사고사례로본 캐미컬선박사고시위험관리및대응방안 korea p&i … pump...
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사고 사례로 본캐미컬 선박사고시 위험관리 및 대응방안
Korea P&I Clubs20th Oct. 2015
㈜한리(KORHI)해상손해사정대표 김대래
캐미컬 선박 사고처리시의 주요 차이점
- 케미컬 화물에 대한 무지와 당국과 지역주민의 막연한 불안
언론의 침소봉대(針小棒大) 보도- 언론의 침소봉대(針小棒大) 보도
- 당국의 입항거부와 과도한 요구/제한과 작업지연
- 유류오염에 비해 사실상 피해가 미미함에도 불구하고 어민을
포함한 지역주민의 막연한 클레임 제기 문제점
- 동일한 사고 사례가 적어 구조비/잔해 제거비 산정의 어려움
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사고 사례로 본캐미컬 선박사고 시 위험관리 및 대응방안
주요한 과거 캐미컬 선박의 사고 소개
사고처리시의 경험한 문제점 검토
향후 위험관리 및 대응에 대한 소고
과거의 주요사고사례
1. DM 호 laden with Styrene Monomer in China 2001
2. KA 호 laden with 황산(Sulfuric acid) In China 2012
3. MM 호 laden with ACRYLONITRILE/ PARA XYLENE
Styrene Monomer in Korea 2013Styrene Monomer in Korea 2013
4. HA 호 laden with Sulfuric acid and Nitric Acid in Korea
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1. DM 호 laden with Styrene MonomerCollision in China 2001
Video file Click!
2. KA 호 침몰사건- 황산(Sulfuric acid) In China 2012
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Onsan, Korea
Actual route
Finally k i
Zhuhai, China
sunken in Jieshi bay
Ingress of seawater into ballast tanks and ship listed
to starboard.
Planned route
KA 호 laden with 황산
(Sulfuric acid) In China
2012
Picture before sinking completely
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Probable sequence of sinking
- Initial Stage
- Gradually buried
Sea Water Level
3-4 M
Status of sunkencasualty
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KA 호 laden with 황산(Sulfuric acid) In China 2012
사고원인:
1. No outstanding on the recent KR report
2. 한국 온산 출항 후 2일간 항해
3. 사고 당시에 기상악화 존재
4 SUS tank에 crack 발생 후 황산 누출되어 선체 발라스트 탱크4. SUS-tank에 crack 발생 후 황산 누출되어 선체 발라스트 탱크
손상으로 해수 유입으로 침몰
관계 당국과 정부로 부터 작업허가 어려움
해상사고 전문가를 포함하는 당국과의 회의Conference at Guangdong MSA with their maritime experts
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MEETING WITH SHANWEI MSA AND CITY GOVERNMENT
HEARING WITH SHANWEI MSA INCLUDING PILOT, ETC.
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HEARING WITH SHANWEI MSA INCLUDING PILOT, ETC.
HEARING WITH GUANGDONG & SHANWEI MSA & CITY GOVERNMENT
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HEARING WITH GUANGDONG & SHANWEI MSA & GUANGZHOU SALVAGE
Problem of Delay(延期的理由)
Basically, adverse weather condition including several typhoons.(天气问题有很多台风来)
1. Due to the heavy damage, found air refloating infeasible.(因为损伤严重不可以空气浮船)(因为损伤严重不可以空气浮船)
2. Initially to make underwater cutting to 3 pieces - but take approx. 2 months. (水中切断, 但是长期工作)
3. In order to shorten the duration, arrange demolishing Vessel - but High possibility of oil pollution result of the unintentional additional crack damage to the bunker tanks and also remarkable deterioration of the casualty after trial of air refloating. (用抓斗船可以但是考虑污染问题的可能性)
4. Change of method to underwater cutting by divers and lifting up the cut-off 3 pieces of the casualty by mobilizing floating cranes. (为了污染防止改计划-用潜水员和起重船)
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http://www.lloyds.com/the-market/tools-and-resources/lloyds-agency-department/salvage-arbitration-branch/contact-us/special-casualty-representatives?page=3
Items/Cases “KS호 연료유제거” “KA호” “Eastern Bright”
Type of vessel Bunker Vessel Chemical Tanker Chemical Tanker
Gross Tonnage 995.41 tons 4,699 tons 1,715 tons
Type of cargo Bunker(F.O) Sulfuric Acid(98%) Nitric Acid((68%)
구조비/잔해 제거비 산정의 어려움
Cargo q’ty removed Approx. 500 tons 7,000 tons 2,128 tons
Fuel Removal Nil 140 tons 128.8 tons
Price
Approx. US$23,000,000(Inspection: US$ 3,000,000+ bunker removal: US$13,000,000 + oil response and bunker disposal: US$7,000,000 00) N W k
US$22,000,000Including cargotransportation &disposal (Approx.US$3M – US$4M)B d N W k
US$52,035,000
N W k00.00) – No Wreck Based on No Wreck No Wreck
Site Off Pohang, Korea Off Shanwei, China Off Yosu, Korea
Depth of water 90 meters 15 meters 68 meters
Accident date &removal operation
Feb 1988June 20, 2011
Mar. 13, 2012Apr 19, 2012
Dec 25, 2007Sept. 02, 2008
Salvors “S” Salvage “U&H” Salvage “N” Salvage
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SALVAGE FLEET MOBILIZED FROM KOREA
Work Barge “Samho B-2”
Ocean tug “KOSCO 101” Tug “Kwangjin 11”
MAJOR EQUIPMENTS MOBILIZED FROM KOREA
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MAJOR EQUIPMENTS MOBILIZED FROM KOREA
BOLTING GUN
OriginalMade in China
CopyMade in French
US$700 US$10,000
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REMOVAL PLANBunker Removal
Bilge boat
Warning buoy
REMOVAL PLANBunker Removal
Warning buoy
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Bilge boat“HAI HONG QING3”
View of Bunker RemovalBilge boat“Long Teng 521”
Bunker removal hose & hydraulic line to the sunken vessel
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Difficulty in arranging proper Service vessel
Departed from Ulsan, Korea at about 1615 hours on 8th May 2012.
ETA at Site : 0400 hours on 12th
May 2012.
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10 miles0 miles
Approach of M/T “KH”
Site : 22-44.46N, ,115-43.64E,
M/T “KH”
- Port Clearance- Pilot on board(Approx.
22-40N, 115-39’E)- Two tugs stand-by
REMOVAL PLANProbable approach of
M/T “KH”
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Conning the service vessel by Pilot
REMOVAL PLANProbable approach of
M/T “KH”
2 Line boats for Mooring line connection (3 UMI on board)
Pump TK150: 300 CBM/h
REMOVAL PLANCargo Removal Operation
300 CBM/hour
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REMOVAL PLANDuring the receiving the removed Sulfuric Acid
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Cutting off for escaping gas
Sea water level
Air supply pipe( 2.54 cm in Dia.)
Out Dia: 4”(10cm)
Port side
Cutting hole
Sea water inlet pipe with check valve:- 6” outdia
Pramo Pump “TK150”
300M3/HourInlet: 6”,
Outlet: 4” in Dia
Cutting hole 2 x 2 meters for Diver entering
Out Dia: 6”(15cm) Pumping rate:Initial rate: extreamelyslow rate: 1/8 open
“Sulfuric Acid” Removal Plan
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Cutting off for escaping gas
Sea water level
Air supply pipe( 2.54 cm in Dia.)
Out Dia: 4”(10cm)
Port side
Sea water inlet pipe with check valve:- 6” outdia
Pramo Pump “TK150”
300M3/HourInlet: 6”,
Outlet: 4” in Dia
Out Dia: 6”(15cm)
“Sulfuric Acid” Removal Plan
FRAMO PUMP POWER UNIT
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CARGO REMOVAL PLAN (No.3 C of the Casualty)
M/T “KH” : Q’ty to be received 1,083.5 CBM (985CBM + 98.5CBM)
M/T “KA”3C tank capacity : 985 CBM
Loading q’ty to be measured by reading level gauge of the
M/T KAM/T KH
by reading level gauge of the service vessel
Framo Pump
REMOVAL PLANMooring of M/T “KH”
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REMOVAL PLANUnberthing of M/T “KH”
REMOVAL PLANDeparture of M/T “KH”
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10 miles0 miles
Departure of M/T “KH”
Site : 22-44.46N,
M/T “KH”
,115-43.64E,
- Pilot off- Two tugs away
- Bound for Vietnam
PATROL BOAT OF SHANWEI MSA
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Seasonal Typhoons after the operation
No.5 “TALIM” (6/17-25) No.8VICENT(7/21- 24)No.6 “DOKSU”(6/26-30)
No.14TEMBIN (8/19-8/30)No.13.KAITAK(8/13- 18)
Air test to the C.O.Ts after passing several typhoons
Blowing into No.3 & 4Air leaked out through thediver’s access hole
Air leakage from the foreend of the No.1 C.O.T
diver s access hole
Air leaked out through the diver’saccess hole on No.4 C.W.T
Blowing into No.1 & 2 C.O.T
Air leakage through the diver’saccess hole on No.8 C.W.T
Blowing into No.6 C.O.T
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Heavily corroded and cracked on side shell plate
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Heavily corroded and crackedon side shell plate
Heavily corroded after removal of
sulfuric acid
Infeasible for the casualty to be refloated by air
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Arranged special chopping vessel
Steel axe : 90 tons
Chopping vessel : Zhong Zhen Gong
Scrap grab : Holding capacity :300tons
Cutting up the casualty by the Chopping Vessel
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Monitored by MSA
Thanks to good tank and engine room cleaningNo noticeable oil leakage during the chopping the casualty
Debris of the casualty
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Fully Recovered debris of the casualty
Completion of the project Approved by MSA
Cargo (Sulfuric Acid) RemovalWork scope
Cargo (Sulfuric Acid) RemovalBunker removalWreck removal
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Completion of the project Approved by MSA
OFFICIAL INVITATION BY SHANWEI MSA AFTER SUCCESSFUL BUNKER AND CARGO REMOVAL
Friendly Collaborating Mood
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KORHI was specially awarded Ink-stone fromGUANGDONG MSA
Historical Collaboration
KOREA and CHINA
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M/T “MM”
Ship’s Particulars
“MM”Flag: Hong KongClass: Lloyds Register of Shipping +100 A 1
oil & chemical tanker, Ship Type 2*:SG 1.53 for p & s cargotanks 1, 3, 5, 7, 9 and p & s slop tanks:ESP:*IWS:LI:SPM
Shi B ild D li Shi d C LtdShip Builder: Dalian Shipyard Co LtdYear Delivered: 2003Type of Ship: Oil and Chemical TankerDimensions:
Length O.A.: 180.00mLength B.P.: 172.00mBreadth: 32.23mDepth: 18.70mDepth: 18.70mDraught (S): 12.015m
Tonnages:Gross: 29,211 tonsNet: 11,658 tonsDeadweight: 44,404 tons
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SUMMARY OF THE ACCIDENTCollision on 2013.12.29
Collision
Departed Ulsan after part cargo discharging and bound for China
Collision Position
9 miles (16.6 km)
Collision
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STOWAGE PLAN(MM호)
PXPX PX PX PXAN SMMT AN
MT
PXPX PX PXPX
1 2 3 4 5 6 7 8 9 Slop
AN SMMT MT MT
PX: ParaXylene AN: AcryloNitrile SM: Styrene Monomer MT: Empty
Manifold
PX
PX
PX
PX
PX PX PX
PX PXPX
1 2 3 4 5 6 7 8 9 Slop
AN
AN
SM
SM
MT
MT MT
MT
MT
MT
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DAMAGED AREA
PX
PX
PX
PX
PX PX PX
PX PXPX
1 2 3 5 6 7 8 9 Slop
SM
SM
MT
MT MT
MT
MT
MTAN
4
AN
Flooding sea water
Bulbous bow of theopposite vessel
Area of fire on the side shellresulting from the leaking of thecargo from No.4 (P)
Video at site 1Video file
“MVI_2042”
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STATUS OF FIRE AS OF 8TH JAN. 2014
0n 8th Jan 2014 breached and emitting flame
Oxyzen
Sea level
Salvor’s efforts for fire fighting(After shooting 12 tons of foam from fire monitor)
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Salvor’s efforts for fire fighting(Employing special fire fighting squad from Netherlands)
Material Fire-fighting plan(MEGA Foam with Portable pumps)
(15th~16th Jan. 2014)
Oxyzen
Sea level
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2nd Jan 2014
NO NOTICEALBE CHANGE OF DEFORMATION
3rd Jan 2014
6th Jan 20144th Jan 2014
SPECIAL FIRE SQUAD FROM NETHERLANDS0945-1235 : Shooting Mega Foam
1200 : Fire extinguished
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Mega Foam on the surface of cargo in
No.4 (S)
EXTINGUISHED FIRE ON 1200 HOURS ON 16TH JANUARY 2014
Mega Foam on the surface of cargo in
No.4 (S)
EXTINGUISHED FIRE ON 1200 HOURS ON 16TH JANUARY 2014
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Boundary cooling after putting out fire completely on 16th January 2014Status of the casualty
Status of the casualty
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View of the bridge after putting out the fire on 16th Jan, 2014Status of the casualty
Status of the casualty
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View of the cargo control room after putting out fire completely on 16th
January 2014Status of the casualty
View of the Main engine after putting out fire completely on 16th
January 2014Status of the casualty
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Status of the casualty
정부/항만당국에 대한 수 차례 회의
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핀홀 발생, 혼산유출
화물탱크 지지구조물(철)
1차 폭발
4. 혼산선적 선박의 폭발사고
수면
변형
황산/질산미세한 스파크 발생
변형
철부식/수소발생
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19.2℃ → 131.2℃까지 상승
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질산, 혼산, 황산 + 철 반응 (초기)
89현저한 수소 발생수소 발생 확인가능
질산, 혼산, 황산 + 철 반응 (1분 30초 경과)
90현저한 수소 발생수소 발생 확인가능
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캐미컬 선박사고 특성 요약
1. 타 선박에 비하여 비교적 사고 사례가 적다.
2. 주로 소형선이지만, 사고 시에 거대 클레임으로 발전가능성 높다.
3 소형선이고 단기 항해의 바쁜 일정 – 해기사의 비호감 경향3. 소형선이고, 단기 항해의 바쁜 일정 해기사의 비호감 경향.
4. 일반적으로 캐미컬 선박을 원자 폭탄으로 초 과대비교 경향이 있어, 안전
항구로 진입의 장벽이 매우 높다 – 언론사의 과대 광고.
5. 비중 1.8인 황산과 같은 화물의 경우에는 비중이 벽돌과 유사하여, 항해 중
에 유동수 영향으로 선체에 상당한 충격을 줄 수 있어 선체에 육안식별이
어려운 미세 크랙 발생 – 수소가스에 폭발/침몰 초래한다.어려운 미세 크랙 발생 수소가스에 폭발/침몰 초래한다.
6. 캐미컬 선박사고 처리에 대한 실질적인 전문가 사실상 없다. 정부 및 항만
담당의 설득이 쉽지 않고, 전문가의 의견수렴 할 결정권자 부재.
7. 구조업자나 잔해 처리 관련하여 구조비/처리비 산정이 어렵고, 제한된 업
체와 계약체결로 인해 가격이 상대적으로 매우 높다.
캐미컬 선박의 추가적인 위험관리 방안
황산과 같은 화물을 주로 선적하는 선박인 경우, 주기적인 화물창의
미세크랙 증후 사전 확인 및 SYSTEM 필요.
사고예방
- 선급과의 협력관계 요망
사고 시에 즉시 대응 가능한 이론과 실무를 겸비한 전문가 필요
- 선박,
보험/보상처리
사고처리
- 보험/보상처리,
- 캐미컬 화물특성,
- 구조/제거작업,
- 당국/어민 설득/협상 등
다양한 전문인력 활용방안과 결정권자 필요.
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- The End –
(株) 韓 理 海 上 損 害 査 定
KORHI Average Adjusters & Surveyors Ltd.
- Thanks -