Emergency Response Manual based on OPRC-HNS and SOPEP

Transcription

1 Emergency Response Manual based on OPRC-HNS and SOPEP Ki-Seng Kwon*, Jin-Gyeong Kim**, Kyung Tae Jung***, Dae-Jin Jung* 4, Jung-hwa Kang* 5,Yeong-Cheon An* 6. Sung-Ho Bae* 7, Jung-Hwan Moon* 8, Ki-Seng Kwon*, KIMFT, BUSAN, KOREA, Jin- Gyeong Kim**, KIMFT, BUSAN, KOREA, Kyung-Tae Jung***, KIOST ANSAN KOREA, Dae-Jin Jung* 4 KOTEC, BUSAN, KOREAjdjart@hanmail.net Jung-hwa Kang* 5 KANGJIN SHIP MANAGEMENT, BUSAN, KOREA kjship@kjship.com,yeong-cheon An* 6 DODOW BUSAN, KOREA dowdo@hanmail.net Sung-Ho Bae* 7 MAG SWITCH KOREA magswitch@gmail.com Jung-Hwan-Moon* 8, DONG KANG M-Tech, SEOUL KOREA phd.moonjh@daum.net ABSTRACT Marine oil pollution incidents occur from the various accidents of merchant ships, naval warships and off-shore marine facilities around the world, sometimes contaminating severely the marine environment and causing the loss of many human lives. We are therewith paying huge social cost reiteratively. Major oil pollution incidents at sea are caused by hull failures such as occurrence of punctures and cracks by collision, going aground and sinking in heavy weather conditions etc. It is obvious that if we can block the punctures and/or cracks of ships hull, we can reduce the marine pollution drastically but unfortunately the technology and equipments which we are seeking with eager anticipation have not yet been developed. We here present development of innovative and efficient equipments for emergency response based on IMO/OPRC-HNS, proposing a change in the oil spill response strategy from post-accident clean-up only to blocking punctures and/or cracks of ships hull at the early stage of accident plus post-accident clean-up. It is expected that emergency response manuals based on the innovative technology and equipments will significantly contribute to maintain the healthy marine environment. KEYWORDS : Blocking system, Liquid spill stopper, Hull failures, Punctures, IMO/OPRC-HNS, SOPEP. The background of the work 1. M.V Hebei Spirit Oil pollution incident The incident occurred on 7th December 2007 at Yellow Sea approximately 7 miles off Taean, South Chung-cheong province, Korea. A towing fleet composed of two tugs Samsung T-5 and Samho T-3 and a crane barge which was operated by Samsung Heavy Industries Co., Ltd. sailed from Inchon port to GeoJe island and around 04:00 AM the towline of Samsung T-5 was cut off owing to heavy weather and the crain barge collided 9 times with VLCC M.V Hebei Spirit gross tonnage 147,000 ton, registered at Hong Kong. As the result of the collision Hebei Spirit got three punctures on her port side tanks nos.1, 3, and 5 and spilled 12,547 kl of crude oil. During the spill for 37 hours from No. 1 tank, the national strike force kept an eye on it in vain because there was no available means to stop it. The social cost from the incident was estimated to be approximately $14 billion. Korean government has thereafter supported a research of developing technologies and equipments to block punctures. No. 1 Port tank oil spilling No. 3 & 5 tank punctures

2 Fig. 1 Oil spill from M.V. Hebei Spirit and punctures 2. Warship Chamsuri 357 incident a case of sinking A Korean naval speed boat was severely shot on its port side by North Korean warships near the Yeon Pyung island, Gyeonggi Bay on June 29th 2002 and sank after 8 hours during the towing to its naval base. Also several soldiers sacrificed for their life because their waterproofing skills and equipments were ineffective to stem entering waters through punctures although they had had waterproofing drill regularly. This incident motivated to develop the new skill and equipments not to repeat same incidents in the future.. Fig. 2 Refloated view of warship PKM Preparation and response to ship s hull failure to prevent marine catastrophes During the last several decades around the world, marine catastrophes such as massive oil pollution and sinking of ships occurred in spite of unceasing endeavors by IMO and other international organizations including ship owners, port authorities, insurance companies etc. Suppose that we would face directly to the hull failure which is the major cause of marine catastrophes, we can find out one of the solutions to save the lives and protect the marine environment. For that, some simple innovative or creative ways of thinking are obviously needed like a Columbus egg. It is believed that sets of LSS (Liquid Spill Stopper) presented here can at least prevent some portion of massive oil pollution and sinking of ships if we adopt them as an emergency response equipment. STUDY OF INTERNATIONAL CONVENTIONS I. Protocol on Preparedness, Response and Co-operation to Pollution Incidents by Hazardous and Noxious Substances, Emergency plans and reporting Each party shall require that ships entitled to fly its flag have on-board a pollution incident emergency plan and shall require masters or other persons having charge of such ships to follow reporting procedures to the extent required. Both planning requirements and reporting procedures shall be in accordance with applicable provisions of the conventions developed within the Organization which have entered into force for that Party. On-board pollution incident emergency plans for offshore units, including Floating Production, Storage and Offloading Facilities and Floating Storage Units, should be dealt with under national provisions and/or company environmental management systems, and are excluded from the application of this article. Each Party shall require that authorities or operators in charge of sea ports and hazardous and noxious substances handling facilities under its jurisdiction as it deems appropriate have pollution incident emergency plans or similar arrangements for hazardous and noxious substances that it deems appropriate which are co-ordinated with the national system established in accordance with article 4 and approved in accordance with procedures established by the competent national authority. When the appropriate authorities of a Party learn of a pollution incident, they shall notify other States whose interests are likely to be affected by such incident. 2. Research and development Parties agree to co-operate directly or, as appropriate, through the Organization or relevant regional organizations or arrangements in the promotion and exchange of results of research and development programmes relating to the enhancement of the state-of-the-art of preparedness for and response to pollution incidents, including technologies and

3 techniques for surveillance, containment, recovery, dispersion, clean-up and otherwise minimizing or mitigating the effects of pollution incidents, and for restoration. To this end, Parties undertake to establish directly or, as appropriate, through the Organization or relevant regional organizations or arrangements, the necessary links between Parties' research institutions. Parties agree to co-operate directly or through the Organization or relevant regional organizations or arrangements to promote, as appropriate, the holding on a regular basis of international symposia on relevant subjects, including technological advances in techniques and equipment for responding to pollution incidents. 3. Technical co-operation Parties undertake directly or through the Organization and other international bodies, as appropriate, in respect of preparedness for and response to pollution incidents, to provide support for those Parties which request technical assistance, to train personnel, ensure the availability of relevant technology, equipment and facilities, facilitate other measures and arrangements to prepare for and respond to pollution incidents, and initiate joint research and development programmes, Parties undertake to co-operate actively, subject to their national laws, regulations and policies, in the transfer of technology in respect of preparedness for and response to pollution incidents. 4. Institutional arrangements Parties designate the Organization, subject to its agreement and the availability of adequate resources to sustain the activity, to perform the following functions and activities: Information services is to receive, collate and disseminate on request the information provided by Parties and relevant information provided by other sources; and to provide assistance in identifying sources of provisional financing of costs, Education and training is to promote training in the field of preparedness and response to pollution incidents; and to promote the holding of international symposia Technical services is to facilitate co-operation in research and development, provide advice to States establishing national or regional response capabilities, analyse the information provided by Parties and relevant information provided by other sources and provide advice or information to States, technical assistance which to facilitate the provision of technical assistance to States establishing national or regional response capabilities, and facilitate the provision of technical assistance and advice, upon the request of States faced with major pollution incidents. II. MARPOL73/78 convention 1. Regulation 37, shipboard oil pollution emergency Every oil tanker of 150 gross tannage and above and every ship other than an oil tanker of 400 gross tannage and above shall carry on shipboard oil pollution emergency equipments approved by the administration 2. Guideline Such plan shall be prepared based on guideline developed by IMO(authority) and written in the working language The guide line should be include detail action to be taken immediately by the persons on board to reduced or control the discharge of oil following the incidents. III. Action plan for Emergency Response Manual by SOPEP The purpose of the Plan is to provide guidance to the captain and officers on board the ship with respect to the steps to be taken when an oil pollution incident has occurred or is likely to occur. The Plan contains all information and operational instructions required by Regulations. The appendices contain names, telephone, telex numbers, etc. of all contacts referenced in the Plan, as well as other reference material. The Plan is available to assist personnel in dealing with an unexpected discharge of oil. Its primary purpose is to set in motion the necessary actions to stop or minimize the discharge and to mitigate its effects. Effective planning ensures that the necessary actions are taken in a structured, logical, safe and timely manner.

4 Response 1. How to respond to an incident Whenever a spill of oil occurs, it is the duty of the person finding the spill to immediately inform the master or responsible officer, who should call out the vessel's pollution prevention team. Ship personnel will almost always be in best position to take quick action to mitigate or control the discharge of oil from their ship. Following figure provides the conceptual framework for the categorization of response levels as basis of for emergency planning. This will be a basis of judgement in order to minimize response time and response method when incident is occurred. Fig. 3 Fame work for category of response 1. Real response check list for hull failer and (or) leak 1) Check list of internation standard(sample) Table 1 Response action checklist ACTION Person Responsible 1 Immediately stop any bunkering or transfer operations if any are C/O, C/E I in progress. Inform the Master 2 Activate the on board Emergency Squad. Master 3 Contact ACP and the Authorized Person Master 4 Provide as much information as possible on the IMO Incident Identify Report Form A. 851 (20) and forward according to the DRILL or guidelines under MARPOL Reg. 37 Annex I. ACTUAL (Fill up blanks then send it A.P & the company too) SPILL 5 Locate the leaking tank. If the leakage source cannot be located C/O, C/E on board, begin taking ullages on all suspected tanks at regular intervals to detect any changes. All tanks should be isolated to ensure that the hydrostatic height should remain the static. 6 A diver/helmet diver should be used to search for the leakage Master from the bottom if other attempts cannot identify the location of the leak. 7 Take all appropriate actions while paying consideration to the C/O effect the actions can have on the ship s stability and hull stress. 8 A visual inspection should be carried out of the hull and C/O, C/E accessible spaces. If a visual inspection of the hull does not reveal the location of the hull leak then the suspect tanks contents should be sampled for water content. 9 All ballast and bunker tanks as well as cargo holds are to be C/O, C/E sounded. CONFIRM YES NO

5 10 All other compartments which have contact with the sea should be sounded the check for possible leaks. 11 Commence gravitating or transferring oil from the leaking tank(s) to an empty or slack tank to lower the level of the oil in the tank below the level of the leak. 12 Pumping from tanks with minor holes or fractures into barges or to a terminal is also an effective method to stop the outflow. C/O, C/E C/O, C/E C/O, C/E 2) Real emergency response We would like to introduce the some examples which can cope with various hull failures by LSS (a) Hull failure in case of an outflow with pressure First of all, report to port authority according to the IMO Incident Report Form A. 851 (20). Second, confirm the damaged position and size. If ship (off shore or naval ship also) has equipped with liquid spill stoppers, consider the possibility of blocking the damaged part by ship s personnel. If it is impossible, report to the port authority according to a report form in A. 851 (20) as soon as possible. When the various puncture damages are confirmed, ship s crew can try to block with high or low pressure liquid spill stoppers but in advance master should review the safe working procedure and also need to follow the manufacturer s manual.. Fig. 4 Oil spill from ship s hull puncture 1. Preparing 2. On position 3. Main body on 4. Valve close Fig. 5 Developed puncture blocking equipment for small-sized high pressure spilling (b) Under-water hull failure of a warship applicable to merchant ships Confirm the position and size of puncture. Master should confirm the ship s response materials on board according to IMO MARPOL ANNEX 1 Reg. 37 SOPEP APP. 8.

6 Fig. 6 Water influent on account of collision In case the ship is equipped with oil spill stopper, report to nearest port authority by IMO Incident Report Form and get confirmation whether or not the oil spill stopper will cover the puncture area 300mm diameter hole. When shore diver arrives on board, master should consult for safe works. When the puncture is blocked with liquid spill stopper, take picture or movies for confirmation. 1. Preparing 2. Blocking 3. Completed Blocking 4. No leak after Blocking Fig. 7 Developed equipment to block puncture (for water-proof) (c) Large hull puncture near the water level Master shall confirm the position and size of puncture and report the situation according to IMO MARPOL ANNEX 1 Reg. 37 SOPEP report. As an example, the puncture size of a coal carrier was as large as 2.5m long and 1.3m high. In this case if LSS for large puncture is on board, ship personnel can try to block the puncture as shown below. If not, master should request an emergency response team with LSS to the port authority or Coast Guard. Fig. 8 Large hull puncture near the water level

7 1, Preparing 2. Approach the puncture A squad of Korean Coast Guard is participating in education. 3. Under blocking the puncture 4. Completed blocking Fig. 9 Developed blocking equipment for large punctures near the water level (d) Multi under-water punctures Master should confirm the position and size of punctures, and check response materials on board according to IMO MARPOL ANNEX 1 Reg. 37 SOPEP APP. 8. If Liquid spill stoppers are on board, report to nearest port authority by IMO Incident Report Form and let them informed the necessary support, for example an emergency rescue team or shore divers and larger Liquid spill stoppers etc, to block punctures. When shore divers arrive, master should consult with them for the safe work. Punctures blocked should be confirmed and surveilled properly. 1. Blocking multi-punctures for warship Chamsuri 2. Hull failure: size 150mm(H)x300mm(L) (5.2m under water) Fig. 10 Developed large puncture blocking equipment

8 RESULTS AND DISCUSSION 1. The LSS can be classified according to ship s type and size, for example merchant ships model, off shore facilities model and warship s model. Also they may be divided into models of under water and over the water with large, medium and small size. 2. Until now, Korea has two representative samples of marine catstrophes. One is VLCC tanker M.V Hebei sprit and the other is warship Chamsurl 357. In these two cases, we could not block the punctures due to lack of proper technology and equipment. 3. Since May 2009 we, a team of LSS development, have been successfully innovated some sets of new liquid spill stopper for various punctures which can be used in any country in the future. 4. The LSS can be applied at the incident site, safely, rapidly and economically to various punctures in position, size and shape. CONCLUSIONS 1. Welding(ship) 2. Stud gun(navy) 3. Liquid spill stopper(new) Fig. 11 Comparision with present equipment(1,2) and new LSS(3) 1. In Korea, we have had many and various ship hull damages with punctures and/or cracks. Up to now we have not responded with effective, fast and safe methods like in other countries. 2. Taking into consideration of effectiveness of LSS, Korea Navy and Coast Guard are reviewing to apply LSS in their regular education and drills to save lives and protect environment from marine catastrophes. 3. So we would like to suggest that it is necessary to establish a standard specification by national and international organizations, for example ISO standard to set up type approval procedure and also review the emergency response manual to revise. 4. Furthermore this study needs to be encouraged to continue to develop materials of LSS to cope with chemical pollution. ACKNOWLEDGEMENT This work was supported from KIMST and Ministry of Maritime Affairs and Fisheries for the development of multi-joint liquid spill stopper. BIOGRAPHY Dr. Ki-Seng Kwon is a major inventor for the safety and environment field for merchant ships like a 15ppm bilge water separator, water-proof equipment for naval ships, oil spill stopper for merchant ships, safe work system for higher place in cargo hold and oil tank etc. Have a 25 years teaching carrier as professor at KIMFT and served 8 years as a chief engineer for ocean going tankers. REFERENCES

9 1. IMO, 2012, Protocol on Preparedness, Response and Co-operation to Pollution Incidents by Hazardous and Noxious Substances, PANAMA Classification of Society, 2013, Shipboard Oil Pollution Emergency Plan Incident Reporting Form A.851 (20) K.S Kwon, 2013, ROK NAVY SSU Forum, Naval ship water proof ststem, Advisory Committee for Ship Salvage Unit. 6 June KOMERI test certificate, 2013, Test report of liquid spill stopper for naval ship water-proof by hydrostatic pressure, operational test etc. 30 Apr 2013, 5. Adoption of the agenda, Magnet holding power based oil spill stopper for demaged tanker, OPRC/HNS TG 14/1/1 IMO, London 23 may Kim sung man, 2011, Chun An Ham and Yeon Pyung Island, How can we protect the west 5 islands and NNL Seoul, Korea Korean Register of Shipping, 2012, consolidated edition, Ch. 5 Reg 37. prevention of pollution from pollution incident, Korea, Busan, HAI IN publisher, 2012.