C. RÉSUMÉ OF REPORTS OF MARINE CASUALTIES INVOLVING TOWING VESSELS, This contains a statistical summary based on information contained in reports of marine casualties for the period July 1, 1961, through June 30, 1962. Towing vessels and vessels being towed are required to report marine casualties which involve loss of life, grounding, damage amounting to more than $1,500, or which affect the seaworthiness of the vessel, and any injury to personnel which incapacitates a person for more than 72 hours. Personnel injuries are not included in this report. Marine casualty reports include an entry for an estimate of damage. Since reports are often made before the estimate of damage is known, this information is not complete. However, the percentage of reports received, which contained this information, is shown with the total amount of damage in the composite summary. These reports show in summary that: (a) Approximately 60 percent of the casualties reported involved collisions of the towing vessel or the tow. (b) Approximately 50 percent of all casualties reported involved towing vessels of less than 100 gross tons. (c) Approximately 33 percent of all casualties involved towing vessels of less than 500 horsepower. (d) of 215 towing vessels involved in 147 collisions with other vessels or tows, 113 of these towing vessels were less than 100 gross tons. (e) Of 116 collisions involving towing vessels or their tows with fixed objects such as bridges, piers, etc., 56 of these towing vessels were less than 100 gross tons. (f) of 27 towing vessels which sank, 24 were less than 100 gross tons and the majority were less than 50 gross tons. (g) of 24 fires and explosions reported, 18 involved towing vessels of less than 100 gross tons. D. SUMMARY OF CASUALTIES, JULY 1, 1961, THROUGH JUNE 30, 1962 200 to 300 gross tons. Over 300 gross tons.. Casualty-Horsepower comparison: 100 to 500 horsepower_ 500 to 1.000 horsepower_. Over 1,000 horsepower--- Number of lives lost as result of casualties involving uninspected towing vessels. Number of lives lost as result of casualties involving inspected towing vessels__. Estimated amount of damage resulting from casualties____ 129 129 132 68 1 Only 73 percent of reports of marine casualties contained information on monetary losses. E. RÉSUMÉS OF TYPICAL MARINE CASUALTIES INVOLVING TOWING VESSELS IN FISCAL YEAR 1962 1. Type of casualty-Sinking Case No. 1-A 112-gross-ton uninspected pusher-type towing vessel employed in fleeting barges and making up tows attempted to make a downriver landing on the lead barge of a large tow. The smaller towing vessel broached in front of the lead barge of the barge tow and was run under due to headway of tow and river current. According to the record this casualty was considered to have been caused by poor judgment on the part of the unlicensed operator of the 112-gross-ton towing vessel. Estimated loss $150,000. Case No. 2-A diesel powered towing vessel was towing a barge astern on a short hawser. When the towing vessel took a shear, the barge overran it. This resulted in flooding through the open engineroom doors and sinking of the vessel. Case No. 3-While towing three barges astern in a bay and with moderate seas, the deck plating under the towing bitt of an uninspected towing vessel failed. The plating was pulled up in an area of approximately 6 feet by 5 feet. This allowed the stern compartment to flood and caused vessel to sink. Estimated damage $25,000. Case No. 1-A 77-gross-ton inland diesel towing vessel with a freeboard of 3 inches sank when one side hung on the dock and the vessel took a slight list. The wake of a passing motorboat boarded the vessel and flooded the engine room through the open deckhouse doors. This small amount of water caused the vessel to sink. Case No. 5-A 383-gross-ton inland diesel towing vessel operating in an east coast river sank when the tow took a shear and the towing hawser pulled the tug over on its beam ends and water entered the vessel through open deckhouse doors. Estimated damage $150,000. 2. Type of casualty-Collision with another vessel Case No. 1-During a period of low visibility a large ocean vessel collided with an uninspected diesel towing vessel and tow in a narrow channel. The towing vessel sank with the loss of three lives. It appears that the principal cause of the collision was the failure of the towing vessel to comply with the rules of the road by not remaining on its own right side of the channel and passing port to port. The person in charge of the towing vessel was in possession of a motorboat operator's license. Case No. 2-During hours of darkness two tows collided in a meeting situation in the Mississippi River. The evidence indicates that the collision was caused by the failure of the down-bound tow to comply with the applicable rules of the road and pass port to port. The downbound towing vessel was of 65 gross tons and the up-bound was 183 gross tons. The persons in charge of navigation in case of both vessels were not licensed. 3. Type of casualty-Collision with a fixed object Case No. 1-The pilot (unlicensed) of a 479-gross-ton diesel towing vessel pushing 12 coal barges failed to allow for outdrift of current at canal lock and the head of the tow collided with the lock cell. As a result the tow broke up and barges drifted downstream and struck a river dam. Total estimated damage $168,800. Case No. 2-A 2,100-horsepower diesel towing vessel was bound downstream pushing eleven barges containing 13,000 tons of cargo. The tow was averaging 12 m.p.h. when the pilot (unlicensed) lost control and the lead barges collided with bridge piers. As a result the tow broke up. One barge and its cargo sank and one barge listed heavily and dumped its deck load into the river. Estimated damage $207,396. 4. Type of casualty-Fire Case No. 1-A diesel towing vessel pushing two loaded tank barges caught fire and burned. It was found that the engine exhaust lines were not insulated and they ignited combustible materials in the superstructure. The vessel was not equipped with any fixed fire extinguishing system, fire pump or fire hose. One 15-pound CO, and one 5-pound CO2 comprised the portable equipment on board. Estimated damage $20,000. Case No. 2-A fire occurred in the superstructure and living quarters on board a diesel towing vessel while it was made up astern of seven loaded tank barges and moored awaiting its turn to enter the river locks. The fire apparently started in the master's cabin due to faulty electrical wiring. Estimated damage $75,000. The investigating officer included the following comment in his report: "Of interest in this case is that the partition bulkheads through the interior cabin were constructed somewhat similar to a building ashore. That is, 2- by 4-inch wall joists and studding, and nonfireproof painted hardboard panels. Another pertinent fact was learned. There was no fire or other emergency organization or training either formal or informal on board this uninspected diesel river towboat. Upon questioning several crewmembers, including the unlicensed pilot, it was found that the personnel appeared to know little or nothing regarding the types of fire extinguishers, the extinguishing agents, or how to effectively use them to fight fire. The deckhands first on the scene with the firehose did not check to determine if electrical power had been cut off to the area before playing water within the rooms and passageways." 5. Type of casualty-Casualty involving barge with hazardous cargo Case No. 1: A diesel-powered towing vessel of 3,200 horsepower was pushing a tow of four barges and had them arranged in a column of three with the fourth barge moored to the portside of the leading barge. The fourth barge was a 175- by 35- by 10-foot open hopper square end type with a transverse bulkhead amidship which separated the barge into two open holds. The holds contained four independent tanks which were loaded with liquid chlorine in bulk. The barge had a freeboard of about 30 inches. At normal speed a bow wave of steady amplitude forms in front of the square bow rakes of the leading barges and almost reaches the deck edge. When barges are pushed from relatively deep water into shoal water the amplitude increases sharply and water spills over onto the bow rake deck. If the increase is great enough it will pass over the low coaming into the open hopper or hold. In this case the person in charge of the towing vessel (unlicensed) apparently failed to allow for the increase in bow wave effect by slowing down when the tow entered shoal water and the forward hold filled with water and the barge sank. This same barge was sunk under similar circumstances 2 years prior to this incident, and again later with a cargo of carbon tetrachloride. In addition to the case cited above the records show that three other barges of similar design have sunk under similar conditions while carrying a cargo of liquid chlorine in bulk. Case No. 2: A towing vessel was towing alongside a barge with cargo of sulfuric acid. Ice was encountered and the vessel operator (unlicensed) continued with the barge alongside. As a result, ice wedged between the towing vessel and the barge and as the result of pressures created while working in the ice, the hull of the barge fractured and the barge sank in a busy canal. It is likely that this would not have occurred if the operator had towed the barge on a hawser once ice was encountered. F. FINDINGS 1. On December 1, 1961, there were approximately 5,100 vessels documented for towing service by the Bureau of Customs. For comparison, on April 1, 1962. a total of 8,698 vessels had valid Coast Guard certificates of inspection. This included 3,647 small passenger vessels of 65 feet in length or less and 2,502 tank barges. 2. Of the 5,100 vessels documented for towing service 103 had a Coast Guard certificate of inspection. There were a total of 84 inspected steam towing vessels and the remaining 19 inspected vessels were seagoing motor towing vessels of 300 gross tons or over. In other words, only 2 percent of the documented towing vessels were Coast Guard inspected. Approximately two-thirds of the documented towing vessels are under 500 horsepower. There has been an increase of approximately 20 percent in the number of vessels documented for towing service in the last 10 years. 3. No precise information is available on undocumented towing vessels but it is assumed that their number is small. Such vessels would be under 5 net tons. 4. Existing laws require inspection and certification of all steam towing vessels. The prescribing of manning scales and qualifications of personnel to fill these manning scales is encompassed in the issuance of a certificate of inspection. 5. Existing laws require inspection and certification of motor towing vessels only if seagoing and of 300 gross tons or over. 6. The inconsistency of existing laws is illustrated by the fact that while a small inland tank vessel is required by law to be inspected and certificated, a diesel towing vessel on inland waters may tow a barge with quantity and grade of cargo equivalent to that in the tanker but is free from any requirements for inspection and certification. 7. There are over 2,500 certificated tank barges presently in operation. In addition there are 112 barges that have been certificated for the carriage of extremely hazardous chemical cargoes. These tank barges and chemical barges have been constructed in accordance with plans that were approved by the Coast Guard. They have been inspected during construction to insure compliance with applicable regulations and in accordance with the approved plans. Periodically, after being placed in service these barges are inspected as a prerequisite to renewal of the certificate of inspection. On the other hand, the Coast Guard exercises little or no control over the movement of these barges on the inland waters when in tow of a diesel-powered towing vessel. There are no requirements that there be a qualified person in the pilothouse in charge of the navigation. There are no requirements that such towing vessels meet any standards that would insure a vessel of a suitable structure to perform the job. 8. A summary of certain casualty statistics for towing vessels for fiscal years 1945 through 1961 shows that (a) For the period 1950 through 1954 there was an average of 209 casualties per year. (b) For the period 1955 through 1959 there was an average of 348 casual ties per year. (c) For the period 1960 through 1962 there was an average of 559 casualties per year. It is apparent that during the past 10 years the number of casualties has increased by 120 percent while the number of towing vessels has increased approximately 20 percent. Further, for the period 1959 through 1962 collisions of all types accounted for 60 percent of the reported casualties. 9. A detailed review was made of all reported marine casualties involving towing vessels for fiscal year 1962. Highlights based on this review are: (a) That 33 percent of the towing vessels involved in any type marine casualty were under 500 horsepower. (b) That 50 percent of the towing vessels involved in collisions were under 100 gross tons. (c) That over 10 percent of the uninspected documented towing vessels were involved in marine casualties during fiscal year 1962. (d) That less than 3 percent of the inspected towing vessels were involved in marine casualties during fiscal year 1962. (e) That 15 lives were lost as the result of vessels casualties involving uninspected towing vessels. (f) That no lives were lost as a result of vessel casualties involving inspected towing vessels. (g) That the estimated monetary damage due to casualties involving towing vessels was $9,430,512. (This figure is not complete since the monetary damage was only given in 73 percent of the cases reported.) (h) That fires, explosions, and sinkings accounted for 84 casualties or 18 percent of the total reported casualties. By comparison, inspected cargo vessels in 1961 (last year for which figures available) similar casualties accounted for only 3 percent of the reported casualties for that class vessel. 56-150-66--2 |