I:\LEG\85\INF-2.

doc
For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.

INTERNATIONAL MARITIME ORGANIZATION


IMO

E


LEGAL COMMITTEE
85th session
Agenda item 5
LEG 85/INF.2
19 September 2002
ENGLISH ONLY

MONITORING IMPLEMENTATION OF THE HAZARDOUS AND NOXIOUS
SUBSTANCES CONVENTION

Report on incidents involving HNS

Submitted by the United Kingdom


SUMMARY

Executive summary:

This document presents a paper on shipping incidents involving HNS
cargoes.

Action to be taken:

Paragraph 7

Related documents:

LEG 85/5

1 At its eighty-fourth session, the Legal Committee recognised the difficulties associated
with bringing the HNS Convention into force, and subsequently urged all delegations to
participate in the Correspondence Group and to provide input into the work of the initiating
States within this group. It was suggested that the HNS Correspondence Group should document
the reasons why Governments should join the HNS regime.
2 Subsequently, the United Kingdom drafted a paper containing a brief overview of a small
number of specific incidents involving HNS cargo primarily around the UK coastline (simply
due to the more detailed data that the UK had access to). The paper also includes a list of
shipping incidents involving HNS cargo since 1995. The list has been compiled from various
databases, but is not exhaustive and is only an indication of the type of incidents that have taken
place involving the carriage of HNS by sea.
3 The list of incidents referred to are not confined to any specific areas, although more have
occurred, naturally, in the busier shipping routes. However, it does indicate that incidents are
occurring, a fact noted most recently by the Chairman of the International Tanker Owners
Pollution Federation (ITOPF), as contained in the ITOPF Review 2002, (page 4):

this year, as in the past, we have been involved in a number of incidents where the cargo
on the ship was either a chemical or a substance other than oil.Given the possible
entry into force of the IMO HNS Convention in the next few years and the greater
attention that this is likely to bring to chemical spill, ITOPF staff, with the support of the
Board, are beginning to prepare for calls for assistance by identifying relevant data
sources and service providers.

LEG 85/INF.2 - 2 -


4 The HNS Convention was developed, and adopted by the IMO, in advance of widespread
public pressure that would certainly follow a serious pollution, or catastrophic, incident involving
the carriage of HNS by sea. The enclosed information annexed to this paper, and the reference by
ITOPF on the increasing numbers of chemical incidents in which they are involved, highlights
the clear risk that exists and the subsequent necessity for the implementation of the regime. With
this in mind I refer to the first incident covered in the enclosed paper involving a collision
between a cruise ship (the Norwegian Dream) and a container vessel (the Ever Decent) off the
east coast of England in 1999. The incident resulted in substantial physical damage to both
vessels, including a fire on board the Ever Decent whose cargo included cyanide and other
hazardous and noxious substances. Whilst the incident, fortunately, did not result in a significant
number of serious injuries, or fatalities, it does highlight the potential of a serious catastrophic
HNS incident occurring.

5 Whilst there is no doubt that the HNS Convention is a complex instrument, such
complexities should not prevent the entry into force of the regime whilst such risks, on whatever
scale or nature, are present. Indeed, the list includes incidents involving the carriage of HNS by
sea where fatalities have occurred.

6 The intention of the paper is simply to emphasise that incidents involving the carriage of
HNS incidents by sea, are occurring on a global, and relatively frequent basis. The intention is
not to provide a detailed account of each of the incidents that have been used as examples, but
focuses on specifics of certain incidents, the substances involved and the clean up operations and
preventative measures initiated in the responses.

Action requested of the Legal Committee.

7 The Legal Committee is invited to take note of, and consider, the information contained
in the paper annexed to this document.



***
LEG 85/INF.2

I:\LEG\85\INF-2.doc


ANNEX


INCIDENTS INVOLVING THE CARRIAGE OF HAZARDOUS AND NOXIOUS
SUBSTANCES (HNS) BY SEA

Introduction

The aim of this paper is to show that shipping incidents involving HNS are occurring on a regular
basis.

The first part of the paper consists of a description of some incidents which have occurred in
recent years including, where details are available, the hazard involved, the emergency responses
and clean-up operations.

The second part of the paper consists of a list of shipping incidents involving HNS which have
occurred throughout the world. Some of the incidents had serious consequences, others passed by
with little or no effect; all however, serve to remind of the importance of implementation of the
HNS Convention on an international basis.

Recent incidents involving the carriage of HNS by sea

Collision between Ever Decent and Norwegian Dream

On 23 August 1999 the Panamanian
registered container vessel Ever Decent
(pictured right) with a crew of 25 was on
passage to Zeebrugge. The cruise ship
Norwegian Dream carrying 1750 passengers
and 638 crew was on passage to Dover.

The vessels collided 20 miles north east of
Margate, south east England; this area lies
within the UKs counter pollution zone. The
weather at the time was good with a slight
sea and good visibility. Both vessels reported the collision to the Dover Coastguard. The
Norwegian Dream lost 2 lifeboats and suffered substantial damage to her bow and bridge wing,
but, fortunately, there was no ingress of water. The Ever Decent was severely damaged and
listing 25 degrees to port. Search and rescue efforts comprising lifeboats, two rescue helicopters
and a maritime patrol aircraft were immediately despatched to the scene. Other vessels in the
vicinity offered assistance and were asked to attend the site.

The Ever Decent continued to list until eventually being stabilised at 40 degrees. It was reported
that the vessel had lost some containers overboard and that others on deck were on fire. The Ever
Decent confirmed that her cargo included all IMO classes except Class 1 (explosives) including
hazardous and noxious substances covered by the HNS Convention. A plume of toxic smoke
formed and it was confirmed that four containers in close proximity to the fire contained paint
and paint hardeners and therefore posed a risk of explosion. As a result, a five mile Temporary
Exclusion Zone was implemented (under the powers of intervention of the UKs Merchant
Shipping legislation).

LEG 85/INF.2
ANNEX
Page 2

I:\LEG\85\INF-2.doc
It was also confirmed that two containers of cyanide had been on board, which posed a
significant toxic hazard. An Atlantic 404 UK MCA aircraft flew over the Ever Decent on an anti-
pollution sweep and confirmed that the fire had spread down the port side of the vessel releasing
more toxic smoke, as well as a sheen of oil on the water surface.

A Salvage Control Unit (SCU) was established by the UKs MCA. The main cause for concern
was the content of the lost containers, particularly with the knowledge that cyanide had been on
board. The risk of explosion decreased as the fire was brought under control and the amount of
oil pollution was considered to be negligible. Fortunately, the missing containers were confirmed
to be containing non-hazardous substances, and, air samples showed there was no presence of
cyanide or phosgene in the air. Seven days after the collision, after a diving survey, further aerial
surveillance and a technical report; it was confirmed that the vessel was fit to sail to Zeebrugge
for repairs. The UK, through the response co-ordinated by the UKs MCA, incurred significant
costs for these clean up and preventative measures.

Whilst very few people were injured in the incident, particularly given the scale, it was
potentially, a catastrophic event involving the carriage of HNS that could have resulted in serious
injuries or loss of life to a number of passengers/crew.

Major gasoline spill from the Bona Fulmar

On 18 January 1997, the combination carrier Bona Fulmar with a cargo of 60 000t gasoline was
in collision with the chemical tanker Teotal, 19 miles northwest of Dunkirk (France). One of the
Bona Fulmars cargo tanks was ruptured, leaving a 4m by 3m hole from which 7000t gasoline
escaped.

Although gasoline is non-persistent and did not present a serious pollution threat, there was a
serious risk of explosion from the leaking vapours and this, combined with the quantity of
gasoline on board the vessel, could have had disastrous consequences. Other vessels were
warned to keep away from the vicinity due to the risk of fire and explosion.

Fortunately the gasoline did not ignite and vaporised quickly. Fumes were detected up to 200
miles away in the UK. A ferry three miles from the site was forced to alter its course into clean
air and the vapours affected two divers inspecting the vessel. Divers carried out emergency
repairs to the hull and the remaining fuel in the damaged tank was transferred to another vessel
before the Bona Fulmar was escorted to Rotterdam (Netherlands).

The incident occurred in international waters, within the French Search And Rescue region, with
rescue vessels from the UK, France and Belgium attending the site.

Nordfarer, with cargo of 28000t of jet fuel, in collision with the Hoegh Mistral

On 25 November 1997 the Nordfarer was in collision with the Hoegh Mistral, in the English
Channel. The Nordfarer suffered extensive damage to her forecastle, pump room and engine
room, and was holed in several places. Fortunately there was no pollution from the jet fuel
carried as cargo although a small fire started in the engine room, which, if it had not been brought
quickly under control by the ships crew and halon smothering system could have posed a serious
threat of explosion.

LEG 85/INF.2
ANNEX
Page 3

I:\LEG\85\INF-2.doc
The vessel was towed to the Solent by the tug Anglian Duke where the extent of the damage was
fully assessed. A surveillance aircraft was tasked to fly over the area to check for any pollution;
fortunately none was found. A portable Inert Gas Generator (IGG) was taken to the vessel to re-
inert the cargo tanks. After repairs were made and cargo removed from the damaged tanks, the
vessel was allowed to proceed, escorted by the tug Lady Hammond, to Le Havre (France) for the
cargo to be discharged.


Multitank Ascania

On 19 March 1999, fire broke out in the
boiler room of the Multitank Ascania
(pictured right) as she passed through the
Pentland Firth, Scotland. The vessels
engine was stopped and attempts were
made to try and extinguish the fire.
However, the vessel began to drift in
severe weather conditions, with wind blowing to gale force eight and rough seas.

The vessel carried 70 tonnes of heavy fuel oil and 20 tonnes of diesel oil. The vessel had a cargo
of 1750 tonnes of vinyl acetate (classified as a dangerous chemical carried in bulk by the IBC
Code and should not be exposed to excessive heat although no comprehensive risk assessment
has been made).

The Pentland Coastguard in Scotland was notified and immediately co-ordinated a search and
rescue effort consisting of an RAF helicopter, local lifeboats, a coastguard rescue helicopter, a
harbour tug and a Coastguard Emergency Towing Vessel. All crew except the master were
airlifted to safety.

The UKs MCAs Marine Pollution Control Unit (MPCU) were alerted due to the risk of
pollution from the vessels cargo and also the fuel oil and diesel which was onboard. An eight
person chemical strike team was formed. The MCAs aerial contractor provided an aircraft to fly
the team and specialist monitoring equipment to Scotland. A second aircraft was chartered to fly
response equipment to the scene.

It was considered that the main hazard posed by the incident was a very significant risk of
explosion due to the presence of vinyl acetate, and any ensuing pollution that would certainly
have resulted. Chemical spill modelling was used to predict what areas would be at risk should
the chemical be released into the atmosphere and the decision was taken to implement a 5km
exclusion zone around the vessel. The local police force also considered it necessary to evacuate
600 local residents from their homes.

The master was able to release one anchor before being lifted to safety. Without this action the
vessel could well have grounded and the incident ended in disaster. Thermal imaging from
cameras onboard the Coastguard helicopter was also used to monitor the intensity of the heat and
once it was considered safe for salvors to board the vessel, the vessel was towed to safety.


LEG 85/INF.2
ANNEX
Page 4

I:\LEG\85\INF-2.doc
Non-contamination risk arising from persistent oils the Sletreal

On 30 January 2000, the Sletreal was waiting to load its cargo of
crude oil at Cardenas, Cuba, when there was an explosion on
board, thought to be caused by crude oil vapours. The Liberian
tanker broke in two and one part sank (pictured right). Three crew
members were killed in the accident.

Although instances of pollution arising from crude oil would be
covered under the IOPC Fund, non-contamination risks, such as in this case explosion, are
provided for under the HNS Convention and demonstrates how the HNS Convention would
provide recourse for claimants involved in such an incident arising from fire or explosion
involving persistent oils. Residues from the previous carriage in bulk of certain hazardous and
noxious substances are also covered under the HNS Convention.

Grounding of the Jessica

On 16 January 2001 the Jessica ran aground
at San Cristobal in the Galapagos Islands
(pictured right). The tanker had been
carrying 240 000 gallons of fuel oil
consisting of 160 000 gallons of Diesel Oil
#2 (DO#2) and 80 000 gallons of
intermediate fuel oil 120 (IFO120 or bunker
fuel). Only the diesel fuel would be covered
by the HNS Convention. In spite of efforts
made to remove the cargo, 105,000 gallons
of DO#2 and 75,000 gallons IFO120 leaked from the ship.

Weather and ocean currents quickly dispersed most of the diesel oil and bunker fuel. However,
this incident demonstrates how even relatively low levels of pollution can have a considerable
impact on the marine environment. A study of iguanas living on the nearby Santa Fe Island
showed that by December 2001, 62% of the marine iguanas had died, compared to an expected
mortality of 2 7%. Consequently, the Islands National Park incurred considerable damage.

Sinking of Ievoli Sun

On 31 October 2001, the Italian registered
chemical tanker Ievoli Sun sank 20 miles
north of Alderney in the Channel Isles
(pictured right). The crew of 14 had already
been airlifted to safety when the vessel began
taking on water during severe weather in the
English Channel.

The vessel had been carrying 3998 tonnes of
styrene; 996 tonnes of Isopropyl Alcohol
(IPA) and 1027 tonnes of Methyl Ethyl Ketone (MEK); along with 170 tonnes of intermediate
fuel oil, 45 tonnes of gas oil, and 16 tonnes of lubricants.

LEG 85/INF.2
ANNEX
Page 5

I:\LEG\85\INF-2.doc
A pollution control response was co-ordinated by the French with assistance from the UKs
MCA. Scientists from both countries agreed that the MEK and IPA posed no threat to the
environment and would dissipate immediately on contact with water, however the presence of
styrene did pose a threat to the environment and would require careful monitoring. Styrene, a
known carcinogen, is classified as a dangerous chemical carried in bulk in the IBC Code and
comes under the substances covered by the HNS Convention. The marine diesel oil and
intermediate fuel oil onboard also posed a risk of pollution although the HNS Convention would
only cover pollution arising from the marine diesel as pollution damage arising from the
intermediate fuel oil comes under the IOPC fund.

Daily surveillance flights by both the UK and French authorities monitored the slicks arising
from the vessel; France, Germany and the UK also deployed counter pollution vessels. The
salvage operation, which was severely hampered by bad weather, involved the use of remote
controlled specialist robotic vessels to penetrate both the outer and inner hulls before removing
the chemicals.

Fortunately, there was very little reported pollution from the wreck but a lengthy salvage
operation, hindered by bad weather, ensued. It was not until June 2001 that the underwater
wreck was confirmed to be free of the chemicals and intermediate fuel oil.

Jolly Rubina

In the days immediately prior to submitting this
report, a major incident took place off the coast of
South Africa. On Tuesday 10 September, the
Jolly Rubina was abandoned after a fire from the
engine room began to spread to the rest of the
ship. The ship then drifted 25 nautical miles until
it became grounded on rocks close to the Saint
Lucia Wetland Park, an area designated as a
World Heritage Site. The ship was reported to be
carrying 335 000 gallons heavy fuel oil and 80
000 gallons gasoline along with toxic chemicals. The immediate concern has been the spillage of
fuel oil, although 70 containers, some containing phenol are reported to have been lost
overboard. Phenol is a highly toxic chemical, the carriage of which is covered by the HNS
Convention. This is a timely example of a disastrous incident involving a ship carrying hazardous
and noxious substances.

LEG 85/INF.2
ANNEX
Page 6

I:\LEG\85\INF-2.doc
List of global incidents involving vessels carrying HNS


The following list gives examples of some of the incidents involving ships carrying hazardous and noxious substances that have occurred around the
globe, immediately prior to, and since the adoption of, the HNS Convention in 1996.

Date Ship

Incident Location Hazard Outcome (if known)
15/01/95 San Antonio Chemical spill during
cargo operations.
Melbourne,
Australia.
Benzene 3000 litres spilled.
16/02/95 Mormacstar Tanker grounded and
holed.
Off Sandy
Hook, New
Jersey.
No 2 Fuel Oil 12 600 gallons fuel oil spilled from hole in
tank.
18/02/95 Stolt Spain Fire onboard tanker. Outside Isle of
Vaddo, Sweden.
Styrene monomer 32t styrene escaped after vessel hit object
underwater, water in port polluted.
21/08/95 African
Evergreen
Explosion onboard
vessel.
1200km off
Natal, Brazil.
Bottles of acetylene in
hold.
Acetylene thought to be cause of explosion,
at least one crew member killed and several
injured.
13/09/95 Sally
Eurolink
Trailer on ferry damaged. English
Channel.
Benzene chloride Benzene chloride spilled onto the ferrys
deck, passengers experienced breathing
difficulties.
20/11/95 Happy
Fellow
Collision with second
vessel.
Le Havre,
France.
Propane/butane
vapours
Risk of explosion as vessel had not been gas
freed since unloading its cargo.
19/02/96 Katerina S Drums lost overboard. English
Channel.
Hydrochloric acid 21 drums lost overboard, some washed up
on French beaches.
12/02/96 Kira Tanker sank in rough
weather.
Peloponnisos,
Greece
7000t phosphoric
acid.
Cargo lost.
17/10/96 Formosa
Eight
Chemical tanker
grounded.
Off Matsuyama,
Japan.
32 000t acrylonitrile. Extensive damage to port side of ship but no
pollution.
17/11/96 Sampet Hope Second vessel broke
anchor and collided with
the Sampet Hope.
Port Phillip Bay,
Australia.
Kerosene-type
solvent.
No pollution
LEG 85/INF.2
ANNEX
Page 7

I:\LEG\85\INF-2.doc
08/01/97 Onur K Sank in stormy weather. 135km off
Cagliari, Sicily.
1500t zinc and lead
concentrates.
All cargo lost.
24/01/97 Konemu Tanker grounded on reef. New Caledonia,
South Pacific.
Gasoline about 120 litres spilled causing 1000m2 oil
slick. Divers plugged hole in hull to prevent
further pollution.
07/05/97 Ichiyo Maru
No 21
Collided with another
vesel.
Off Oita
Prefecture,
Japan.
630 000 litres gasoline 50 000 litres spilled as a result of the
collision
16/07/97 Freja Nordic Engine room explosion
& fire.
Brandar
Khomeini, Iran.
9000t naphtha Four crew killed, naphtha untouched.
01/10/97 Allegra Collision with cargoship
during fog.
Off Devon
Coast, English
Channel.
Palm oil 800-900t palm oil leaked following
collision.
09/10/97 Bow Panther Spillage from pinhole in
tank.
Yokohama,
Japan.
Xylene Xylene spilled into port waters, oil booms
set up to contain spill.
12/10/97 Yusup K Tanker lost power and
drifted in heavy seas.
Pentland Firth,
UK.
9500t naphtha Vessel drifted towards Scottish mainland
before being towed to safety.
02/09/98 Bahamas Leak in hull and tank. Rio Grande,
Brazil
12 000t sulphuric
acid.
600t sulphuric acid pumped overboard to
avoid explosion.
12/10/98 Emerald Sky Tanker rammed jetty on
arrival at terminal.
Hazira, India. 40 000t naphtha Jetty decommissioned, ship dented, no
pollution.
13/11/98 Martina Vessel ran hard aground. Koster Fjord,
Denmark.
280t hydrochloric acid
and other chemicals.
Chemicals were transhipped.
23/11/98 Kriti Gold Fire onboard tanker. Thessalonkia,
Greece.
23 000t gasoline Fire broke out spreading to a tug alongside.
Four crew members from the tug were
killed.
05/01/99 Jessie
Maersk
Valve mis-operated prior
to emptying of tank.
Off Gibraltar. Ammonia Discharged cloud of ammonia drifted over
Gibraltar after valve mis-operated
09/05/99 Bocaue Struck by another tanker. Balanga,
Bataan,
Philipines.
Gasoline and oil Thousands of litres of gasoline spilled, the
spill was contained with chemicals.
LEG 85/INF.2
ANNEX
Page 8

I:\LEG\85\INF-2.doc

06/03/99 Simge Grounded on rocks after
loading.
Off Selaata,
Lebanon.
6000t sulphuric acid Some cargo lightered, ship refloated.
25/03/99 Qi Yun 881 Collision with another
vessel.
Off Hong Kong,
China.
750t LPG Tanker sank following damage to hull. Crew
saved.
10/07/99 CMA
Djakarta
Fire onboard. Eastern
Mediterranean
Sea.
Fire in box of calcium
hypochlorite.
Fire spread to 100 other boxes, crew
abandoned ship.
26/08/99 Seiho Maru
No 2
Collision with reefer
ship.
Nr
Mutsureshima,
Japan.
3100m
3
gasoline Vessel damaged, small amount of cargo lost.
09/11/99 Young Chemi Sank in rough seas. Off Pusan,
South Korea.
Chloroform. Some pollution reported & at least one crew
member died.
28/03/00 Martina Vessel sank after
collision with
containership & broke in
two.
Off Hoganas,
Sweden.
600t hydrochloric
acid.
Five crew and cargo lost.
06/05/00 Dalia S Vessel sank following
acid spill.
Off Alexandria,
Egypt.
162t nitric acid Tank of acid over-turned corroding hull
which led to ship sinking with cargo.
24/06/00 Gulf Star Struck quay whilst
berthing.
Port Louis,
Mauritius.
13 000t jet fuel and
motor gasoline.
Some gasoline spilt.
04/08/00 Hikari II Collided with dredger. Off Squance
Bay, Singapore.
500t phenol Approximately 230t phenol spilt.
Swimming and fishing in the area was
banned until the spill diluted naturally.
23/11/00 Taisei Maru Collision with fishing
vessel 10km offshore.
Kamaishi City ,
Japan.
4 939 000 litres of
gasoline
230 litres reported spilled as a result of the
collision.
31/12/00 Castor Crack on main deck. Off Nador,
Morocco.
29 500t gasoline. Tanker was prevented from entering port
and cargo was lightered.
01/01/01 Agamemnon

Sank during loading
operations.
Rayong,
Thailand.
2000 tons of
containerised
ammonium nitrate
Cargo lost causing mass fish death in the
area.
LEG 85/INF.2
ANNEX
Page 9

I:\LEG\85\INF-2.doc

16/01/01 Kapitan
Rudnyev
Struck wharf while
docking.
Quebec,
Canada.
Linear alkyl benzene Some spilt in harbour.
21/01/01 Happy Lady

Ran aground. off
Shoeburyness,
UK.
Butane Ship refloated, no pollution.
15/02/01 Kilgas
Centurion
Grounded on a sandy
beach.
Yarmouth, UK. 1000t propane The vessel was eventually refloated with no
pollution from cargo or fuel.
20/03/01 Balu


Sank in heavy seas. 130 nm north of
Ribadeoin (Bay
of Biscay).
8000t sulphuric acid. Cargo lost
25/03/01 Tejo Chemist

Grounded due to
navigational error.
off Pori,
Finland.
Sodium chlorate

Hull bottom sustained several cracks though
no pollution occurred.
28/03/01 Bahagia


Struck by a chemical
carrier whilst unloading.
Belawan,
Indonesia.
Kerosene. Spillage of about 1 tonne kerosene.
13/06/01 Endah
Lestari
Ship began to list then
capsized whilst under tow.
Tebrau Straits. Phenol

Approx 630 tonnes of phenol spilled posing
serious risk of pollution to the surrounding
waters.
18/06/01 Vasiliki Tanker grounded causing
hull to crack.
Off Cape
Maleas, Greece.
Benzene and gasoil. Some cargo leaked but most dispersed.
Booms were deployed and remaining cargo
removed.
28/06/01 Panamanian
registered
chemship
Collision with a Taiwanese
navy ship.
Kaoshiung,
Taiwan.
3000t paraxylene 80t paraxylene spilled and floated,
endangering personnel with noxious fumes.
26/07/01 Nand Smiti Engine breakdown caused
tanker to drift.
Arabian Sea,
90nm south of
Karachi.
4700t naphtha Tanker drifted towards the coast until the
fault could be rectified.
30/08/01 Jovanna Ran aground whilst
entering Recife Port.
Brazil. 30 520t ammonium
sulphate
Approx 600t seawater entered the forepeak
tank, no pollution.
05/09/01 Ikan Tanda Lost power & ran aground
during severe storm.
off Cape Town Sulphate in bags and
potassium chloride.
Ship took on water, no pollution
LEG 85/INF.2
ANNEX
Page 10

I:\LEG\85\INF-2.doc
07/09/01 Formosa One Collision with second
vessel.
Vung Tau,
Vietnam.
Gas oil 615t spilled. Some reached beaches, non-
persistent nature prevented major clean-up
operation, though claims for alleged
damages to tourism, fisheries, agriculture
and the environment expected.
01/10/01 AB Bilbao Explosion in hold of ship. Off Margate,
English
Channel.
3300t ferrosilicone Explosion thought to be the result of a build
up of hydrogen in the hold. Potentially very
hazardous exposure to moisture releases
flammable and toxic gases.
09/10/01 Dutch
Aquamarine

Collision with general
cargo carrier The Ash.
English
Channel.
4400 t acetic acid The Ash sank with loss of Master.
Chemical tanker was able to proceed with a
damaged bow.
19/10/01 Norma

Tanker grounded on rocks
whilst loading.
Parangua,
Brazil.
22 000m
3
naphtha. Hull damaged causing escape of up to
1800m
3
naphtha.
14/12/01 Rosebank. Fire broke out in the paint
store.
off the Farne
Islands, UK.
1326 t of fertilizer,
marine diesel and
lubricating oil.
The crew was airlifted to safety while vessel
continued to blaze and drift.
16/12/01 The Dina Vessel sank. Southwest coast
of Wales.
2430t of Flurospar,
35t marine gas oil.
Cargo lost.
14/03/02 Seven Ocean Ran aground. En route from
Antwerp to
North Sea.
11 000t urea &
ammonium sulphate
No pollution.
11/07/02 Freja Asia Collision with
containership.
Salalah, Oman. Jet fuel Outer hull holed after collision, no pollution.
17/07/02 Nino Vessel ran aground in
heavy seas.
Off East
London, South
Africa.
7700t cargo of
gasoline and gasoil.
Cargo transferred to centre to tanks to
minimise pollution risk.
13/09/02 Ninqingyou
No 4
Fire onboard following
collision.
Guangdong,
China.
950t oil. Oil ignited after vessel hit rock, 8 crew
members received severe burns.

__________