Features: - Tanker Operator

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TECHNOLOGY – EMERGENCY RESPONSE A few weeks after the SKS Satilla operation, in April 2009, SMIT responded to an emergency involving the chemical/products tanker Constanza M. This vessel had suffered main engine damage while off Istanbul. The tanker was redelivered at Aliaga, Turkey, within the week. Some casualties are more complex. The 40,057 dwt chemical/products tanker Maria M, fell into that category. This vessel went aground off Gothenburg in mid-July 2009, while laden with gasoil. SMIT Salvage obtained a Lloyd’s Form and mobilised to Gothenburg. As the team was preparing to leave Rotterdam, local tugs and equipment arrived on-scene. An initial diving inspection revealed damage to the ballast tanks, but confirmed no leakage of cargo or bunkers. Calculations indicated that the refloating of Maria M would require a ship-to-ship transfer and a lightering tanker was secured. In addition, two tugs from SMIT’s local partners supported the salvage effort. Maria M was refloated seven days after the grounding, following the transfer of 7,700 tonnes of cargo to the lightering tanker FD ord Fast. With the casualty now safely at a lay-by berth in Gothenburg port, the remaining cargo was transferred to FD ord Fast and Maria M was redelivered to her owners. During the following month, August, another tanker grounding required SMIT’s services. This casualty was off an Albanian port. The 6,000 dwt chemical tanker Fetekoz allowed SMIT’s salvage team to demonstrate just how fast a successful outcome can be achieved. Fetekoz was refloated the day after the grounding and redelivered within 48 hours. Engine room fire A major salvage and firefighting response was triggered last October, when the 1994-built, Italian flag Suezmax ECO Africa, 149,258 dwt, reported fire in the engine room while discharging at a terminal in the Gulf of Suez. SMIT Salvage received a Lloyd’s Form and a salvage/firefighting team mobilised from Rotterdam. The prospects for a successful response can be transformed by swift intervention at the local level. In this case, SMIT Salvage partner Ocean Marine Egypt deployed an anchor handler and two local tugs for firefighting and boundary cooling. The casualty was moved clear of the SPM and towed to the outer anchorage. The engine room fire broke out in 5th October, at a point when cargo discharge was nearing completion. When the fire was extinguished, a damage assessment was undertaken, the engine room was de-watered and machinery preserved, prior to redelivery. In many salvage cases, the termination of Lloyd’s Form is followed by a contract for additional services. In this instance a followon contract provided for the discharge of Eco Africa’s remaining cargo, bunkers and fire fighting water, together with tank washing, prior to inspection at a shipyard in the UAE. The tanker was towed to Fujairah, where this work was completed, prior to the onward tow to Dubai Drydocks. The tanker arrived on 16th December. This casualty was prepared for the tow at Ain Sukhna Anchorage. The tow to Fujairah was performed by an anchor handler, with the behaviour of the tanker on the tow monitored by a riding crew. By 23rd November, Eco Africa was at anchor off Fujairah. Preparations began to complete the contracted work. In order to discharge cargo and, at a later stage, perform tank washing and the discharge of contaminated water, the salvage team established a suction/discharge connection on The Suezmax Eco Africa suffered an engine room fire while discharging at an SPM in the Gulf of Suez. 40 the system, via the stripping pumps in the pump room. The transfer of cargo to a lightering vessel was completed by 28th November. During the following 24 hours water that had been pumped from the engine room to an available cargo tank (during the Lloyd’s Form operation) was transferred to two slop tanks and utilised for tank washing over a four-day period. Contaminated water was then discharged to the lightering vessel. Tanker salvage challenge Many factors contribute to successful tanker salvage, including specialised equipment, human expertise and a well-structured ‘salvage process’. These issues are of great significance when a serious casualty occurs and a spill threat arises. In an emergency, of course, the casualty’s master must decide whether to abandon or stay on board. There is then the question of what countermeasures are available to improve the situation (which often means preventing further deterioration, pending intervention by professional salvors). Modern ship design is so complex and diverse and the number of damage scenarios so large, that there is no substitute for accurate on-scene assessment, supported by the tools needed to define the casualty’s true status. Beyond the ability to perform hull form analyses and accurate simulations of stability and strength, the salvor also requires the means to generate on-going data on the casualty’s condition as it changes over time. This is why the Oil Pollution Act 1990, MARPOL and other regulations place heavy emphasis on the proper documentation of actual load condition, together with the ready availability of reliable and efficient means to analyse damage stability, damaged longitudinal strength and, of course, oil spillage. US Coast Guard (USCG) current thinking favours prompt receipt by the salvor of the detailed, accurate information needed to: Calculate residual hull girder strength, based on the reported extent of the damage. Calculate residual stability when compartments are breached. Calculate the most favourable offloading, ballasting or cargo transfer sequences to improve residual stability, reduce hull girder stresses and reduce ground reaction. Calculate bending and shear stresses due to pinnacle loads from grounding. The USCG requires owners and operators to provide sufficient information to the programme manager (typically class) to enable these key calculations to be made in a TANKEROperator June 2010
EMERGENCY RESPONSE fastcalgas .com Online to onboard. SMIT installed suction/discharge equipment to deal with Eco Africa’s contaminated water. timely manner. From the salvor’s perspective, it is impossible to over estimate their potential significance. The main point here is that both tanker operator and salvor need to have all processes in place to respond effectively and decisively whenever an emergency arises. It is interesting to see just how closely aligned these processes are, from both sides. It starts with collecting vital data, verifying accuracy, distributing data to class, salvor, coast guard, etc, and, of course, repeatedly cross-checking input data for errors and updating as new data becomes available. Everyone must recognise that salvage is highly dynamic and the importance of being responsive to any change in condition. Within any salvor’s organisation, the experience and quality of salvage masters is central to operational success. SMIT’s salvage masters, of course, have their professional qualifications. Most are qualified masters (foreign-going), but there are also opportunities for naval architects and engineers to become salvage masters. Beyond professional qualifications and career background, the selection of potential salvage masters also depends on personal qualities. It is important to be social in temperament, have excellent communications skills, an ability to exercise tact in difficult circumstances and to respect the many parties involved in salvage. SMIT’s salvage masters include a number with a solid background of tanker seagoing experience (with oil companies and with independent operators). This direct experience is extremely valuable, as life on a tanker tends to be much more ‘hands on’ than on board many other vessel types. The attention to full service, often extending beyond the LOF, is also important. The Eco Africa, for example, has significance in the post – LOF context as the next tanker casualty might well occur at a remote location with little or no local/regional support and resources. In short, the salvage team may be expected to do everything in these circumstances, with no help from contractors. SMIT is always prepared to invest in human expertise. The training of assistant salvage masters is well-structured. In some cases, this training may begin from scratch, involving individuals in their mid-20s and with relatively little sea-time. Opportunities are taken to gain broad-based experience with, say, a period on board a heavy lift sheerlegs, followed by a position of responsibility on a tug and, possibly, time out gaining experience on board a tanker. Naturally, opportunities are always taken to gain experience during tanker salvage operations. There is also an important and growing dimension to the relationship between salvor and tanker operator, concerning pre-emergency cooperation. In recent months, for example, SMIT salvage masters with tanker experience have taken part in various exercises and drills held by oil majors and tanker owners around the world. TO Calibration gas just became a whole lot simpler. www.fastcalgas.com Fastcalgas is a new service from Martek Marine that allows you to quickly and easily order calibration gas 24 hours a day, 7 days a week; pay online to speed up your order; and have it shipped to meet your ships anywhere in the world. • Buy calibration gas online – anytime day or night • All hazardous paperwork completed for you • One clear price – including delivery • Stock held in hubs around the world - UK / Dubai / Singapore / Shanghai / USA Click. Dispatched. Calibrate. Part of Martek Marine Ltd. www.martek-marine.com info@fastcalgas.com June 2010 TANKEROperator
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Page 3 and 4: Contents 04 12 23 Markets Better th
Page 5 and 6: IT’S MORE THAN JUST OIL IT’S PO
Page 7 and 8: Safety is... ...being prepared to h
Page 9 and 10: INDUSTRY - MARKETS # of Vessels 100
Page 12 and 13: INDUSTRY - NEWS Effective anti-pira
Page 14 and 15: INDUSTRY - HUMAN FACTOR Ways to add
Page 16 and 17: MIRACLE Tank Cleaning Guide provide
Page 18: INDUSTRY - HUMAN FACTOR officer whe
Page 21 and 22: INDUSTRY - HUMAN FACTOR under the c
Page 23 and 24: INDUSTRY - HUMAN FACTOR Training in
Page 25 and 26: INDUSTRY - GREECE Greeks return to
Page 27 and 28: Time is not still So why waste your
Page 29 and 30: INDUSTRY - GREECE PROFILE - EPE ew
Page 31 and 32: INDUSTRY - GREECE PROFILE - EPE Par
Page 33 and 34: INDUSTRY - GREECE - POSIDONIA PREVI
Page 39 and 40: TECHNOLOGY - PROFILE VOYAGE DECISIO
Page 41: Tanker casualties may be infrequent
Page 45 and 46: TECHNOLOGY - EMISSIONS CONTROL SYST
Page 51 and 52: TECHNOLOGY - SHIPREPAIR & MAINTENAN
Page 55 and 56: Damage to propellers caused by ice
Page 59: TAKEROperator KEY PLAYERS IN THE TA

Features: - Tanker Operator

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