Response Measures And Risk Managements Against HNS(Hazardous and Noxious Substances) Spill

Transcription

1 Response Measures And Risk Managements Against HNS(Hazardous and Noxious Substances) Spi Name: Kim, Dong Hyun Company: KOMOS Marine, Oi Poution Surveyors & Adjusters Co., Ltd. Advanced Marine Poicy Program (AMPP) Seou Nationa University October 2015

2 I N D E X Chapter 1 Preface 3 Chapter 2 Main subject Meaning of HNS HNS accidents Response measures Nationa emergency pans Compensation systems Buk HNS Package HNS Risk management 13 Chapter 3 Discussions HNS incident at Tianjin Port in China Lessons of HNS incident by MARITIME MAISIE 17 Chapter 4 Summaries and concusions Response measures Risk managements 19 Appreciation 20 Bibiography

3 Response measures and risk managements against HNS spi 1 Preface The Hebei Spirit accident occurred in 2007 in the open sea of Taean aong the West Coast had spied about 11,000 tons of crude ois, resuting in a decaration of specia disaster area, and over about 100,000 cases of damage caims were raised, which have been sti unsetted and awsuits are going on even after 7 years [1]. Accident by oi spi onto the sea is comparativey frequent, raising many socia probems in the damage scaes and recoveries thereof. Nevertheess, there are internationa compensation systems such as CLC (Civi Liabiity Conventions) and FC (Fund Conventions) for sufficient compensations possibe, in which our government and reated organizations have good experiences for effective responses. Whie the other HNS (Hazardous and Noxious Substances) than crude ois shares 18% of maritime cargo transportation, frequency and amount of HNS spi incident are rather imited compared with those for ois incuding crude, so that systems for compensations are not fuy estabished and there are ack of response experiences as we [2]. Compared with ois, HNS is diversified over a thousand types with different reactions depending on the type, and highy dangerous due to toxicity and fammabiity, which requires preparations against spi incident. In 1947 at the port of Texas City, GRAND CAMP caught fire to get expoded of ammonium nitrate under transportation and 600 peope got dead and 3,000 injured. In 1987 in Spain, CASON caught fire during transportation of chemica substances such as natrium and aniine, resuting in evacuation of 15,000 residents and 3-month monitoring of air contamination in the nearby waters and areas. As for the domestic cases, in 2013, transporting HNS chemicas ike xyene, MARITIME MAISIE got fired on the hu by coiding with a ship, and the fire asted for 15 days and the ship with remaining chemicas was drifting about 3 months unti brought to the harbour of refuge (Figure 1). The exposion accident on 12 Juy, 2015, in a warehouse at Tianjin Port of China was not a - 3 -

4 maritime incident but an onshore HNS accident with over 150 peope dead and ost [3]. Most of HNS are transported by sea, which may experience serious disasters at sea. However, the response systems and skis for marine spi accident are mosty focused at oi spis and HNS spi incident is insufficient of responses and risk managements. This paper is for checkups of response measures against future HNS incident by reviewing the past HNS spi cases. Figure 1. Chemica carrier, MARITIME MAISIE [4] Hereunder are introduced diversity and hazard of HNS first, and oca and foreign HNS incidents are reviewed in order to tak about the risk of HNS incident. Response measures are discussed in three aspects such as 1) nationwide emergency pans, 2) compensation systems, and 3) methods of transportations (buk HNS and package HNS). Risk management is discussed by comparing the harmfuness with the cases of oi spi incidents incuding the risk managements by governments, rescuers, and crew. Last discussion is on the essons obtained from the Tianjin Port incident and the case of MARITIME MAISIE, and on the importance of responses from the economic point of view. 2 Main subject 2.1 Meaning of HNS - 4 -

5 HNS incudes a the dangerous and hazardous substances such as harmfu iquids (hydrofuoric acid, ammonia, suphuric acid, benzene, xyene, etc), anima and vegetabe ois, LNG, LPG, packaged hazardous materias (exposives, etc.), and buky soid hazardous materias (imestone, fertiizer, bituminous coa, etc.). About 6,000 types of HNS are transported wordwide by sea onboard chemica carriers, buk ships and container vesses, and about 1,100 types are estimated to be transported via the waters of Korea. According to the protoco on the Preparedness, Response, and Cooperation for HNS Poution Incidents (OPRC-HNS), HNS is defined as the materias other than petroeum which are hazardous to human and marine organisms, or give damages to the environments, eventuay hindering marine utiization [5]. Depending on the hazard degrees, packaged hazardous materias are controed by IMDG (Internationa Maritime Dangerous Goods) Code decided by the Internationa Maritime Organization (IMO): Cass 1 is for exposives, cass 2 for gases, cass 3 for infammabe iquids, cass 4 for infammabe soid matters, cass 5 for oxidizing materias and organic peroxides, cass 6 for toxic and infectious materias, cass 7 for radiation materias, cass 8 for corrosive materias, and cass 9 for other dangerous materias and products. Tabe 1 shows 10 HNS compounds extracted from the IMO-designated ist of highy feasibe substances for HNS accident. Some HNS are so highy reactive as to be used for various industria purposes, whie some, when reacting with water, are exothermic or exposive, or even producing toxic gas. Therefore, for any responses against HNS accident, individua property and behavior must be we checked in advance prior to treatment of spied HNS. Tabe 1. List of major HNS as hazardous materias designated by IMO [6] Rank HNS compound Suphuric acid Hydrochori c acid Sodium hydroxide Spi behavior sinker/ dissover sinker/ dissover sinker/ dissover Property and use Corrosive; exothermic and producing gas when reacting with water. Thick suphur is so strongy oxidative that shoud be carefuy treated. And water uptake power is strong, so that used for producing other acids, refining petroeum and coa gases, and for drying agent and dehydrating agent. Corrosive; exothermic and producing gas when reacting with water. Diversey used for treatment of water and wastewater. Corrosive; exothermic when reacting with water. Dissoved in the water to make strong basic water soution. Widey used for paper-making, textie - 5 -

6 4 Phosphoric acid 5 Nitric acid sinker/ dissover sinker/ dissover 6 LPG/LNG gaseous 7 Ammonia gaseous 8 Benzene 9 Xyene 10 Pheno foater/ evaporator foater/ evaporator dissover/ evaporator industry, foods and beverages, soaps, etc. Corrosive; exothermic and producing gas when reacting with water. Without any sme, used for processing phosphate, petroeum refining, pating, dyeing, etc. Corrosive; exothermic and producing gas when reacting with water. Typica strong acid cooress, corrosive and exothermic. Transported in iquid state; fammabe and exposive. Transported in iquid state; toxic and gaseous under norma temperature with pecuiar pungent odor. Tinged with chemica base and stimuant to the biopsy tissue. Used for synthetic fertiizer. Fammabe and exposive. Cooress and combustibe, and known as carcinogenic. Used as an important agent in chemica processing such as medicines, pastics, synthetic rubber, and dyeing stuffs. Fammabe and exposive. Cooress iquid with sweet sme and of very highy combustibe. Used for synthetic resins. Toxic and fammabe. Cooress substance. Voatie with sweet sme. If taken into human body through digestive organ, breath, skin contact, etc., strong toxic matter may cause serious disorder, or even death. Used for dyeing, preservative, insecticide, antiseptic, and mothba. 2.2 HNS accidents Depending on the transportation method, HNS is cassified as package HNS for transporting by container ship and as buk HNS for transporting in buk by chemica product carrier. Figure 2 is for frequency comparison of the wordwide 47 HNS spi incidents by uncontroabe externa causes such as bad weather and by onboard causes such as mechanica faiures and inexperienced crew: Buk HNS incident is greater by about two times than package HNS, and incidents by externa causes are amost simiar to those by onboard causes

7 On board Bad weather Package HNS Buk HNS Figure 2. Causes of HNS spi incidents [7] As per the data of the Ministry of Pubic Safety & Security, Korea has suffered more than two HNS incidents every year during past 5 years [8]. So far, no big accident has occurred by HNS, but potentia dangers by such accident are great in ine with deveopment of petrochemica industries and eventua increment of marine transportations (Tabe 2). Moreover, as Korea is surrounded by water on three sides and the coastines aong the West and South Coasts are compicated with many isands, dangers of marine accident by stranding or coiding are possiby in existence; aso many offshore cuture farms are in the inter-tida zones aong the coasts, so that any HNS incident may bring about serious socioeconomic impacts. Tabe 2. Major HNS incidents in Korea [9] Year Pace Ship's name Spied substance Damages 1993 Daesan Port 2004 Namhae County Frontier Express Morning Express Naphtha 8,300 tons Naphtha 1,200 tons 157 men vomiting / breathing disorder 2 men burned 2007 Busan Port Maria Ammonia 1 man suffocated to death 2007 Onsan Port Poseinger 2007 Baekdo in Yeosu Eastern Bright Methano 954,600 iters Nitric acid eaked No casuaty Negigibe environmenta damage. (But 14 crew sunken dead) - 7 -

8 2012 Incheon Dura 3 Gasoine Expoded, 11 crew dead Taejongdae in Busan Maritime Maisie Xyene, etc. Fired, drifting to Japan, but no casuaty. 2.3 Response measures Discussions here are on the genera responses against HNS spis: Nationa emergency pans are discussed first, foowed by the damage compensation systems and responses against spis of buk and package HNS Nationa emergency pans According to the OPRC-HNS protoco effective as from June, 2007, the member countries must estabish nationa ceanup pans as a matter of duty and the emergency pans manuas for HNS marine spis shoud be kept in the ships and the marine faciities. Korea Coast Guard prepared in 2005 the Hazardous and noxious substances (HNS) incident response manua in order to reguate the comprehensive measures incuding the initia responses upon receipt of an HNS incident situation, on-site responses, and ex post facto measures. It aso incudes the emergency measures based on the cassification by IMDG Code [10]. In 2011, Korea Coast Guard prepared the Modernization Pan Report of Nationa Response System against HNS Incidents in order to conduct effective ceanups of not ony ois but aso HNS, and to survey the transported materias by port for hazard anaysis and improvement pans. Usan Port, Yeosu Port (Gwangyang Port), and Daesan Port are ocated of petrochemica compexes, so that there are highy risky of fire, exposion, and eakage, whie Port of Pyeongtaek and Dangjin are of high risk of exposion accident due to saiing in and out of gas carriers (Figure 3). According to the manua, detaied informations are confirmed for any eaked substances, and, as for any substances not known of any detais, the owners are contacted for necessary informations. In case of totay unknown substances eaked, hazard grade is cassified per the container abe by appying the Emergency Response Guideines pubished by CANUTEC (Canadian Transport Emergency Centre) [11]. On 29 December, 2013, carrying HNS of paraxyene, etc., a Hongkong fag carrier, MARITIME MAISIE was caught in a fire but Korea Coast Guard coud not approach to the ship due to highy noxious smokes and coud not put out the fire. And the Ministry of Pubic Safety & Security has started deveopment of an - 8 -

9 HNS response ship by investing K\10 biion, which wi be buit by 2017 to be posted in Usan Port [12]. The HNS accident by MARITIME MAISIE and the essons thereof are deat under the item of "Discussions" ater. Figure 3. West and South Coast of compicated coastines with many isands, and the major ports ocated of petrochemica compexes Compensation systems In case of oi poution incident, such internationa compensation systems as CLC and FC are compensating to a certain amount of the damages exceeding the shipowner's iabiity imitations. On the other hand, any HNS spi incident is appied not by CLC or FC, but by LLMC (Convention on Limitation of Liabiity for Maritime Caims) for iabiity amount, and eventua compensation coud be insufficient. And foowing the oi contamination compensation systems of CLC and FC as basic modes, the internationa HNS convention was concuded in The HNS convention makes up an internationa fund by the cargo owners in order to compensate any and a damages occurred by HNS cargoes within the territoria waters and the environmenta damages and oss of ives within the excusive economic zone (EEZ). The system compensates a maximum of 250 miion SDR (Specia Drawing Rights) per case, which has, however, not become effective as yet [13]. In case of any HNS marine spi incident in Korea, as per the 76LLMC adopted - 9 -

10 in the commercia aw, shipowner is imited on iabiity (Tabe 3). However, according to the commercia aw, artice 773 (abatement of imited iabiity), item 4, shipowner can not be imited on iabiity for remova or harmessness measures of the cargoes onboard the ship in a marine accident. Accordingy, in case of any damages exceeding the imited iabiity amount due to HNS cargoes, the ceanup costs for spied HNS wi be added to the iabiity imitation amount per the commercia aw. As an exampe, suppose that the spied HNS cargoes from a buk ship of 20,500 G/T to incur a damage as beow: Damages to fisheries and environment: 4,000,000 SDR Ceanup cost: 1,000,000 SDR As shown in Tabe 3, the iabiity imitation amount per the commercia aw woud be 167, ,000 = 3,507,000 SDR, which can cover the damages to fisheries and environment. However, the ceanup cost of 1,000,000 SDR can not be covered, so that wi be added to the iabiity imitation. And the compensation amount woud be 3,507,000 SDR + 1,000,000 SDR = 4,507,000 SDR. Tabe 3. Liabiity imitation amount per the commercia aw adopted of 76LLMC Gross ton SDR* Maximum SDR* < , ,000 30, , per exceeding ton 5,093,500 70,000 5,093, per exceeding ton 10,093,500 > 70,000 10,093, per exceeding ton * 1.0 SDR = 1.4 USD (as of 20 August, 2015) Buk HNS Upon occurrence of HNS accident, it is important to check first of a the hazard extent of the HNS to the crew, environment, and the rescuers, and the HNS behaviors. However, in many cases, basic informations are short on what chemica compounds the spied HNS is composed of. HNS spied onto the waters woud show roughy 4 behaviors as shown in Figure 4 such as evaporation (E-type), foating (F-type), diution (D-type), and sinking (S-type) (Tabe 1; Figure 4). Such informations are very important for the rescuers and ceanup operators: Ceanup boats for coecting the foating poutants can not coect the cargoes which are evaporating or sinking; gas mask is needed for noxious evaporating substances; heicopters and ordinary ceanup ships may have to be imited of use; and government may need to contro the incident areas by

11 bocking access of residents and tourists, and even by interrupting fishery activities. Such hazard informations are required for cose cooperations between the ceanup operators and the oca sef-governing units for successfu responses [14]. Figure 4. Behaviors of spied HNS onto the sea [15] Responses by behaviors are as foows: In genera, most dangerous HNS is E-type (Evaporate) of gas and evaporation because it coud expode, be of fire hazard, and make noxious couds. Such risks can be responded by controed reease, by diution in the water, or by knock-down sprinker system. As for the coision accident of a container ship, EVER DECENT (1999), water spray cooing down the surface was abe to prevent fire and exposion by fammabe gas couds. When SAMHO BROTHER got sunken on the waters of Taiwan in 2005, 2,760 tons of benzene and 85 tons bunker ois remaining onboard were safey removed by controing the fishing boats near around and by forecasting the behaviors of ois and benzene vapor by modeing. Spied F-type (Foat) HNS foating on the water ike ois can be appied of the ceanup method simiar to poution by ois. However, as for diese, xyene or styrene forming couds when evaporating, ceanup equipments shoud not make any sparks. In 1997, ALLEGRA got coided and spied 900 tons of pam oi to make oi bet on the sea and 5-10cm margarine bas aong the nearby shores, which, however, did not give any serious damages to the ecosystems

12 and wid ives near around. Easiy dissoved in the seawater to make contaminated water coumn, such D-type (Dissove) HNS as acid, base, and acoho are more difficut to get treated. In the shaow water, treating agents coud be considered to be added, which may dissove in the water to get ow concentrations and not give any big impacts to environment. The S-type (Sink) HNS heavier than seawater may contaminate various parts of the seabed, which is hardy recovered and quite costy. Dredging machines coud be used for mechanica remova, or pouted area coud be covered with cean sediments. Dredged poutants shoud aso be carefuy treated. Spied grains such as rice, wheat, or corn, in most cases, may not be regarded as poutant. However, abundant grains decaying on the shaow seabed are producing toxic hydrogen sufide gas, and the rescuers shoud wear breath protection gears Package HNS Korean container transportation reached up to 25 miion TEUs (Twenty-foot Equivaent Unit) in 2014 to be No. 5 in the word [16]. In 2014, Busan Port handed 480,000 TEUs of hazardous cargoes, which may mean possibe increment of container accident by coision or stranding. Buk HNS incident may spi one or two types of HNS in abundance, whie HNS in containers may spi smaer amount than buk HNS but most probaby diverse types of HNS, which may bring difficuties in finding a of the spied HNS in fu, forecasting their degree of risks, and coecting them back. When HYUNDAI FORTUNE was saiing aong the coast of Yemen in March, 2006, containers oaded of fire crackers got expoded making fire, of which osses of the ship and the cargoes reached to about US$800 miion (Figure 5). In 2010, a container ship, MSC CHITRA, got coided with a buk carrier, KHALIJIA, and 600 tons of bunker ois and 250 units of containers were reeased to the sea, out of which 31 containers were found oaded of corrosive, noxious and fammabe HNS. Aways even during the ceanups, auminium phosphate in a container had to be monitored of possiby emitting gas as it may make noxious phosphine by reacting with seawater. Spied drums were ost of abes and it was difficut to find the HNS properties and coect them back. And fou smes from the decaying genera cargoes were giving unpeasant feeings to the rescuers [17]. Points of responses for package HNS incident are compied as beow: Accident by container ship shoud be checked of informations on the

13 container's position on the ship, the HNS' position in the container, and the packing status. If a container oaded of dangerous cargoes is ost, it is usefu to find more about the cargo characteristics from the manufacturer and cargo owner. What shoud be found is if the container is foating or sinking, if cargo packing is water-tight, and how the various HNS woud be reacting. A fire in a container ship is not easy to get suppressed: If any infammabe cargoes oaded around the fired container, other containers may easiy get fired as we; as containers are pied up ike bocks, fire fighters may not easiy extinguish the fire for a ong time. Under such circumstances, it is important to secure fire fighting speciaists. It shoud be aways reminded that, different from buk accident, container accident is of diverse HNS, of which basic informations are difficut to be obtained, so that practica ceanups coud be deayed. Moreover, not known of the basic informations of the HNS onboard, the crew are iabe to get endangered. Figure 5. Container ship, HYUNDAI FORTUNE, on fire on a coast of Yemen in March, 2006 [13] 2.4 Risk management Risks are expressed as beow by number of frequency and consequence: Risk = Frequency x Consequence That is to say, ess risk shoud be by reducing frequency or by reducing the scae of consequence. As afore-stated under item 2.2, a haf of past HNS incidents occurred by externa factors are beyond the contro of the ship's

14 master, so frequency reducing is imited. Reducing the scae of consequence of an accident is depending on effective response and risk management thereof. Oi poutions vs. HNS poutions So far, experiences and responses on marine spis are confined to oi poutions. Tabe 4 is comparisons of the response differences between oi poutions and HNS poutions. Most of a, initia assessment shoud be conducted sufficienty prior to commencing ceanups. Different from oi contamination ceanups, prompt response activities may not be the best if the HNS characteristics are not we known. Many researches have been made on the oi impacts to the marine environment, but those on HNS are comparativey rare. Ois are measured of hydrocarbons for monitoring, and even for fishery shutdown orders, whie HNS is of so diverse types that reationship between spi of a certain HNS and environmenta impacts thereof is hardy judged. When ceanups are commenced for oi contaminations, ois' voatie substances have been aready evaporated, so that risk of air poution or exposion is very ow. But, in case of HNS spis, initia assessment is very important, in some cases, to define exposion zones, to estabish strategies on modeing, monitoring, and controed reeases. Initia assessment prior to ceanups may take time of some weeks or some months. More important than anything ese are, different from oi contaminations, to be prepared for risks of toxicity and fire, and to be equipped with technica gears for conducting safe ceanups. Tabe 4. Risk management: Oi poutions vs. HNS poutions Oi poutions HNS poutions Compound type Limited Very diverse Spied compound's behavior We known Different by type, and not we known Ceanup expertise Required Much required Invoving non-speciaist for ceanups Intia risk assessment time prior to ceanups Emergency escape pans Ceanup of foating matters Impact to marine environment Necessary Short Amost unnecessary Necessary Many data and standards avaiabe Stricty controed Coud be ong Necessary depending on type Limitedy necessary depending on HNS' behavior Amost not researched; continuous study in need

15 However highy dangerous the HNS may be, accidents can be safey setted down by responding with carefu initia assessments and pans. For exampe, spied suphuric acid can be reduced of hazard to the ceanup operators by we diuting in the seawater or we evaporating into the air. Most of a, it is necessary for a parties concerned to understand the HNS we and cooperativey to conduct risk management together. Risk management by the crew Crew mosty do not know about HNS. Ignorant crew not ony can be endangered of safety for themseves first, but aso can make the surrounding environment exposed to the risks due to poor initia responses. But damages can be drasticay reduced if master and crew conduct the initia responses according to the on-board emergency pans. In 1999, when ASCANA carrying 1,750 tons of viny acetate got fired in the engine room, appropriate fire suppression activities by the crew was abe to prevent oss of human ives, big fire of the ship, and HNS spis before abandoning the ship. Crew themseves shoud be we aware of proper responses to protect their ives and reduce damages to the environment. Risk management by the rescuers Rescuers shoud secure cargo hazard informations for initia assessments and shoud know that prompt ceanups without initia assessment coud be dangerous. Such situations shoud be understood for panning as that ois and chemica compounds, or various different chemica compounds coud be spied together. Most gases and voatie substances are apt to get expoded and fired, and toxic coud is most dangerous. Toxicity of chemica substances is harmfu to the rescuers, so that proper safety gears shoud be prepared. As for oi contaminations aong the coasts, many amateurish manpower are mobiized for oi residue removas. But, as for HNS ceanups, due to diverse reactions and substance informations not so we known, ceanups shoud be done stricty by speciaists from A to Z and we controed by the authorities. Fires by noxious chemica matters are not easiy extinguished. Especiay for fire fighting onboard a ship, responses shoud be not ony as per the speciaized knowedges on HNS, but aso requiring protection cothes and gears. Prompt ceanups without initia informations are not the best. Container incident shoud be generay considered of coection and paces of storage and disposa

16 Figure 6. Ceanup operators wearing individua protection gears for participating in chemica substance spi response training [18] Risk management by the government Government shoud keep a speciaists network set up in advance for immediate depoyment for spi incident responses. Oi contaminations tend to hire a ot of residents in the pouted areas for removas, but HNS spis shoud be deat by speciaists from the beginning and strongy controed for residents' safety due to toxicity and hazard thereof. For effective responses and restorations, it is necessary to communicate with the ceanup team, and aso with the residents worried about the situation, for which appointing a main contact person woud be effective. Impacts to the environment shoud aso be monitored. Risk-reducing efforts are necessary for prompt initia responses, when, however, it shoud be reminded that the time between the incident occurrence and the initia responses coud be onger than for the case of oi contaminations. In 2003, ADAMANDAS carrying 21,000 tons of deoxidized iron bas was worried of exposion by newy formed hydrogen in ine with increment of cargo temperature. Worried of weaker ship's body by exposion and heat, French Government arranged ADAMANDAS to move to the waters off 10 mies, to evacuate the crew, and to sink the ship down. 3 Discussions 3.1 HNS incident at Tianjin Port in China On 12 Juy, 2015, the exposion accident in a warehouse at Tianjin Port in China was an HNS incident incurring 176 men dead and ost, and 700 injured

17 According to the announcement of Tianjin City's accident HQs, out of those dead and ost, 104 men were fire fighters sharing about 60% thereof [19]. The chemica matters in storage at the warehouse in Tianjin were transported through ocean, so that any ships can be occurred of simiar accident onboard. According to the pubic announcement, sodium cyanide was reacting with the water sprayed by the fire fighters caused exposion, and the Chinese authorities got worried of secondary poutions and bocked the mouths of tap water pipeines, etc., for monitoring of cyanide concentrations. The incident duy reminds us importance of the contents afore-stated on the HNS responses and risk managements. Upon occurrence of HNS spis, importance of initia informations on HNS hazard, rescuers' expertise and technica gears, and necessity of contro and protection measures of the residents can not be too much emphasized. 3.2 Lessons of HNS incident by MARITIME MAISIE On 29 December, 2013, there was a coision between M/V GRAVITY HIGHWAY (55,000 G/T), a car carrier buit at a big shipyard in Usan, and M/V MARITIME MAISIE (29,200 G/T), a chemica carrier saiing fuy oaded of HNS. MARITIME MAISIE got seriousy damaged on the port side and got fired in the cargo hu. Crew of the two ships escaped upon the accident, so that no casuaties incurred [20]. Korea Coast Guard and KOEM hurriedy dispatched an own fire suppression ship and a tug boat equipped with fire fighting gears. However, due to cargo hazard, they were just trying to extinguish the fire with the wind at their back but coud not fuy suppress it. MARITIME MAISIE as a dead ship was drifting by the current to enter into the territoria waters of Tsushima of Japan around 19:30 same day, and Korea Coast Guard handed over the ship to the Japan Coast Guard. Then, the shipowner appointed Nippon Savage Co. for savage by estabishing an LOF (Loyd Open Form) contract effective of SCOPIC (Specia Compensation P & I Cub). By depoying M/V Koyomaru, a 10,000-hp savage ship equipped of fu gears for ceanups, fire suppression, underwater diving, cranes, etc., Nippon Savage was trying fire fighting and tugging of the fired ship but faied, and became successfu of fire suppression by the support of Dutch fire fighting speciaists ony on 16 January the next year. MSI Ship Management as the owner of MARITIME MAISIE requested Japanese Government for a sheter for transfer of cargoes and fue ois but was officiay refused on 17 January, The incident shipping company asked Korean Government for a sheter at Busan

18 New Port, which was aso refused by the government worrying possibe secondary marine accident. Consequenty, the ship had to be drifting for 3 months tugged by Nippon Savage aong the territoria waters of Tsushima. At ast, per an approva by Korea Government, transfer of remaining cargoes and fue ois was competed through the ogistics termina at Usan New Port on 11 Apri, 2014, in about 100 days after the incident. The fire accident of MARITIME MAISIE eft some essons as foows: First, it seems not a proper soution to et the chemica carrier, due to possibe risk of fire exposion, drifting to Japan to be handed over to Japan Coast Guard. Generay, when an unexpected accident ike fire occurs, it woud be regarded an internationa practice for the government of the initia incident waters provides a sheter. It woud be desirabe that, regardess of fags domestic or foreign, any marine accident incurred in the territoria waters of Korea shoud be supported by Korean government for successfu savages. Second, any fire breakout on a chemica carrier woud be worried if the fire transfers to the tanks in the neighborhood to make a massive fire and exposion. In 1970, an oi tanker barge fuy oaded of gasoine was approaching to KNOC T-2 termina in Incheon, when there occurred an exposion accident by the eaked gas out of the pipeine on the deck connecting the main tanker and the barge for discharge. As the tanker's hods were cosed of the vaves before the operations so that the fire did not transfer into the tanker. Unconfirmed informations and ack of expertise may produce improper worries and interrupt proper treatments. Third, governmenta emergency pans shoud be prepared for designation of proper sheters of chemica carriers so that they can be urgenty moved there upon fire breakout for fire suppression. Without any sheters designated and prepared in advance, cargo transfer and other activities after anchorage may not be easy. Lasty, it may be useess to mention that the first priority upon an HNS spi is to reduce damages to human ives and environments. However, at the same time, economic factors shoud aso be considered. As for the case of MARITIME MAISIE, our government seems to have been concerned in avoiding any risks. The Japanese savage company made considerabe profit by tugging the incident ship for 3 months, which give us a tip for the creative economy recenty emphasized. Creative economy is not ony by creativeness of manufacturing industries or of industria technoogy. Good responses to the disasters can create economic vaue as so much. We prepared man can catch an opportunity when strugging with difficuties. By thoroughy preparing ourseves for proper responses, substantia added-vaue can be created even in HNS incident of high

19 risks and generay disiked. 4 Summaries and concusions Less than oi contamination incident in frequency, however, HNS may resut in greater probems by its hazard. But, risk can be we reduced if HNS is we understood of the characteristics and managed of risks by manua for proper responses. Beow are the summaries of response pans and risk managements. 4.1 Response pans HNS is of diverse types and highy reactive, so that, once spied, it may react with seawater to get exothermic or exposive, or to produce toxic gas, which shoud be carefuy responded by experts. Nationa emergency pans are the most basic response. Upon any HNS spis, an emergency team shoud be operated by the speciaists based on the manua. No internationa compensation system is avaiabe for HNS spi incident unike for oi contaminations. As for domestic accident, damage compensation is as per the commercia aw for adding up the iabiity amount based on the gross tonnage. Ceanup cost is added to the iabiity amount. Initia informations are important on the spied HNS behaviors of evaporation (E-type), foating (F-type), diution (D-type), and sinking (S-type). Due to different hazard and different ceanup method, initia informations shoud be obtained for sure prior to ceanups. If a container oaded of cargoes incuding HNS is ost, it may take a ong time to monitor various procedures such as coecting initia informations of the substance, ocations, remova and disposa. Lost cargoes shoud be stricty controed of approaches. Not ony removas but aso storage and disposa shoud be considered. 4.2 Risk managements So far, experiences and responses are mosty confined to oi contaminations. Different from oi contaminations, HNS poution may take a ong time for initia assessments, and shoud be conducted of ceanups for safety due to possibe risk of toxicity and fire. Not knowing about chemica matters, crew may conduct improper initia responses and get victimized. By the initia responses per the on-board

20 emergency pans, crew can ensure own safety and greaty reduce future damages. Rescuers as speciaists shoud know the cargo hazard informations for initia assessments and prepare proper technica gears. They aso shoud understand and make pans about the situations that ois and chemica matters, or various chemica matters may be spied together. Government shoud secure speciaists network in advance for immediate depoyment for spi responses. Strong contros are required for the safety of residents and other citizens. Appreciation I woud render my sincere appreciation to the Honorary Professor Yongan Park of Coege of Natura Sciences, Seou Nationa University, who estabished the Advanced Maritime Poicy Course, for his guidance through the course for me to accumuate various knowedge and discrimination on maritime speciaties. I woud aso give my heartfet thanks to Professor Yanggi Jo for his great ectures and aways joining our on-the-spot studies, and to Professor Jeomsik Hwang for his supervising my thesis by eading the 6-month curricuum. My appreciation woud aso be shared to the assistant instructor, Mingyeong Jang who has shared her abor with us. I woud be gratefu to Byeongi Mun, Managing Director of Korea P&I Cub, who recommended me to the Advance Maritime Poicy Course. I woud reay my gratefuness to the 16th cass feow students who have shared joy of earning with me. Bibiography 1. White paper on M/T Hebei Spirit Oi Spi Contamination Incident (Damage compensations), MLTMA, Taeksu Im, Seunghwan Lee, Jongwuk Choi: Response system estabishment promotion status against HNS marine incident, Marine Environment Safety Society - Spring season academic conference, Jungang Ibo, 17 August, Busan Ibo, 31 December, Jini Choi, Gyeongwu Jo: Study on major contents of the iabiity conventions on marine transportation of HNS cargos, and necessity of memberships, Korea Maritime Law Association, Vo.32, No. 2, November, Internationa Maritime Organization 7. E. Mamaca, M. Girin, S. e Foch, R. e Zir, Review of chemica spis at sea

21 and essons earnt, Interspi Ministry of Pubic Safety & Security 9. Simjeong Jo, Dongjin Kim, Gangsik Choi: Studies on domestic HNS marine transportation incident risk anaysis and incident reduction pans, Journa of the Korean Society of Marine Environment & Safety, Vo. 19, No.2, pp , Apri, HNS Incident Response Manua, Korea Coast Guard, December, Fina report of modernization pan researches on the nationa response systems against HNS incidents, Korea Coast Guard, First domestic ship to be buit for marine chemica spi incident, Seou Shinmun on 12 May, IOPC Funds Karen Purne, Are HNS spis more dangerous than oi spis?, Interspi ITOPF MOMAF Responding to Containership incidents, C. O'Hagan and A. Tucker, Interspi Daiy construction news, 11 May, th pubic journa briefing announcement by the accident HQs of Tianjin City, 20 August, Chanyeo Ryu: Understanding and business practice of maritime savage, KPub,