Wavelength #54

ISSUE 54 DEC 2015

To reach our Seafarers

In this issue Company News Inert Gas Systems Captain Alekos Stellatos Travelling Safely Part 2 Capt. Alexandros Stellatos 1943-2015

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Safety First Magic Pipes City and Port of Alexandria Inerting

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Editorial Dear readers, This issue of Wavelength is something of a mixed bag, but there are threads throughout. One of these relates to ethics, both of today in the article on magic pipes, for which the sincerest thanks are due to P&I North, and of yesteryear in the From Incidents to Regulations article. Perspective is also highlighted, showing how time, place and situations can alter the points of view of everyone from the person in the street to those on regulatory bodies and captains of industry. Examination of the changes witnessed in these two approaches to determine how problems in shipping should be solved clearly reveal that the industry’s evolution is far from being solely based on financial gain.

The idea that people matter is one that Captain Alekos Stellatos, our Marine Operations Manager who sadly passed away in October, fervently shared with his department, the Company and all those he encountered in his professional and private life. It is an idea that I am sure will live on and ensure that he and what he stood for will not be forgotten.

I hope that this issue makes interesting reading. If you have any comments, suggestions or questions about any of the articles, please do not hesitate to contact me at comment@wavelength.gr

Best wishes, Nick Seaman

Company News Kapsali Meets with Approval for Continuance in the Qualship 21 Program The vessel Kapsali has met with the eligibility requirements for the Qualship 21 Program until June 2018. Fewer than one in ten vessels operating in the United States receives the award. So, everyone involved in ensuring Kapsali meets the highest standards of operation and maintenance is to be congratulated. This particularly applies to her Master, officers and crew, who are to be highly commended for their inspiring efforts that positively reflect both on the Company’s reputation and on their work ethic. May you all maintain the high standards you have set.

Disclaimer: The contents provided herewith are for general information purposes only and are not intended to replace or otherwise contradict the detailed instructions and procedures issued by the owners, managers, flag etc. The articles presented and the views expressed in the bulletin do not necessarily reflect those of the publishers.

Editor: Nicholas Seaman Email: contact@wavelength.gr Design-Production: www.remdesign.gr

Officers’ Forum 2015 The annual officers’ forum was held at the Sofitel Philippine Plaza Hotel, in Manila, on Tuesday 10th and Wednesday 11th November 2015. The team from the head office consisted of Mr. Yannis Procopiou (M&T dept), Mr. Yannis Vakkas (Technical dept), Capt. Yannis Papageorgiou (Marine Operations dept) and Ms. Elli Moretti (Q&S dept).

Additional external speakers were also invited and the topics covered, among others, ECDIS operation, Work Permit Systems, Management of Change, Maintenance of Alfa Laval separators, SEEMP and Pressure surges. The Forum was completed with Capt. Vassilis Tsiris presenting a commemorative plaque of appreciation and a symbolic gift to some of the longest serving officers and CENMAR staff.

Detailed information will follow in the next edition of Wavelength. Meanwhile, a brief summary of the presentation on Permit to Work Systems can be found in this edition's Safety First!

Promoting Health Awareness As part of the Company’s Health/Safety Awareness Campaign, the gym equipment aboard M/V CE-Alliance has been upgraded. This upgrade has been welcomed by the crew, officers and Master, all of whom have become well aware of the benefits of physical exercise during their free time.

Apart from controlling weight, regular exercise can combat a number of health conditions and diseases. High blood pressure is a case in point as being active boosts the concentration of high-density lipoproteins and decreases the amount of unhealthy triglycerides. This combination serves to keep blood flow smooth, thereby helping to manage arthritis and type-2 diabetes. Exercise also boosts energy by triggering the cardiovascular system to work more efficiently.

Another benefit relates to mood. During exercise, brain chemicals are stimulated which leads to a better mood, an increase in confidence and a more relaxed state of mind.

Consequently, exercise promotes better sleep as long as the session does not take place too close to bedtime. Exercising with others, particularly while playing table tennis, provides a fun way to interact with fellow seafarers.

The physical and psychological health benefits of regular exercise are well documented. So, our seafarers should utilize the gym and recreation facilities onboard to the fullest extent in order to remain in peak physical condition and perform their duties with increased energy and vigilance.

Addition to the Fleet The Company is pleased to announce that the M/V NILOS (75,880 tons DWT) has joined the managed fleet. The panamax bulker, the first such vessel to join the fleet since 2008, was built by the Tsuneishi Corporation in Japan in 2006 is owned by International Carriers Ltd and is registered under the Maltese Flag.

Issue 54-Dec 2015

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Technical

Inert Gas Systems

Introduction

Tanker explosions before the introduction of Inert Gas Systems were by far the most frequent kind of non-war tanker casualty. Explosions of this type claimed the lives of over 500 tanker crew and shoreside personnel.

Major oil companies were eventually prompted by these serious explosions and introduced Inert Gas Systems.

Inerting of a tank is carried out by diverting a portion of the boilers’ exhaust gas to the scrubber, which cools the gas and extracts sulfur & soot, and then pumping the combusted, low oxygen gas to the tanks.

Explosions occurred mostly during tank washing according to the combustion triangle: a. hydrocarbon gas given off by the cargo b. oxygen content of the tank atmosphere c. source of ignition (sparks due to static electricity accumulating during water washing) It is impossible to prevent the formation of hydrocarbon gas, and the sources of ignition are diverse and not fully understood.

However, by introducing an inert gas (e.g. flue gas, nitrogen) into the cargo tank atmosphere, the effective oxygen content can be reduced to a level too low to support combustion.

The oxygen concentration must be kept below 10%.

To provide an adequate safety margin, oxygen level of tanks must be maintained between 3% and 5%.

Provided that such an atmosphere is maintained, crude oil washing and other operating procedures can be carried out safely without the risk of cargo tank mixtures approaching the flammable range.

In addition to its main function of ensuring safety during tanker operations, the following advantages are also provided by the inert gas system: 1. The reduction of the oxygen content in the cargo tank atmosphere causes a reduction in corrosion.

2. The slight pressure provided by the introduction of inert gas into the ullage space makes the pumping of volatile and difficult oils easier during discharge.

Definitions An inert gas is defined as a gas or mixture of gases, such as flue gas, containing insufficient oxygen to support the combustion of hydrocarbons.

The Inert Gas plant includes all equipment fitted to supply, cool, clean, pressurize, monitor and control the delivery of inert gas to cargo tanks. The Inert Gas distribution system consists of all piping, valves and associated fittings to distribute inert gas from the inert gas plant to cargo tanks, to vent gases to atmosphere and to protect tanks against excessive pressure or vacuum.

An Inert Gas System consists of an inert gas plant and an inert gas distribution system together with means for preventing backflow of cargo gases to the machinery spaces, fixed and portable measuring instruments and control devices.

Sources of Inert Gas Possible sources of inert gas on tankers and combination carriers are: • Uptake gas from the ship’s main and auxiliary boilers •An independent inert gas generator

Composition and quality of Inert Gas The International Convention for the Safety of Life at Sea (SOLAS 1974), as amended, requires that inert gas systems be capable of delivering inert gas with an oxygen content in the inert gas main of not more than 5% by volume at any required rate of flow and of maintaining a positive pressure in the cargo tanks at all times with an atmosphere having an oxygen content of not more than 8% by volume except when it is necessary for the tank to be gas free.

When using flue gas from a main or auxiliary boiler, an oxygen level of less than 5% can generally be obtained, depending on the quality of combustion control and the load on the boiler.

When an independent inert gas generator is fitted, the oxygen content can be automatically controlled within finer limits, usually within the range of 1.5% to 2.5% by volume.

Efficient scrubbing of the inert gas is essential, particularly for the reduction of the sulphur dioxide content and the subsequent formation of sulphuric acid. High levels of sulphur dioxide increase the acidic characteristic of the inert gas, which is harmful for personnel and may cause accelerated corrosion to the structure of a ship.

Fig.1-Scrubber

Fig.2-I.G. Blowers

Fig.3-I.G. deck seal

Fig.4-I.G. oxygen analyzer

Description and main components of Inert Gas System (flue gas) The main components of the Inert Gas System (flue gas) are the following: • Boiler uptake valves • Scrubber • Demister • Blowers • Gas pressure regulating valve • Vent valve • Deck seal • Non-return valve • Deck isolating valve • P/V Breaker • P/V Valves • Oxygen analyzer

The Inert Gas System (flue gas) consists of flue gas isolating valves located at the boiler uptake points through which pass hot, dirty gases to the scrubber and demister.

Here the gas is cooled and cleaned before being piped to blowers which deliver the gas through the deck water seal, the non-return valve, and the deck isolating valve to the cargo tanks.

A gas pressure regulating valve is fitted downstream of the blowers to regulate the flow of gases to the cargo tanks. A liquid-filled pressure/vacuum breaker is fitted to prevent excessive pressure or vacuum from causing structural damage to cargo tanks.

A vent is fitted between the deck isolating / non-return valve and the gas pressure regulating valve to vent any leakage when the plant is shut down.

The delivery of inert gas to the cargo tanks during cargo discharge, deballasting, tank cleaning and for topping up the pressure of gas in the tanks during other phases of the voyage, is carried out through an inert gas main line which runs forward of the deck isolating valve and the over the entire length of the cargo deck. The inert gas is thereafter distributed through branch lines and local isolating valves to the top of each cargo tank.

Fig.5-P/V valve

Fig.6-P/V breaker

In the next issue, the potential dangers of IGS and the measures required to prevent the failure of the system are reviewed.

Issue 54-Dec 2015

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Marine Operations

Captain Alekos Stellatos

It was with great sadness that the company received news of Captain Alekos Stellatos passing away on 21st October 2015. His wife and son were with him till his last moments, as were all of his friends and colleagues.

His career in the maritime industry spanned more than five decades with his first appointment as 3rd mate dating back to 1960. By dint of hard work and dedication, he was able to rise through the ranks and eventually serve as a master of various Company vessels. In the early 1990s he continued his career ashore as Port Captain and then headed the Company’s Marine Operations department. Education and training were his soft spots, and he enjoyed being a visiting lecturer at the University of Piraeus, where he passed on knowledge and related it to his hands-on experience.

Like the students who attended his lectures, his colleagues in the Marine Operations department benefited from his wealth of experience. Through his guidance, the department was able to carry out operations of both the tanker and dry bulk fleets carefully and efficiently. Of primary concern to Captain Stellatos were the education and training standards for officers and crew, safety of navigation, smooth cargo handling and high standards of maintenance on each vessel.

With his Operations assistants Margarita and Maria

Apart from the relationships he cultivated within his department and throughout the Company as a whole, Captain Stellatos forged many relationships with business associates within the industry. He was a natural at this, primarily because of the admirable traits of honesty and reliability he possessed and projected. He was also quick to offer words of encouragement, comfort and advice whenever necessary even if he was facing difficulties himself. All these qualities made him a prime asset for the Company, which he considered a privilege to represent as well as his second home.

Addressing the Officers Forum in Manila in 2010

During a company visit to BP

One piece of advice that Captain Stellatos would always give was not to rush into dealing with urgent issues. He would urge others to step back to view the issues from as many perspectives as possible before taking action. This advice served him and his colleagues well. Other principles that he stood by related to persistence and understanding: he would spur people on by telling them not to give up because their work would always be rewarded in the end and he showed great care for those working on company vessels. He would always try to get others to put themselves in the position of seafarers so as to comprehend their needs and actions. He also thoroughly enjoyed attending the Company’s officers’ fora in Manila and Odessa and interacting with the officers and crew.

Anyone who knew Captain Stellatos could easily understand that the maritime industry occupied a major part of his life. He loved the sea, he loved the vessels, he loved the business as a whole, but most of all he loved the human interaction and international relations this industry has to offer. Communication was his strong point, and the accessory most frequently found in his hands (apart from his cigarettes) was his mobile phone. He enjoyed travelling, swimming and Latin dancing. However, he would only get really enthusiastic about two things: ships and sports cars.

Captain Alekos will be sorely missed by all his friends and colleagues, but will certainly not be forgotten. As the Company’s Marine Operations manager for 15 years and a member of the family for over 30 years, he became part of the foundation on which this Company has been built.

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Issue 54-Dec 2015

Having a discussion with officers-his favourite pastime

Manning and Training Travelling Safely (continued from Issue 53)

B Protection against infections and diseases Yellow Fever is a serious disease in certain subtropical regions of Africa and Latin America. The disease is transmitted by the Aedes species of mosquito that bites during the day. There is an increasing number of outbreaks in these regions.

Symptoms: fever, muscular pain, headache, chills, lack of appetite, nausea Alarm symptoms: jaundice, abdominal pain, vomiting and bleeding! Yellow fever is a deadly disease.

Vaccination against yellow fever is very effective and protection against the disease for 10 years can be given with one injection.

Typhoid Fever is caused by Salmonella typhi transmitted by contaminated food and water.

Symptoms: fever, headaches, chills, lack of appetite, malaise and sleeping difficulties Alarm symptoms: sustained fever, slow pulse, enlarged liver and spleen!

Vaccination against typhoid fever can be achieved with two types of vaccine: oral, taken in 3 doses at 48-hour intervals, or by a simple injection. Both vaccines are valid for 3 years.

Protection is never 100% guaranteed, so it is essential that food be handled carefully and hygienically.

Influenza is an airborne transmitted viral infection that is often contracted in enclosed and crowded places through direct contact with droplets emitted during coughing.

Symptoms: fever, sore throat, cough and chills, headache, muscle pain and runny nose In temperate regions influenza is seasonal, occurring in winter. In the northern hemisphere this is from November to March, while in the southern hemisphere it is from April to September. In tropical regions there is no seasonal pattern.

Vaccination is recommended before every influenza season although this might be difficult when voyages are to the opposite hemisphere. Therefore, it is wise to avoid enclosed crowded spaces and close contact with infected individuals.

Measles, Mumps and Rubella: 3 diseases that can be prevented by vaccination.

For those who have never been vaccinated against measles, it is wise to have a vaccination before going to developing countries for long periods.

Hygiene and Food Pay particular attention to the quality of water on board. If necessary use bottled water for drinking and brushing teeth, or boil water before consumption.

If you eat ashore: Only drink water from unopened bottles.

Adopt a preference for drinks made with boiled water such as tea or coffee.

Avoid using ice cubes.

Avoid raw vegetables, fresh milk, ice cream, raw or uncooked fish and shellfish, raw meat and fruit that you have not peeled yourself.

These measures are important in the prevention of diarrhoea, cholera, typhoid fever, hepatitis, poliomyelitis and worm infections.

Travelling by aeroplane: Many seafarers travel by air to board their ship. Cabin pressure is similar to that experienced at altitudes of between 1200 and 1800 m. Medical advice should be taken before travelling by plane if you have recently suffered a heart attack, cardiac decompensation, lung disease, an eye injury or have undergone recent surgery.

During take-off and landing, clear your ears by closing your mouth and nose and trying to breathe out. To avoid inflammation and/or formation of a blood clot in a vein, walk around from time to time and avoid alcohol. On long flights, it may be useful for people with a blood vessel problem to use aspirin or other medication after seeking medical advice.

Avoid casual sexual encounters, the chances of which are increased while under the influence of alcohol!

Sexual contact without protection is dangerous! Take condoms and use them. Check their quality and expiry dates and keep them in a cool, dark place.

Use all this advice to help you think smart! The advice will make you well prepared for your itinerary.

Ultimately, your decisions and preparations will make your travel safer.

The information for the article was collected from International Committee on Seafarers’ Welfare (www.seafarershealth.org)

Issue 54-Dec 2015

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SAFETY FIRST! Contact incidents in anchorages Source: IMT MS - 05/2014 Lately a significant increase in the number of incidents involving contact with other vessels at congested anchorage locations has been seen. A few of these have resulted in hull breaches.

CAUSAL FACTORS: Based on a review of recent incidents by IMT, the following were noted to be the common causal factors: • Bridge team’s failure to correctly assess the strength and direction of the local tidal currents and winds prior to arrival, as well as while at anchor and during departure • Manoeuvring own vessel too close to vessel(s) already at anchor • Lack of proper navigational watch keeping practices whilst at anchor • Swinging circle not plotted or used as a monitoring tool, especially during swinging of anchored vessels in different directions.

• Lack of monitoring clearances from adjacent anchored vessels during change of tide • Inadequate monitoring of prevailing weather and weather forecasts, such as local seasonal winds, thunderstorms, passing squalls etc., leading to dragging of the anchor • Unavailability of vessel’s main propulsion for immediate use when it is required PREVENTION: • Pre arrival / departure planning in adequate detail (i.e. appraisal, planning, execution & monitoring), including contingency and site specific risk assessments • Evaluation of the prevailing congestion status at the port’s designated anchorages • Identifying a suitable anchorage position in consultation with Port Authorities / VTS prior to entering the anchorage area • Whilst approaching an anchorage, avoid passing close ahead of other anchored vessels • Evaluation of adequate length of anchor cable to pay out with due consideration to the prevailing conditions, holding ground and sea depth • Plotting of vessel’s swinging circle on GPS, paper chart and ECDIS, if available, to ensure that the vessel has adequate clearance to swing about the anchor. Once anchored, the actual swing pattern to be ascertained and ECDIS/Radar/GPS alarm limits adjusted if available. Swing tendencies of other vessels in immediate vicinity should also be monitored, especially during changes in tidal streams • Calculation and marking of tidal streams where applicable and in known areas for strong tidal effects • Maintaining robust anchor watch at all times, including checking of vessel’s position at regular intervals • Echo sounder and anemometer limit alarms, where fitted, to be re-adjusted as appropriate after anchoring • Monitoring of weather at all times and an action plan available in case of expected adverse weather or anchored vessel’s swinging in different directions • Inserting a visual marker on the windlass to indicate any instances of the brake slipping • Maintaining vessel’s main engine in an appropriate state of readiness

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Issue 54-Dec 2015

Safety Bulletin 15-04

Permits to Work and Risk Assessment Source: CENMAR FORUM 2015 – Work Permits presentation

A permit-to-work system is an integral part of the Company’s SMS and is relevant to safety onboard, as it is implemented when dangerous tasks are undertaken. When incidents do occur, we often say the cause was “human factor”, or “the procedures were not implemented properly”. In other words, there may have been an appropriate PTW system in place, but lack of its practical application has led to failure!

The Permit-to-work system is an essential part of the risk assessment process. When a task has to be carried out you must appraise it and identify its associated hazards. Then you find out what the necessary controls are and implement precautions to reduce the risks. These controls will often include the need for a permit-to-work system.

A permit-to-work system is not simply permission to carry out a dangerous job. It determines how that job can be carried out safely, and helps communicate this to those doing the job. However, it should not be considered just an easy way to eliminate hazards or reduce risk.

The issuance of a permit does not, by itself, make a job safe. That can only be achieved by those preparing for the work, those supervising the work and those carrying it out… Therefore, TEAMWORK is the key, and especially during Daily Work Planning Meetings!

STOP TAKE 5

Detailed instructions for the use of permits are included in FIM Chapter B, section 2. Our company’s SMS Permits are: • Enclosed Space Entry Permit, form D/S-02 • Working Aloft/ Overside Permit, form D/S-10 • Hazardous Task/ Cold Work Permit, form D/S-03 • Electrical Work Permit, form D/S-13 • Hot Work Permit, form D/S-04

• Pressure Vessel Work Permit, form D/S-15

During your daily routine onboard the following sequence should be applied: 1) You have identified a hazardous task that needs to be performed.

2) You carry out a risk assessment.

3) You carry out a Daily Work Planning meeting. During the DWPM: • job steps should be made clear to all participants, • risks associated with each task have to be highlighted, • PPE to be used have to be identified - are they in good condition?

• previous accidents or other experience related to the specific task have to be discussed, • all team members should have been actively involved in this talk and encouraged to make suggestions for improvement in carrying out the task safely, • you should identify what could go wrong.

4) The appropriate permits have been identified, issued and explained to all work party members.

5) Prepare the work site as per the permit’s instructions.

6) Tool box talks should be verbally continued at the site of the job between the work party members. It is your last chance to reduce the risk before commencing the task. Always Take-5 immediately prior starting a task and do a last minute risk assessment in your mind.

FOR EVERY JOB USE YOUR LMRA CARD

Take 5, i.e. stop before proceeding with the task, consider how to do the job safely - Observe and identify hazards in the work area.

- Implement control measures agreed at the preparation stage, e.g. proper PPE, correct tools etc.

- Identify things that could go wrong and PROCEED only when satisfied that all points have been covered.

Working on a ship is not always safe. Nothing should be taken for granted.

You should never hesitate to alert a team member who might be very experienced but overconfident at the same time.

Safety minded officers will motivate the rest of the crew.

Even one person can make a huge difference in your working environment!

TRUST

Ten Really Useful Safety Tips

ELECTRICAL WORKS - USE YOUR WORK PERMIT D/S-13!

• Minimize work on live electrical systems. The first choice is to de-energize.

• Make sure circuits are dead and switched off by means of the main switch or isolating switch.

• Supervisors should walk-through the job site prior to permit approval and periodically during work.

• Ensure that the main switch or isolator is locked off.

• Issue an electrical work permit prior to commencement of any electrical work (form D/S-13) • Only qualified persons are to work on electrical systems rated 50 volts and above.

• Display warnings at the fuse box and the main switch.

• Check the circuit with a suitable voltage indicator.

• Circuits should NOT be assumed to be dead after the above have been carried out.

• Assume all electrical equipment is live - Test Before Touch every time!

Issue 54-Dec 2015

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North P&I Bulletins

Magic Pipes and the Falsification of Records Through comprehensive coverage of important issues within the shipping industry, North P&I manages to raise and maintain awareness of the pitfalls that can create difficulties for those whose living is made at sea. As a leading global marine mutual liability insurer with over 150 years of experience, North P&I has its finger firmly on the pulse of the industry and is in a unique position to disseminate information that can help companies avoid unwelcome setbacks. The wide ranging backgrounds of the people at The North of England Protecting and Indemnity Association Limited (to give the company its full name) also serves to provide readers of their bulletins with multiple perspectives of the issues raised. The aforementioned diversity of backgrounds includes former senior lecturers in higher education, qualified master mariners, former seafarers of both Royal Navy and merchant vessels as well as legal experts. As such, the human capital at North is extensive. What is more, recognition of the quality of the personnel is exemplified through members of the legal department not only being shortlisted for prestigious awards but also winning one presented by Lloyd’s. North’s intriguing and highly informative piece on magic pipes and the falsification of records has been adapted for the following article.

Magic Pipes In the US, court cases relating to pollution due to the illegal discharge of oil contaminated bilge water are still being heard. Such cases are brought against those who knowingly violate MARPOL under the US Act to Prevent Pollution from Ships (APPS). As a D class felony, this crime carries with it severe penalties, including heavy fines, probation and in some cases imprisonment.

Despite the fact that illegal discharges can only be justified in situations where the safety of the ship has to be secured or lives are in imminent danger, such discharges still occur. Investigations published by the US Department of Justice into unjustified illegal discharges have revealed that there are two repeated factors involved in the cases of those convicted of violating MARPOL. The first was that the vessel’s bilge water processing equipment like the oily water separator was bypassed, resulting in the discharge of untreated bilge water.

The second was the falsification of records in, for example, the Oil Record Book.

The most commonly used method of illegally bypassing the OWS involves Examples of how the introduction of the so-called magic pipe into the system. These pipes are the magic pipe is used normally flexible sections of pipe or hose that can be removed quickly and easily.

There are a number of ways these pipes can be deployed so as to discharge bilge water illegally. Some of these are shown in the diagram below.

From the diagram it may seem that the existence of magic pipes is easy to determine, but they can be difficult to identify. This is because they may be situated far from the OWS under the engine room floor plates.

However, if prior to inspection, the magic pipe has been removed, there may be tell-tale signs that can reveal its use like disturbed paint coatings on flanges, fresh paint on flanges and T-pieces on the discharge pipes.

As prevention is better than cure, it is preferable to take steps to stop the magic pipe from being fitted rather than rely on a vigilant inspector’s investigative abilities to uncover a crime. That being said, it must be stressed that there should be no modifications or changes made to a vessel’s bilge pump system without class and/or administration approval.

After approval has been given, any modifications or changes must be fully documented. Two of the preventive measures that can be adopted to inhibit the use of magic pipes are welding beads on the pipe flanges or drilling the flanges to fit security seals through them.

The Falsification of Records As regards the falsification of the Oil Record Book, this is also a felony under US law. Therefore, it is extremely important to maintain the Oil Record Book with the utmost care since a genuine mistake may raise alarm signals with port state authorities. In addition, it is highly likely that during inspections, the Oil Record Book will be thoroughly checked to ensure compliance with MARPOL regulations.

The accuracy of data entered in the Oil Record Book can be verified by checking for continuity in recorded bilge and sludge tank levels and comparing the relevant tank level changes against the times when the OWS was in operation. Thus, it is imperative that all changes in tank quantities be accounted for, including processes where levels drop like the boiling of or steaming of sludge tanks through heating.

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Issue 54-Dec 2015

Furthermore, engine room alarm records may be scrutinized for bilge high level alarms and cross checked for a corresponding pumping operation. Cross referencing of tank levels recorded in the Oil Record Book and the levels at the time of inspection may also reveal incorrect data entries. In order to prevent mistakes that may arouse suspicions of illegal activity, the Oil Record Book should be checked and audited regularly to identify innocent mistakes.

Apart from measures to prevent the use of the magic pipe and to avoid record keeping errors, there is the key aspect of the relationship between ship and shore personnel. This relationship must be built on the guiding principle that there must never be any contravention of a provision of environmental legislation. It is widely recognized that this culture of compliance must be fostered, but perspectives on how this should be achieved vary. US authorities have taken the view that rewards for whistle-blowing can play a role in enforcing compliance. Such rewards are according to APPS, 33 US.C, Section 1908(a), at “the discretion of the court” and can be “an amount equal to not more than ½ of” the fine imposed following conviction. Financial rewards may not only be claimed by crew members. In one case a substantial monetary reward was paid to a passenger on a cruise ship whose video evidence of crew members throwing rubbish over the side of the vessel led to prosecution and conviction.

Although the advent of whistle blowing has been seen as an ethical means of heightening vigilance to prevent environmental threats, its practice can be exploited by unscrupulous seafarers. For instance, someone could deploy a magic pipe or deliberately falsify records and anonymously hold the company to ransom through blackmail. Even though the guilty individual is certain to be discovered eventually, this criminal act will inevitably lead to the dismissal of the whole crew while the incident is being investigated. The corresponding loss of livelihood, no matter how temporary, may cause hardship for the dismissed seafarers’ families.

Such possibilities raise concerns about the morality of whistle blowing, but since US authorities have seen fit to legally adopt its practice with regard to violation of MARPOL Annex I, the decision must be given the utmost respect. The same applies to the severity of the fines and punishments handed down by US courts to illustrate the seriousness of the crime of endangering the marine environment through illegal discharges. Some examples of convictions relating to pollution violations and their legal consequences are shown in the table below.

Vessel

Violation

Fine

Action against Crew

Environmental Compliance Program (ECP)

9000GT Reefer Vessel (2015)

Illegal dumping of hydraulic oil and failure to maintain accurate Oil Record Book

$0.75m

C/O 3 months in prison

3-year ECP enforced

40,000GT Car Carrier (2015)

Illegal discharge of oil bilge water and falsification of Oil Record Book

$0.8m

C/E 5 months’ home confinement and 5 years’ probation

ECP enforced

13,000GT Gas Carrier (2014)

Three violations, including discharge via magic pipe through the boiler blow down valve and falsification of Oil Record Book

$2.75m

C/E and 2/E sentenced (no details)

Not specified

60,000GT Car Carrier (2014)

Various instances of using magic pipe and falsifying Oil Record Book

$1.8m

C/E sentenced to 8 months in prison

3-year ECP enforced

14,000GT Drill Ship and MODU (2014)

Multiple violations, including unauthorized modification to OWS systems, illegal direct discharges and falsifying records

$12.2m

Unspecified

4-year ECP enforced

39,000GT Bulk Carrier (2013)

Illegal use of magic pipe and falsification of Oil Record Book

$0.8m

C/E sentenced (details unknown)

ECP enforced

51,000GT Bulk Carrier (2012)

Use of magic pipe and falsifying records

$1.3m

C/E imprisoned for one month

ECP enforced

33,000GT Bulk Carrier (2012)

Bypassing OWS, dumping of oil rags and falsifying Oil Record Book

$1.2m

C/E sentenced to 3 months in prison

ECP enforced

13,000GT Container Ship (2012)

OWS not functioning for several months and falsification of Oil Record Book

$2.2m

2/E on probation for 3 years and deported

3-year ECP enforced

26,000GT Bulk Carrier (2011)

Tricking of the OWS oil content monitor and falsifying Oil Record Book

$0.75m

No action against crew

ECP enforced

35,000GT Bulk Carrier (2011)

Pumping sludge directly into sea, bypassing OWS and falsifying Oil Record Book

$1m

Not specified

Company vessels banned from US for 5 years

40,000GT Bulk Carrier (2011)

Bypassing OWS with magic pipe and discharging through boiler blow down line and falsifying Oil Record Book

$2.4m

C/E received a 6-month prison sentence

3-year ECP enforced

22,000GT Bulk Carrier (2011)

Bypassing OWS with magic pipe and discharging through boiler blow down line and falsifying Oil Record Book

$0.65m

C/E given 3 months’ community service

ECP enforced

Examples of Convictions concerning Pollution Violations 2011-2015 (adapted from US DOJ information)

Incidents of illegal discharges are now not as frequent as they once were. Nevertheless, US courts are still dealing with such violations, so they remain a clear and present danger to both the environment and shipping companies. It is a danger that must be heeded.

Sources: www.marinedefenders.com/commercial/rewards.php North Signals Issue 101

Issue 54-Dec 2015

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Humankind’s Marvels and Nature’s Wonders -------------------------------------------------------------------------------------------

Chand Baori Stepwell Chand Baori is one of the largest, deepest and oldest stepwells. Situated in Rajasthan, its square structure is a total of 13 storeys in depth. On three sides of the square there are double flights of steps in stunning geometric patterns. In all, there are 3500 steps descending to the bottom of the stepwell. On the fourth side where is a pavilion, a stage for the performing arts as well as verandahs supported by ornate pillars that overlook the steps.

Simon In March 1948, seventeen-year-old Ordinary Seaman George Hickinbottom, spotted an undernourished sickly cat of about 12 months in age wandering the dockyards of Hong Kong. He decided to smuggle the animal aboard the HMS Amethyst, the vessel on which the young seaman was serving during the Chinese civil war. The cat was given the name Simon and he soon became a firm favourite with officers and crew alike, primarily for his prowess at catching rats and his ability to boost morale, especially that of younger sailors, many of whom had seen their friends killed.

Even though Simon enjoyed leaving dead rats as presents in sailors’ beds, his contribution towards the protection of dwindling rations from the rodents during the siege of the Amethyst was much appreciated.

Able Seacat Simon and crew seen onboard HMS Amethyst during the Yangtze Incident.

(Photo courtesy of Lt. Commander K. Stewart Hett, M.B.E., R.N. (Ret.)

C hand Baori dates back to around 850 AD. It was built by King Chada as a dependable water source for inhabitants who would otherwise have had great difficulty in finding this precious commodity. Apart from being a water source, Chand Baori served as a kind of community centre for the townsfolk who would gather near the bottom of the well to escape the searing heat.

Today, Chand Baori is a tourist destination. Managed by the Archaeological Survey of India, the stepwell allows visitors to get a glimpse of life in Rajasthan as it was over 1000 years ago.

Sources: www.amusingplanet.com/2012/10/chand-baori-stepwell-in-rajasthan-india.html -------------------------------------------------------------------------------------------

The Great Blue Hole This amazing underwater sinkhole is located about 100km off the coast of Belize.

It is thought to be the largest of its kind at over 300m in diameter and about 125m deep. Its visibility is enhanced because it is encircled by an island made of coral.

The Great Blue Hole originated as a limestone cave that continually flooded.

Blue Hole: Aerial View Source: http://soundwaves.usgs.gov/2001/06 Author: U.S. Geological Survey

Eventually, the cave collapsed forming a massive hole in the ocean.

Today, the underwater phenomenon is a draw for divers from all over the world who descend the hole to marvel at the geological formations below the surface. Fortunately for the visiting divers, the deeper they go, the clearer the water becomes, allowing them to gaze at the increasingly complex formations together with stalagmites and stalactites of up to 12 metres in length.

Identified as one of the 10 best dive sites in the world by Jacques Cousteau, the Great Blue Hole is now part of the Belize Barrier Reef Reserve System, a UNESCO World Heritage Site.

Source: www.atlasobscura.com/places/great-blue-hole Author: U.S. Geological Survey

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Issue 54-Dec 2015

During the 101-day siege, which became known as the Yangtze Incident, the sailors along with Simon fought for their very survival. In one attack the Amethyst came under particularly heavy fire and Simon suffered severe shrapnel wounds. He was not expected to live, but against all odds, he survived after being treated by medical staff and resumed his ratcatching duties. When the siege ended, news of Simon’s service spread and he was given a hero’s welcome when the ship docked in Plymouth on 1st November, 1949.

On his arrival, Simon had to go into quarantine, where he contracted a virus, possibly due to the wounds he had sustained. Despite the attention of veterinary staff and messages from well-wishers, Simon passed away.

Due to his heroic efforts which were credited as helping save the lives of sailors in the Chinese civil war, Simon was buried with full military honours at the PDSA Animal Cemetery in Ilford, Essex. He was also posthumously awarded the Dickin Medal, the PDSA veterinary charity’s equivalent of the Victoria Cross. To date, Simon is the only cat amongst 62 animals to have received this honour.

Although Simon is buried far from his fallen colleagues, who were laid to rest at the National Memorial Arbetorum in Alweras, Staffordshire, his memory lives on alongside theirs, as he was commemorated with a bush planted in his honour in the Yangtze Incident Grove section of the military cemetary. Simon has also been remembered by writers. Paul Gallico of Poseidon Adventure fame, dedicated his 1950 novel, Jennie, to him and in 2014 author Jacky Donovan published Simon Ships Out: A heroic cat at sea, which chronicles Simon’s life aboard the Amethyst.

The tale of Able Seacat Simon may not seem as significant today as it was during the dark days of conflict in the 1940s. However, it is now well established that animals have the power to support and sustain morale in times of duress whether the source is conflict, Able Seacat Simon, D.M., R.N. illness or any other profound stressor.

(Photo courtesy of Robert W. Green) Simon certainly possessed and used that power in return for the kindness shown to him, initially by a young sailor, then by the crew and officers of a Royal Navy vessel and subsequently by numerous well-wishers who were touched by his story.

Sources: www.news.bbc.co.uk/2/hi/uk_news/england/devon/7072669.stm www.staffordshirenewsletter.co.uk/Heroic-Royal-Navy-ships-catremembered-children/story-25701979-detail/story.html www.en.m.wikipedia.org/wiki/Simon-(cat)

Special Vessel

Castorone – Pipe Laying Vessel Castorone operates in offshore construction as an ice-class pipe laying vessel. Two companies, Keppel Shipyard and Keppel Singmarine were responsible for the engineering, fabricating, outfitting, installing and integrating of the onboard marine and pipe-laying systems that allow for a handling capacity of over 500m/hr. Her design was the responsibility of Navalprogetti, a ship design company based in Trieste, Italy, while resistance and propulsion testing on one of the largest pipe laying vessels in the world was performed at Krylov Shipbuilding Research Institute of St. Petersburg, Russia.

Extracting Gold from Seawater Apart from organic material, particulates, atmospheric gases and abundant inorganic ions like sodium, chloride, magnesium and sulphate, there are many trace elements to be found in seawater. One of these is gold, whose concentration ranges from 0.1 – 2mg per tonne of seawater. This may not sound much but it has been estimated that at an average of 1mg per tonne, these is around 20 million tonnes of this precious metal present in our oceans and seas.

Ever since gold was first detected in seawater by the British chemist, S. Sondstadt, there have been several attempts to find a commercially viable method of recovering it from the sea. One of the first patent applications for the extraction of gold from seawater was filed by Henry Clay Bull, a little known chemist, in 1900.

Then almost two decades later, the renowned German chemist, Fritz Haber, whose work on the production of ammonia gained him a Nobel Prize and allowed crop outputs to be increased through the use of fertilizers, was asked to investigate the feasibility of gold recovery from seawater. After calculating the concentration of gold in seawater to be 65mg per tonne, he stated that through the use of massive centrifuges and electrochemistry, a profit margin was indeed a reality.

However, his joy was short-lived as he soon discovered that he had overestimated the gold content in seawater by a factor of around 100. More recent attempts to design a method to get gold from the sea have also failed. Despite this, the use of Immobilized Liquid Membrane technology as applied by J Prakash Agarwala and Oskar Nagel’s furnace method have shown that the dream of getting gold from the seas is still alive. Other attempts have been directed at making gold extraction an additional operation rather than a specific one. For instance, there have been suggestions that electrodes could be fitted to propellers to collect the metal and proposals for a gold recovery device run by solar power to be fitted to oil rigs. While there has been some interest in these newer ideas, they have not yet been adopted.

Source: http://www.maritime-executive.com/article/castorone-put-towork-in-australia

Castorone has a total length of 300m, excluding the ramp and stinger. Displacement at the maximum operational draft of 10m is 89,000t. As regards deck equipment, the vessel is fitted with a knuckle boom crane, which has a safe working load of 600t at 30m outreach. In addition, there are two gantry cranes, a pedestal crane as well as an abandonment and recovery winch. There is also a helicopter deck suitable for a Sikorsky S-61N helicopter.

Her power plant consists of eight main generator sets, each of which is capable of generating 8,400kW at 600rpm. An emergency generator with a capacity of 1,200kW serves as back-up. As for manoeuveribility, Castorone has eight side thrusters, two of which are bow thrusters, The rest are azimuth thrusters and she also possesses a stern tunnel thruster. Automatic positioning and heading are achieved through the use of a Dynamic Positioning (DP) Class 3 control system comprising two HPAPs (high precision acoustic positioning) systems for 3,000m of water depth as well as two differential global positioning systems.

Castorone can accommodate up to 702 people who have offices, a conference room, television rooms, a mess room and gymnasium/recreation room at their disposal.

All of Castorone’s features have made her a highly specialized vessel that can lay large-diameter pipes in deep and ultra deep water in extreme environments. As such, she is playing a major role in the development of deepwater oilfields that provide oil and gas to meet global energy needs.

Source: http://media.guim.co.uk/

Given the difficulties faced by chemists to extract gold from the sea, it may be up to treasure hunters like Bret Brisben to recover gold from the sea without the use of chemical methods. While exploring the waters off the coast of Florida on 30th and 31st July 2015, he and his crew recovered $4.5m worth of gold. The find, which coincided with the 300th anniversary of the sinking of the vessel holding the bounty, included 9 of only 20 Royals known to have been struck. The estimated value of each coin is around $300,000. Similarly, a diver found 52 gold coins worth $1m while just 150ft off the coast of Fort Pierce in Florida within months of Brisben’s discovery. uch a great quantity of gold in the sea is tantalizingly close and yet so very far S away. Perhaps that is the way it is meant to be since processing vast amounts of seawater may disrupt the delicate balance in the sea on which marine life depends.

Meanwhile, the sea does seem to be willing to give up gold originating from terra firma, an observation which may give rise to a new perspective to the saying: “A place for everything and everything in its place.”

Sources: www.google.com/patents/US679215

Sources: www.saipem.com/sites/SAIPEM_en_IT/scheda/Vessels/ Castorone www.ship-technology/com/projects/saipem-castoronepipe-laying-vessel

www.io9.com/germany-s-post-world-war-i-scheme-to-extract-goldfrom-499793752 www.oceanservice.noaa.gov www.innovateus.net/innopedia/can-gold-be-extracted-sea-water www.bbc.com/news/world-us-canada-33998010

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Cities and Ports

Alexandria

The City.

Alexandria has one of the richest histories in the Mediterranean. Founded by Alexander the Great in 332 BC, the city played a pivotal role in preserving and spreading Hellenic culture. From its founding until 642 AD, Alexandria was the capital of Egypt. The former capital was designed by Alexander’s personal architect, Dinocrates, which was the main reason why it incorporated the best features of Hellenic architecture. Pride of place was taken by the great lighthouse, the Pharos of Alexandria, which was named one of the Seven Wonders of the Ancient World.

Today, the incredible structure is commemorated in the form of a scale replica as it was finally dismantled in 1477. Stones from the run-down lighthouse were used to build a fort. Alexandria is also famous for its museum, academy of arts and sciences, including the Library of Alexandria as well as the obelisks known as Cleopatra’s needles. In the 19th century these were given to the cities of London and New York. One now stands on the banks of the Thames and the other in Central Park.

After the capital was moved, Alexandria maintained its position as a centre for naval operations, maritime commerce and craft production. It also remained an important transit point between the Red Sea and the Mediterranean until the end of the fifteenth century. The city went into decline from the beginning of the sixteenth century due to disease and neglect. As a result, the population decreased to about 100,000 by 1798.

In the 18th century, fortunes changed for Alexandria, which began to flourish as a centre for the cotton industry. This development occurred due to Europe’s increasing demand for the fibre. By 1840, this industry was making a substantial contribution to the city’s wealth. Together with the increase in Panoramic view of Biblioteca Alexandrina agricultural exports, there was an influx of native Egyptians, but the balance of power remained in the Author: Bebo106 hands of foreigners, mainly because of the influence of the Levantine business community, a FrancoOttoman alliance. This foreign dominance was strengthened through British colonialism, which began in Egypt in 1882. The arts flourished and there are still architectural features reminiscent of the period standing in Alexandria today. As regards population, numbers increased tenfold between the late nineteenth century and the 1980s. One demographically interesting statistic relating to this increase is that in 1976, approximately half of the 2 million inhabitants were under 20 years of age. The population is now around 4 million.

Alexandria now makes a significant contribution to the Egyptian economy through shipping, manufacturing, warehousing, food processing and the production of petrochemicals and cement. Indeed, the city accounts for around 40% of Egypt’s industrial productivity. Agriculture is important in the city’s hinterland, where land reclamation has had some success. In one government project food production was encouraged and a plan to divert the population away from overcrowded urban areas by offering graduates reclaimed land on long-term loans was set in motion.

As regards culture, there are a number of high ranking museums, including the Greco-Roman, which houses a fine collection of antiquities. There is also the Museum of Fine Art, which hosts exhibitions of modern and local art. Last and certainly not least, there is Biblioteca Alexandrina. Opened in 2002, it is the realization of an idea to revive the Ancient Library and a government-sponsored project that received international publicity and UNESCO support. Today, it contains a working library, a repository for manuscripts, a planetarium, museums, art galleries and conference facilities.

The Port.

Located at the west end of the Nile, the Port of Alexandra handles approximately 60% of Egypt’s foreign trade. There are two harbours separated by a peninsula. The harbour to the west is used exclusively for commercial shipping. There are six major terminals. The maritime passenger terminal has 8000m2 of commercial zones in which there are restaurants, cafés and a wide variety of stores. The grain terminal comprises 3 silos of 8,000, 50,000 and 100,000-ton capacities. At the west end of the port, there is the oil terminal.

This caters for the import of food oils and petroleum products as well as the export of oil, asphalt, fuel oil and naphtha. As regards container facilities, the container terminal hub is served by 4 berths and covering an area of 163,000m2.

The normal capacity is at 230,000 containers although this can be increased to The Port of Alexandria 300,000 through the use of an alternative stacking system. The other two main Source: www.flickriver.com terminals handle coal and livestock.

The Port of Alexandria is currently being upgraded so as to be able to make a significant contribution to the economic development of Egypt. It is hoped that this can be achieved by promoting Egypt’s global maritime trade through the provision of competitive port services and the enhancement of port capacity to meet future demand and accommodate future growth. In short, the aim is to modernize so that the facilities are comparable to other advanced world ports. This effectively means incorporating electronic systems into the management of all aspects of port activity. For instance, there is to be an electronic management system for the port’s e-commerce, electronic monitoring of water surfaces, an upgrade of scales and gates so that they can be linked to the electronic management system and a television monitoring system, Coupled with the technological advances, there will be a promotion of such valves as ethical and professional management, social responsibility as well as transparency.

Sources: www.britannica.com/place/Alexandria-Egypt#toc276231 www.apa.gov.eg

Food for Thought Coming together is a beginning; keeping together is progress; working together is success. Henry Ford

Humour!?

Progress is impossible without change, and those who cannot change their minds cannot change anything. George Bernard Shaw

Here are some great two-liners.

A wise man should consider that health is the greatest of human blessings, and learn how by his own thought to derive benefit from his illnesses. Hippocrates

I went to a really emotional wedding the other day.

Even the cake was in tiers!

The soft power of science has the potential to reshape global democracy. Ahmed Zewail Genius has no country. It blossoms everywhere. Genius is like the light the air. It is the heritage of all! Dr. Jose P. Rizal Taking shortcuts never pays off in the long run. Thought from the Editor

Why does a chicken coop have only two doors?

Because if it had four, it would be a chicken sedan.

Why was the black tarmac frightened of the blue tarmac?

Because he was a Cycle Path.

Why was the mortgage so unhappy?

Because it was a loan.

Why are farmers good magicians?

Because they can turn cows into fields.

Why are horses so happy?

Because they live in stable environments.

… And some paraprosdokians Knowledge is knowing a tomato is a fruit. Wisdom is not putting one in a fruit salad.

A clear conscience is the sign of a bad memory.

Change is inevitable-except from a vending machine.

ACROSS: 2. Inorganic ion abundant in seawater (6) 5. Biblioteca Alexandrina has one of these (11) 7. This plays a role in enforcing MARPOL compliance in the US (13) 11. Structures called Cleopatra's Needles (8) 14. Organism surrounding the Great Blue Hole (5) 16. Alarm symptom of Yellow Fever (8) 18. Country near where the Mycene caught fire (6, 5) 20. Location of Chand Baori Stepwell (9) 21. Recipient of Qualship 21 award (7) 22. River where the Bidwell exploded (8) 23. Type of electricity acting as a source of ignition (6)

DOWN: 1. Symptom of Influenza (4, 6) 2. Home of the Krylov Shipbuilding Research Institute (2, 10) 3. Able Seacat Simon served on this vessel (8) 4. Nobel Prize winning German chemist (5, 5) 6. Treasure recently found off this American State (7) 8. Ford's definition of success (7, 8) 9. Addition to the managed fleet (5) 10. These are used in illegal discharges (5, 5) 12. A main component of an IGS (8) 13. Country where Castorone was designed (5) 15. Where genius blossoms (10) 17. Inerting reduces this in tanks (9) 19. Vessel that exploded in Los Angeles (9)

Since light travels faster than sound, some people appear bright until you hear them speak.

Where there’s a will, I want to be in it.

You can’t have your cake until you’ve had your dinner.

SOLUTIONS : ACROSS: 2. Sodium 5. Planetarium 7. Whistleblowing 11. Obelisks 14. Coral 16. Jaundice 18. SierraLeone 20.

Rajasthan 21. Kapsali 22. Delaware 23. Static DOWN: 1.Sorethroat 2. StPetersburg 3. Amethyst 4. FritzHaber 6. Florida 8.

Workingtogether 9. Nilos 10. Magicpipes 12. Srubber 13. Italy 15. Everywhere 17. Corrosion 19. Sansinena

Issue 54-Dec 2015

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From Incidents to Regulations Incident: Various Tanker Explosions, most notably SS Sansinena (US regulations) and SS Energy Determination, Maria Alejandra, Mycene and the Albahaa B (IMO)

Regulations: Inert Gas Systems made mandatory After having arrived at Marcus Hook refinery on the Delaware River with a cargo of Texas crude, the Sun Oil tanker, Bidwell, was being prepared for a return trip with a cargo of gasoline. As her tanks were being cleaned, she exploded. It was 12:20 am on 4th February 1932 when the first explosion on the 10,950 dwt tanker occurred. This was followed by three more blasts that could be heard 20 miles away. 18 crew and the Master were killed in the incident. The Bidwell tragedy was not the first of its kind as this type of incident dates back to 1872, when the Charles fell victim to an explosion. Between these two tanker explosions there were at least 18 such incidents, leaving 56 people dead. Indeed, this type of catastrophe was the most frequent type of non-war tanker casualty. he Bidwell explosions provoked a reaction from Sun Oil. The company knew their tankers would be safer by inerting and as the technology was already T available, so it went ahead and fitted all its tankers with inerting systems. As it was known that an oxygen content of under 10% in any atmosphere would prevent combustion, irrespective of the hydrocarbon content, Sun Oil ensured proper maintenance of the systems so that oxygen levels could be kept at about 5%, a significant safety margin. Despite this affirmative action, the company conceded that even inerting could not have prevented the Bidwell incident as it was necessary for individuals to enter the tank to clean it at the time. In addition to the safety aspect of inerting, Sun Oil soon realized that tank corrosion was also greatly reduced due to depleted oxygen levels.

Although Sun Oil’s decision to install inerting systems proved successful, the industry as a whole did not follow their lead. As a result, there were at least 10 further incidents in peacetime between 1948 and 1960 with no less than 119 fatalities. Eventually, in 1960, BP became interested in inerting, primarily as a corrosion control system. After meeting with Sun Oil, BP began to fit all their new crude carriers with inert gas systems (IGS) at build. They did not, however, fit their existing tankers with the system. Consequently, their crude carrier, British Crown, exploded in August 1966, killing 19 and seriously injuring another 8 personnel. This was by no means the only incident of this type in the 60s. There were 28 other explosions that were responsible for a further 218 fatalities.

In response to these accidents, Shell started installing inert gas systems in their larger tankers. Some other VLCC owners did the same but installations were mainly confined to very large newbuildings. As for the first sign of movement from a regulatory body, this came in 1974, when the United States Coast Guard (USCG) made IGS mandatory for crude tankers over 100,000 tons that were built after 1974. This regulation only applied to tankers trading in the US, so there were still numerous vessels in potential danger of blowing up.

In 1977, the USCG went a step further. This move was prompted by an explosion on the 70,630 dwt Sansinena in Los Angeles on 17th December 1976. There were 9 fatalities on board and another 58 people were injured, many of whom were ashore. Given the location, the number of casualties and the extent of the damage caused, the Sansinena explosion was regarded as a high profile incident. As a result, the IGS regulations were extended to make IGS mandatory on all oil tankers above 20,000 dwt in the US. Again, these regulations did not apply to vessels operating exclusively outside the US. Neither the IMO nor the Classification Societies did anything to rectify the situation at the time. This inactivity is reflected in the list of tanker casualties in the 1970s. In addition to the Sansinena incident, there were over 50 other such explosions that led to more than 500 people losing their lives.

Following the last casualty of the 70s, the Energy Determination, which sank in Hormuz after an explosion in the slop tank due to the inerting system not being in use, there were three VLCC tank cleaning explosions in quick succession in 1980. On 11th March, the Maria Alejandra suffered massive tank explosions off Mauritania killing 36. Then just over three weeks later, the Albahaa B and the Mycene became casualties on 3rd April. The former suffered a tank fire off Tanzania while the latter suffered the same fate off Sierra Leone. These incidents prompted Lloyd’s to intervene and impose a surcharge of 0.1% on VLCCs without IGS, which resulted in nearly all large tankers being fitted with IGS by 1983. The IMO also stepped in and made IGS mandatory for all new oil tankers down to 20,000 dwt. This regulation was extended to all tankers above 20,000 dwt, irrespective of age, in May 1985. Although these regulations appear to have been somewhat late, they did include an important safety consideration. This was a mandatory closed ullage system, which allows cargo surveys to be undertaken without the need to open the tank and compromise the inert atmosphere.

The lower number of tanker explosions in the 90s bears testament to the success of the IGS regulations. In all, there were 7 casualties resulting in 46 deaths.

Investigations into these incidents have not all been made public, but most of the others reveal exceptional circumstances of ineffective use of the IGS. 21st century explosions have largely involved vessels under 20,000 dwt, or tankers exempt from the regulations because they carry other cargoes.

Despite objections to these exemptions in 2009, no changes were made because according to two Formal Safety Assessments, the cost of implementing IGS on the exempted vessels would not be financially viable. In early 2009, the sub-committee on Fire Protection was unable to resolve the issue but since then there has been a swing towards the objections raised principally by the Norwegians. Consequently, from 1st January 2016 an amendment made to SOLAS reg 11-2/4.5.5 requires all new tankers down to 8,000 dwt that carry cargoes with flashpoints of under 60°C to have IGS fitted.

Sources: Delaney J, The Strange History of Tank Inerting

www.hellenicshippingnews.com /new-requirements-toinert-gas-systems-on-chemical-tankers

Bow section of crude oil tanker SS Sansinena after explosion Author: TedQuackenbush

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