19 Engine Companies, 3
Truck Companies, 1 Salvage Company, 3 Fire Boats, 2 Boat Tenders, 2 Foam
Wagons (not used), 1 Rescue Company and 2 Utility Companies. In
addition, 1 Coast Guard and 1 Navy Fire Boat rendered valuable
assistance. Long Beach Fire Department and Navy had additional men
and equipment available. This was not needed.
The Fire Department
equipment and personnel were quickly deployed to cover vulnerable exposure
points on both sides of the channel. The Battalion Chief covering
one side and the Division Commander the other side until the arrival of
Chief Alderson, Deputy Chief and Platoon Commander.
The
exposure points were as follows:
At pierhead
of Berth 152 to prevent extension to Union Oil Terminal Berth 151.
The possible envolvement of Union Oil tanks across Pier A Street and the
northerly end of Berth 154 to prevent extension to Berth 155.
On the east
side of the slip the exposure of fire extending from Berth 168 to
169. The protection of Shell Oil Terminal facilities and tanks
immediately adjacent to "Markay" and to the east. The
cutting off of fire and removal of oil barge at the head of Berth 157, and
finally the cutting off of the fire before it reached the Pacific Borax
Company and extension to Berth 166.
The water
supply on both sides of the ship in general was adequate with the addition
of certain companies assigned to draft from the channel. There were
slight deficiencies noted on the Pier A street side until the ruptured
sprinkler line was shut off. The need for additional hydrants on the
Mormon Island side are now under consideration.
The use and
value of the radio at a fire of this magnitude surely demonstrated
its value to the department in controlling the movement of companies and
in directing of operations.
The manner
in which Fire Boats Nos. 1, 2, and 3 were used and operated clearly
demonstrated their value, particularly at pierhead of Berth 152 and at
bulkhead at Berth 155, to prevent the extension of fire, and subsequent
work along entire length of Berths 153 and 154. There is no doubt
that they contributed much to prevent the extension of the fire together
with the assistance of the Coast Guard and Navy fire boats which operated
on the "Markay" and adjacent wharfs. The Boat Tender batteries
and the portable monitors were also used to good advantage.
The off
duty members of the department residing in the Harbor area were of
considerable assistance in manning additional hose lines and equipment.
The
cooperation of the Police Department in immediately blocking off of the
area is deserving of commendation from the department.
A number of
tankers and cargo ships were moved by tugboat and ship's crews from
adjacent berths which were endangered. Captain of Port, Frank D.
Higbee, rendered valuable service in supervising these operations.
To date,
ten bodies have been recovered with two persons still missing--nine from
the ship's crew and three from Shell Oil Company. There were ten
persons injured to the extent of requiring hospital treatment.
The
Coroner's inquest was held July 2, 1947.
Cause: Result of a fire and explosion on board the
"Markay".
Verdict:
Accidental.
Conclusion
of the Jury: "The cause of the explosion above mentioned was
the ignition of an accumulation of vapors from the cargo tank on the deck
of the vessel which became ignited from some unknown cause.
"The
cargo being loaded at the time of the explosion was a blend of motor gasoline
and normal butane, used in the manufacture of motor fuel, having a vapor pressure
of about 20 pounds. Vapor from the cargo were discharged on deck
through the ullage holes normally used for gauging and sampling.
Cargoes similar to this have been loaded and transported on previous
occasions without accident, and there was no evidence presented negligence
or failure to follow all normal safety precautions."
This
report has been delayed while awaiting transcript of the Coast Guard
investigation. To date we have been unable to obtain the transcript
or the report of its findings.
It was of
interest to note in the transcript that the vapors from the Butane Blend
were being released in considerable quantities with very little wind to
assist in the dissipation of the vapors. The Captain had ordered
galleys locked and signs written on paper placed in crews' quarters to
prohibit smoking. One of the crew members testified he was making
coffee in the pantry back aft, forward of the mess room, but he had not
turned on the electricity for the electric plate.
The actual
cause of the ignition of the vapors and explosion probably will never be
known. It is most difficult to understand this explosion as it is generally
understood where vapors are involved to the extent they were purported to
be on the "Markay", that even though the empty or partially
filled tanks were involved the mixture is said to be too rich, thus not
within the explosion range.
As a result
of an inspection made by me on June 23, 1947, it was found that a number
of tanks of the wrecked vessel contained explosive mixtures and that the
vessel was creating a definite hazard in the area. Orders were
issued to prohibit unauthorized persons from boarding the vessel and to
provide watchman service. This was followed by complete inspection
and tests for vapor concentrations on 6-24-47. On that date,
identical final notices were served on the W. H. Wickersham & Company,
Agents, Keystone Tankship Corporation, and the Shell Oil Company, which
read as follows: "Provide continuous guard service on shore and
off-shore side at "Markay". Immediately make provisions to
remove remaining cargo of inflammable liquids aboard "Markay"
which at present is a definite fire hazard." A supplemental
notice was issued to the same firms on June 26, 1947, including the
addition to make all cargo tanks and compartments gas-free. The
Harbor Department was notified on June 24, 1947 with reference to the
notices that had been served on the above named firms.
On June 26,
1947, we received a letter from Lillick, Geary & McHose, attorneys
representing the Keystone Tankship Corporation and W. H. Wickersham &
Company, notifying us that they had that date abandoned the ship to the
United States Army Engineers in accordance with the provisions of 33
United States Code, sections 409, 414 and others.
On June 26,
1947, after receipt of the letter of abandonment of the vessel, we
notified the United States Engineers, 751 South Figueroa Street, of the condition of
the vessel and recommended immediate provision be made to take care of
this condition, as the Tankship Markay in its present condition was creating
a definite hazard to the Los Angeles Harbor. As a result of a
conference in the office of the Corps of Engineers, War Department, 751
South Figueroa Street, June 27, 1947, arrangements were made to correct
the conditions with respect to the hazards on the vessel and the eventual
removal of the ship from the Harbor.
On July 8,
1947, we approved the proposed manner of removal of inflammable liquids
from the "Markay" by the Shell Oil Company.
On August
5, 1947, we received a communication from the United States Engineers'
office stating that the work covered in the contract by the Shell Oil Company
of removing the cargo had been complied with.
At the
present time, the United States Engineers have not let the final contract
for the removal of the damaged ship. |