Caustic soda should be handled with greatest care

In the latest edition of its Safety Digest, the UK MAIB presents a case of a serious injury of a chief officer on board a chemical tanker, providing a description of what happened and important lessons learned, to prevent similar accidents from occurring in the future. A C/O was seriously injured on board due to caustic soda which splashed into his face, entering under the edge of his protective mask. If the PPE does not fit, is not suitable for purpose, or cannot be worn for some reason, stop the work until proper protection can be provided, UK MAIB says.   

 The incident

The chief officer on a loaded chemical tanker was attempting to clear a cargo line blocked with frozen 50% caustic soda liquor (freezing temperature +12°C). There were two other crew members assisting him on deck. They were wearing full alkali protection suits with goggles and face masks. Due to the strong wind, they had all found it difficult to keep the hoods of their suits in place and so had removed them.

Finding that the caustic soda could not be cleared by blowing the line through with compressed air with the drain valve open, the chief officer poured warm water over the line to melt the liquor. A large slug of caustic soda ejected through the drain valve and hit the drip tray under it. It rebounded off the tray and splashed the chief officer, entering under the edge of his protective mask and onto his face. He immediately wiped his face with the sleeve of his jacket, however this was already contaminated and his goggles came off in the process. He suffered serious burns to his face and complained of blurred vision and a burning sensation in his eyes.

The coastguard was informed and within a short time he was airlifted to the nearest hospital. Unfortunately, the chemical had entered his eyes, resulting in total loss of vision in both eyes.

Lessons learned

1.       Caustic soda is an extremely corrosive substance and should be handled with the greatest care. When solid caustic soda comes into contact with water it produces a significant amount of heat (exothermic reaction).

2.        PPE should be considered the last defence against accidents. A thorough evaluation of the risks involved should always be carried out before undertaking all potentially hazardous tasks.

3.       If the PPE does not fit, is not suitable for purpose, or cannot be worn for some reason, stop the work until proper protection can be provided. Do not compromise your safety by continuing without effective PPE.

 

The use of mass flow meters (MFM) is mandatory for all fuel oil deliveries in Singapore, as of 1 January 2017. However, issues related to bunker quantity remain prevalent, according to Gard P&I Club. In this context, the Club presents some issues faced by operators, when taking bunkers in Singapore, following the implementation of the MFM requirements.

The introduction of mandatory use of MFMs was intended to address frequent quantity disputes arising between the bunker barge and the receiving vessel, although these issues remain.

Causes

·         Operational practices by the bunker barge operators

Gard has received reports indicating that some bunker barges were found to syphon fuel back to their tanks via pipe connections between the flow meter and the outlet flange going to the ship manifold. In such circumstances, the MFM reading will be higher than the amount actually received by the ship’s bunker tanks.

The Maritime Port Authority of Singapore is currently investigating these issues and has suspended several barges from operations until completion of the investigation. It is worth noting that an MPA certified bunker barge should have all connections between the flow meter and the shipside blanked off and sealed as part of the certification.

·         Limitations of the equipment itself.

Some vessels have recently reported quantity difference exceeding their past experience. Some bunker surveyors have studies the discrepancy between the MFM readings and the vessel received figures for a duration of time. Out of 24 cases of discrepancies over the duration, the maximum discrepancy was 57.24 MT and minimum 6.79 MT. The average discrepancy, in the disputed cases, was approximately 19 MT.

These discrepancies can be due to:

·         Errors in the tank calibration tables for the receiving vessel.

·         Errors in the MFM’s measurement of the flow rate.

·         Any errors in the tank calibration of the vessel would be consistent with or without the MFM. To identify this issue a vessel experience factor (VEF) from her previous bunkering operations should be taken into account.

Errors in the MFM reading can also account for such discrepancies. All MFMs have a maximum and minimum flow rate, commonly known as “Qmax” and “Qmin” respectively. As Gard explains, these limits define the operational accuracy within which the system is qualified to operate. This means that, if the flow rate of the liquid is outside these limits, the calibration of the equipment may not be accurate.

Moreover, the accuracy of measurement can be influenced by MFM parameters such as Damping, Drive Gain, Low Flow Cut Off Value & Air Index, if they exceed the manufacturers’ recommended limits during the bunkering operation.

While stripping of the bunker tanks is allowed under the TR48 (Technical Reference For Bunker Mass Flow Metering), it has been noted that prolonged stripping operations causes frequent fluctuations in the flow rate with several instances of the flow rate falling below the Qmin. It has also been observed that some bunker barges conduct stripping operations in the middle of bunkering which is not permitted under TR48 and can lead to measurement uncertainty.

Recommendations

1.    Compare the certificate of the MFM with the actual equipment fitted on the barge (comparing the serial number) to verify that the certificate is for the equipment actually fitted.

2.    Seal checks: there are a number of seals, up to 20 in some cases, fitted on the MFM and other piping on the barge. These seals have to be checked and verified before every delivery.

3.    The bunker surveyors should inspect the barge piping, especially around the manifold areas for any drain lines, fittings or stub pieces from where bunker oil may be tapped back into the barge tanks. If any such fittings are found, the surveyors are instructed to seal any valves leading to such fittings and report the vessel’s chief engineer to the Maritime Port Authority of Singapore. The surveyor should also ensure that the Meter Totalizer Log is available for inspection as required under TR48.

4.    Meter Zero should be the last thing that is done before commencing the bunker delivery and must always be done AFTER the hose has been fitted to the ship’s manifold.

5.    Where the bunker surveyor has been engaged, the survey report should indicate an evaluation of the meter profile in order to ensure that the basic MFM profile parameters (Qmin, Damping, Drive Gain, Low Flow Cut Off Value & Air Index) are within operating limits.

If there is significant discrepancy between the vessel received figures and the MFM figures after having physically verified all the above points, the following actions are recommended:

1.      Repeat steps 2 and 3

2.      Inform the MPA following the guidelines on “Mass Flow Meter Dispute Management”

3.      Engage an MFM advisor to study the meter profile in detail. This will involve the MFM profile ASCII files, Transmitter Configuration Report etc. The surveyor should also be asked to provide an independent opinion on the validity of the delivered quantity.

 

ABS Approves HHI LNG Fuel Tank Design that "Advances LNG as Fuel"

HHI's IMO Type B LNG fuel tank design was developed to minimise cargo space loss. ABS Monday announced that it has granted a Certificate of General Design Approval (GDA) for an International Maritime Organization (IMO) Type B liquefied natural gas (LNG) fuel tank design developed by Hyundai Heavy Industries Co., Ltd. (HHI), which ABS says "advances LNG as fuel."

"As industry continues to adjust to a changing regulatory climate, the use of LNG as fuel will continue to grow and be adopted in the marine industry. Developing vessels equipped with the latest technology and the most efficient fuel containment systems will be key to that growth," explains ABS.

Geared toward gas-fuelled vessels, the fuel tank design is based on a 14,500 TEU container ship - although it can be sized for other ship types and sizes - and was developed to minimise cargo space loss and use available area onboard the vessel effectively as possible. "We are pleased to issue this approval that represents our involvement in the expanding gas fuel market and further promotes the adoption of LNG as fuel," said Christopher J. Wiernicki, Chairman, President, and CEO of ABS.

"As a technology leader, ABS works collaboratively with project stakeholders to evaluate new innovations and navigate the associated safety challenges."

Last month, Ship & Bunker reported that HHI is set to build four 114,000 DWT LNG-powered newbuildings for Russia's SCF Group (SCF), under its joint "Green Funnel" project with Shell Gas & Power (Shell).

UK MAIB issues its Safety Digest 1/2017

Taking an unnecessary risk to save time or get a job done more quickly is a common theme that runs through many accidents. The UK MAIB has announced the publication of the first issue for 2017 of its Safety Digest which includes lessons learned from maritime accidents. This latest edition of the Safety Digest contains 25 articles illustrating why it is so important to ensure that the appropriate barriers and controls are in place before commencing any task.

Ashore, the ravages of the weather can be inconvenient, a distraction that mercifully rarely ends in disaster, says Steve Clinch, Chief Inspector of Marine Accidents. However, at sea most mariners quickly learn that to ignore the vagaries of wind (and tide) is, at best, foolhardy. Case 1 of this edition of the Safety Digest provides a sobering example of the power that can be generated when gale force winds oppose strong tidal streams; a small laden cargo vessel was overwhelmed and capsized when the ship entered an extremely hazardous channel at the very worst time possible. Sadly, none of the ship’s crew survived.

Mr. Clinch further stated:

“2016 was not a good year for our fishing industry. Too many fishermen died when they fell, or were taken overboard from their vessels. However, these fishermen have mostly succumbed to the effects of cold water shock, which can be debilitating and cause drowning within minutes of entering the water. I fully support the views expressed by Simon Potten in his excellent introduction to the Fishing Vessel section of this Safety Digest: boat skippers need to take more responsibility for the safety of their crew by ensuring onboard working practices reduce the risk of going overboard and insisting their crews wear PFDs when working on the open deck. I would also add that it is crucial that the skipper leads by example.”

“With the approach of spring, many readers will be preparing to go back on the water in their small craft. Some of you may also be considering carrying spare petrol on the boat. Please don’t! or at least keep the quantities you need to carry to the absolute minimum and always stow it on the open deck in sealed containers that can be quickly jettisoned.”

The report may be viewed at,

http://www.safety4sea.com/wp-content/uploads/2017/04/UK-MAIB-Safety-Digest-1-2017_03.pdf

LR approves new LPG containment system

GTT and Lloyd’s Register (LR) have joined forces to present to maritime industry professionals the new GTT LPG containment system. GTT is now convinced the LPG industry is ready to welcome a new membrane solution. GTT MARS™ is based on the traditional sea-proven containment systems of the company to transport liquids at -55°C or above with densities up to 700 kg/m.

 

 

On the occasion, a ceremony has been organised at LR’s booth, where the classification society awarded the General Approval of the technology GTT
MARS™.

In particular, the technology uses the corrugated stainless steel membrane from Mark III supported by plywood boxes filled with glass wool. This system is therefore quite simple and allows LPG vessels to transport more liquid than competitive technologies, as well as having a lower heat capacity than other systems.

Philippe Berterottière, Chairman and CEO of GTT declared: “The LPG industry, thanks to the GTT MARS™ technology, will be able to benefit from a more optimized containment technology allowing the transport of more cargo and shorter cooling down and warming up times than the other systems. GTT is particularly thankful to Lloyd’s Register to having accompanied our company in the success of this project development”.

During the award ceremony, LR’s Gas Technology Strategic Market Manager, Leo Karistios, commented: “LR is very pleased to have been supporting GTT’s move into LPG containment systems. GTT MARS™ is a membrane technology with great potential for LPG project ship application. We have been working with GTT since December 2015, and today we have achieved a significant milestone for the full assessment of the technology.”

ARGENTINE - New regulation on ballast water treatment

New regulation

The Ministry of Environment and Sustainable Development has issued a new regulation addressing ballast water treatment for vessels arriving from foreign ports. Pursuant to Regulation 85-E/2017, vessels calling at Argentine ports must apply a chlorination process to their ballast tanks as a measure to prevent the introduction of invasive aquatic species that could affect river ecosystems in Argentina.

Other regulations

In addition to the new regulation, two other primary regulations address ballast water treatment:

·        Coastguard Regulation 7/98 establishes that all vessels arriving from foreign ports must deballast before entering the Rio de la Plata. This regulation refers to an area determined by the treaty between Argentina and Uruguay regarding the maritime boundary in which there is an absolute prohibition against deballasting. This area is determined by four waypoints as follows: Punta del Este – Uruguay/latitude 36º 14' s longitude 53º 32' w/latitude 37º 32' s longitude 55º 23' w/Punta Rasa (Argentina). Further, according to the regulation, a salinity level lower than 30 parts per thousand (30 milligrams per cubic centimetre) in the ballast water will not be accepted after being changed. If the measurements made on the samples indicate a lower salinity level, the ballast water exchange operation will be considered not to have been performed satisfactorily or to have been carried out too close to the Rio de la Plata.

·        Coastguard Regulation 12/98 establishes certain protected areas in southern Argentina (Patagonia) where deballasting is prohibited.

Comment

The new regulation makes no reference to ballast water exchange. However, it stipulates that Regulation 7/98 – requiring ballast exchange – must be followed. This regulation creates uncertainty in cases where vessels arriving from Brazilian ports must divert to high seas to proceed with ballast exchange before heading to the Rio de la Plata. It could be argued that ballast exchange would not be necessary if chlorination is applied. However, the chlorination process will bring more issues, as it is unclear as to who should chlorinate the tanks. The current regulation posits only that it must be done at roads on arrival, but does not clarify whether it could be pursued by the crew or a local entity.

This regulation is intended as a preliminary stage to the International Convention for the Control and Management of Ships' Ballast Water and Sediments, to which Argentina is party by Act 27.011/2014 and which will enter into force on September 8 2017. In the meantime, the Coastguard is expected to review its own regulations following the rules from the Ministry of Environment and Sustainable Development in order to bring more certainty to deballasting operations.

American Club: Shipowner’s guide to regulatory compliance for US

The American P&I Club released a guide of key regulations that ship owners should be aware of when trading to and from the United States and United States Territories. The guidance concerns safety, maritime security, marine environmental protection and liability.

In particular, American Club notes that the global shipping industry is confronted with a daunting array of regulations and no regime is more challenging than that of the United States where international, national and individual state rules combine to create an often perplexing landscape of compliance.

American Club call their members to feel free to address them for additional guidance, tools and services, that will assist them in achieving compliance.

Detailed information on the regulations may be found in the full guide here below,

http://www.american-club.com/files/files/Welcome_to_the_USA.pdf