:20 a.m., the USCG helicopter crew was the first to arrive on scene. They had expected to find the Marine Electric’s sailors tucked into lifeboats and rafts, but instead, they found a blinking sea of strobe lights, empty lifeboats, and bodies strewn below.
The Navy aircrew arrived and deployed McCann, who tore through the oil-slicked waves, searching for survivors. He managed to recover five unresponsive sailors before hypothermia incapacitated him.
USCG crew scoured the southern end of the search area and discovered one man, Paul Dewey, alone in a life raft and hoisted him into the helicopter. About 30 yards away, they spotted Eugene Kelly, the ship’s third mate, clinging to a life ring, and lowered the basket to retrieve him.
Cusick remained huddled in his lifeboat until the sailors aboard the Berganger, a Norwegian merchant vessel whose crew was helping search the area, sighted him and notified the USCG. The helicopter crew retrieved him in the rescue basket, then took off for Salisbury, Maryland, to bring the three survivors to Peninsula Regional Medical Center.
Meanwhile, more USCG and Navy rescue crews converged on the scene to search for survivors.
Coast Guard Capt. Mont Smith, the operations officer at Air Station Elizabeth City, had piloted a second Pelican helicopter through turbulent headwinds for over an hour in order to reach the site.
He and his crew scanned the debris field below for signs of life. The people they saw were motionless, and it was difficult to determine whether they were simply too hypothermic to move, or deceased.
Dewey, Kelly and Cusick were the only men pulled from the ocean alive that morning. Their 31 shipmates had either succumbed to hypothermia or drowned.
All told, Coast Guard, Navy, and merchant vessel crews recovered 24 bodies from the scene of the capsizing. Seven were never found. It is likely the ship’s engineers were trapped belowdecks when the vessel capsized.
The investigation revealed that although the Marine Electric had been recently inspected several times by both ABS and the USCG, marine inspectors had failed to note several discrepancies or recommend needed repairs. Investigators concluded that the casualty had most likely been caused by inadequate cargo hatches and deck plating, which allowed the crashing waves to flood the vessel’s forward spaces.
Coast Guard Capt. Domenic Calicchio felt the USCG needed to revamp its marine safety procedures and demand more of maritime companies, but more importantly, ‘that the Coast Guard needed to demand more of itself‘.
His push for reform resulted in several additions to the Coast Guard’s marine safety protocol, including guidance on hatch cover inspections, and new requirements for enclosed lifeboats and their launching systems, for ships’ owners to provide crews with cold water survival suits, and for flooding alarms to be installed in unmanned spaces on vessels.
The Coast Guard also tightened its inspections of 20-year or older ships, which led to the near-immediate scrapping of 70 similar WWII-era vessels.
Meanwhile, by 2025, it is estimated that the demand for waterborne commerce worldwide will more than double. The Coast Guard has published its Maritime Commerce Strategic Outlook in preparation for the increasing demand.
The Marine Electric shipwreck also served as the genesis of another crucial development: the Coast Guard rescue swimmer program, which was established in 1984. The program’s physical fitness standards, training and organizational structure were developed over a five-year implementation period, and in March of 1985, Air Station Elizabeth City became the first unit to receive rescue swimmers. The first life was saved two months later.