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THE MARINE CHEMIST NEWSDEVOTED TO THE DEVELOPMENT AND DISSEMINATION OF METHODS FOR EVALUATING AND ELIMINATING HEALTH

AND FIRE HAZARDS IN THE MARINE INDUSTRY

MARINE CHEMIST ASSOCIATION, 41 George Hill Road, Grafton, MA 01519Chairman - Gregory Grondin, tel: 207/442-2398, e=greg.grondin@bwi.com

Chairman-Elect - John T. Bell, tel: 281/457-5552, e=jbellcmc585@aol.comPast-Chairman - Christopher Scott, 504/915-2957, e=cscott621@nocoxmail.com

Secretary-Treasurer, Newsletter Editor - Ed Willwerth, tel: 508/839-9288, e=ejwcmccih@marinechemist.org Assistant Secretary - Leslie Blaize, tel:503/286-2206, e=lblaize@cs.com

Atlantic Section Representatives - Donald Raffo, tel: 860/599-3079, e=dvraffo@aol.com,and Philip Giles, tel: 603/772-8924, e=cmc670@aol.com

Gulf/Inland Section Representatives - Troy Hebert, tel: 225/751-7818, e=thebert1@cox.net,and Alan Bonds, tel: 281/424-1581, e=abonds@channelshipyard.com

Pacific Section Representatives - Jeffrey Carr, tel: 619/218-6331, e=fireonhigh@cox.net, and Bradford Holman, tel: 206/439-8127, e=safetyfirst7672@msn.com

OCTOBER, 2004

THE CHAIRMAN'S NOTES - One of yourAssociation's primary goals is to disseminateinformation to its members who can in turnprovide information to their clients. For the pastcouple of years we have been in a transition frompaper to the electronic mode and have probablynot performed as well as you are accustomed. Werecognize that and are taking action to makeimprovements.

The MCA website has been updated and willcontain meeting information and a list of trainingtopics well in advance of the seminars. There isalso a special topics section added to thewebsite. It will include information such as thedata from the diesel-vapor monitoring project,general and theoretical information on the use ofa PID, and other topics that are underconsideration. We hope to see this section of thewebsite evolve into a place where you and yourclients can go for information. For those of youthat prefer not to utilize a computer thenewsletter has been re-activated. If you haveany suggestions on how the website or newslettercan be improved, please contact your sectionalrepresentative.

Very importantly, OSHA's 1915 Subpart Pwas issued as a final rule on 9/15/04. Shipyardshave 90 days to become compliant: Dec 14 is thedeadline. It is strongly recommended that a l lchemists read the standard and inform theirclients. There are several new requirements tha twill affect shipyards. Areas of interest include;the introduction of a written fire safety plan, a"35-foot rule" for assigning fire watches, new

training and recordkeeping requirements for fireresponse personnel, new requirements for thehandling of oxy-fuel hoses, and several others.The standard can be obtained from the OSHAwebsite.DIESEL EXPOSURE MONITORING PROJECT -Last year, volunteers of the MCA have collectedmonitoring data on a variety of vessels on avariety of processes that have a potential forexposure to diesel oil vapor. The MCA wasasked to help communicate our findings to ourindustrial partners. During the data collectionseveral interesting observations were made andseveral important questions generated. The dataand questions were presented to marine chemistswho attended our seminars this past year. Forthose of you who could not attend a summaryfollows.Initial Openings - The concentration of dieselvapor during the initial opening of tanks wasdetermined to be between 6 - 1350 ppm. A majorfactor is the location of the vessel and theambient temperature. Obviously in cold wintermonths vapor concentrations will be depressed.Nevertheless, levels in excess of 1000 ppm werefrequent in temperatures above 70 degrees whentested with a PID prior to ventilation beingapplied to the tank.During tank cleaning - Diesel vapor during tankcleaning operations was determined to bebetween 40 - 1400 ppm (PID & vapor badges).Major factors include temperature, the type ofcleaning performed and, most importantly theamount, type and location of ventilation used

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during the operation. High-pressure washingappeared to create a higher concentration ofvapors. Properly locating exhaust ventilationcan significantly reduce vapor concentrations.Worst-case scenarios were identified in tanksthat had only one means of access, limiting theventilation.After tank cleaning - The concentration of dieselvapor after tank cleaning was completed wasbetween 6 – 321 ppm, with general tankconditions and the amount of ventilationapparently being major factors. Tanks withsignificant pitting and poor coating systemsappeared to produce higher vaporconcentrations. It is difficult to determine if thecondition of the tank or inadequate ventilationwas the primary cause for elevated readingsbecause ventilation was not consistently applied.At marine chemist certification - Theconcentration of diesel vapor at marine chemistcertification was reported between 0 – 82 ppm,with the upper level posing a problem forchemists. In accordance with ACGIH, readingsabove 75 ppm ( 5 times the TLV) do not allowusing an adjusted work schedules to permitunprotected entry, even for short periods of time.Any reading over 5 times the TLV requiresrespiratory protection (i.e., "Enter W i t hRestrictions"). For the most part ventilatedcleaned tanks contained less than the TLV ofdiesel vapor.Questions:What is the IDLH concentration for dieselvapor? If there is no published IDLH then 10% ofthe LEL as published by NIOSH should be usedand is enforceable by OSHA. (This is reiteratedin an OSHA letter of interpretation dated10/11/95 and signed by John Miles.)What monitoring equipment should be used todetermine if an IDLH concentration exists? Usinga conservative LEL value for diesel as 0.6%, 10%LEL equates to 600 ppm. Should this calculatedvalue be considered IDLH? Should a combustiblegas meter or a PID be used to determine IDLH?Collected data clearly shows a significantdifference with the two monitoring devices.Combustible gas meters indicating 1% LEL andPID indicating 700 ppm for the same space havebeen recorded as a common occurrence. Are you a tthe IDLH? Research indicates (and instrumentexperts verify) that CGIs typically have anerror of 4-10 times actual (low) when monitoringdiesel vapor, and the error increases with themolecular weight of the hydrocarbon. This

seriously underestimates the actual concentrationof vapors. The PID incorporates a correctionfactor to produce a much more accurate reading.As safety professionals it is clearly prudent toutilize the more accurate monitoring device todetermine if an IDLH condition exists.How can cleaners enter an atmosphere containing1000 ppm diesel vapor in the Maritime Industry?They can’t without violating the standard. Moreventilation and time are required to furtherevacuate the vapors to a concentration below 600ppm (a calculated IDLH using LEL at 0.6% fordiesel).Can you wear a half face respirator in anatmosphere containing a concentration of dieselvapor greater than 15 ppm but less than 150 ppm?Because of the skin notation for diesel fuelexposure in the ACGIH handbook one could drawthe conclusion that no exposed skin is permittedin atmospheres above 15 ppm. A half facerespirator assigned a NIOSH protection factor of10 times the 15 ppm TLV, or150 ppm, but does notprovide facial protection. Does this mean wecannot use half face respirators? Diesel has been assigned a "Skin" notation byACGIH, indicating skin contact with thematerial poses a significant mode of exposure.MCA contacted ACGIH for a clarification ofwhat the skin notation actually means: I.e., is i ttheir intent to eliminate the use of half facerespirators when dealing with diesel exposuresabove the TLV. We have not received aresponse. The generally held position is that aslong as there is no mist (liquid) present, and thevapor is no condensing on skin from a saturatedatmosphere, the situation is one involving vaporexposure only, and no significant liquid contactwill take place on exposed skin. Importantly, in the 2004 TLVs & BEIs handbookACGIH published that they are looking a tindividual TLVs for vapor and aerosol for dieselfuel. Although this makes no promises i tindicates that the MCA’s effort forreconsideration to be given to the TLV are notgoing un-noticed.

Finally, I wish to extend my sincerest thanksto the chemists and their industrial partnersthat generated this revealing data, especiallyLamar Lebauve, Jeff Carr and Dave Bennett.

Greg Grondin, CMC 676, MCA ChairmanSECRETARY'S DESK -Elections in 2005 - The MCA is scheduled forelections this spring. As a reminder:

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• The election is for the office of Chairman-Elect.

• The term is for two years, after which theChairman-Elect becomes Chairman, theChairman becomes Past Chairman, and thePast Chairman becomes a living legend.

• To run for election a candidate must benominated in writing by at least one member ofeach of the MCA's three sections. In addition,the candidate must send a letter to theExecutive Committee expressing theircommitment to serve. (Nominations and thecandidate's letter for this year's elections mustbe received to the MCA Secretary by March 15of 2005. Reminders will be sent in January.)

• Letter ballots will be sent to all members andmust be returned by April 30th, 2005.

• Installation of the new officers will take placeon the first day of our Annual Seminar (July 25,2005, Portland Oregon).The Chairman-Elect's duties include being

present at and assisting Executive CommitteeMeetings and serving as Chair of the EducationCommittee for their term. Upon assuming theposition of chairman, they chair ExCom meetings(Usually three each year, held in conjunctionwith seminars when possible) and serve asspokesman for the Association as needed. Dutiesof the Past Chair include serving as chair of theNominations and ethics Committees. In additionMCA officers may be asked or volunteer, aspossible and willing, to assist the Association onany number of tasks and committees that serveour profession, and the health and safety of ourindustry and its workers. Expenses for this workare reimbursed by the Association's establishedpolicy.

Service to your profession is a wonderful andrewarding experience, and, though sometimeschallenging, is a way to come to meet and knowyour fellow professionals, be part of our commonfamily, make important contacts in our industry,and understand your profession in a manner notpossible any other way. The Chairmen,representatives and the other officers of yourassociation over the past few decades have donetremendous front-line service for our industry andits workers. Please consider your vote, and i finterested and available, a potential candidacy,and support the process with a prompt return ofyour considered ballot.MCA Meetings in 2005 - The meeting locationsand dates for the spring sectional and annualseminars has been fixed.

Annual Seminar:Monday 25 July- Wed. 27 July 2005(ExCom Meeting, Sunday 24 July)Hilton Portland & Executive Tower921 Southwest Sixth AvenuePortland, Oregon 97204-1296503/226-1611www.portland.hilton.comGulf-Inland Sectional Seminar:(ExCom Meeting, Sunday February 27Saturday, February 26New Orleans Hilton Hotel504/469-5000Atlantic Sectional Seminar:Sunday , March 13Norfolk Hilton Hotel757/466-8000Pacific Sectional Seminar:Saturday, March 19InnSuites HotelTucson, AZ520/622-3000Les Blaize has done a terrific job in selecting thehotel and activities for the Annual Seminar to beheld in his home city in Portland. The MCAhasn't been there in almost 20 years but those ofus that went there for the last one had a reallywonderful time. Many thanks to Les and Barb forwork already done and in expectation of a greattime.Demographic Survey - At the request of theMGHC and MFSA Committees, the most currentdata was assembled to paint a picture of howwell we are replacing ourselves. A quick glanceat the back page gives a snapshot of where weare as a profession after seven years. On the up-side we've increased the size of our profession byabout 9% and the numbers have been climbingslowly but steadily since our last survey. On thedown-side, we've aged a professional average offour years in the last seven - we ideally shouldbe steady on that score. Nevertheless, there issome confidence that in the back of everypracticing chemist's mind is the responsibility toreplace himself with someone who will be acredit to the industry and profession. Becoming amarine chemist isn't easy, but it's a great anddistinctive profession that can provide a goodliving in the right place, and essential service toa potentially dangerous and essential industry.

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Have you located yourself on the charts onthe back page? Where are you in meeting tha tresponsibility?MACOSH INITIATIVES - The Industry-Labor-Government MACOSH (Maritime AdvisoryCommittee for Occupational Safety and Health)Committee has met twice this year (March 3-4,June30-July 1, 2004, in Washington, D.C.), andhas had an impressive list of accomplishments.The Committee is considered a great success andOSHA has complemented the Committee as oneof its most valuable and productive. They havedeveloped instruction tools along with OSHA,and commented on a number of health & safetyissues affecting the marine industry. The issues,presentations and discussions of OSHA’sstandard and guidance activities included theproposed standard for hexavalent chromium,marit ime enforcement , a l l iance andpartnerships, outreach activities, homelandsecurity, longshoring safety issues, emergencypreparedness efforts as well as a report on theMACOSH work groups - but, up to now, l i t t leaffecting marine confined space work in general,and SCP and CMC issues in particular.

The year's final MACOSH meeting isscheduled for December 7-8, however, and as aresult of two developments, confined space work-related matters may be in the Committee'scrosshairs. First were the surprising legaldevelopments surrounding lawsuits filed infederal courts by Trinity Industries, Inc.,(involving appeals of OSHA citations involvinga dual fatality that occurred in 1995). They weredecided by OSHA's Review Commission, andupheld upon appeal to district federal courts.The Review Commissions findings seemincredibly poorly informed and have animpossible burden implied by theirinterpretation for the marine industry and theuse of CMCs and SCPs. In addition, the new29CFR1915 Subpart P, "Fire Protection inShipyard Employment" has been promulgatedand is effective on December 14, 2004. A host ofquestions about exact interpretation of the newstandard have surfaced, and even thoughSubpart B is not affected by Subpart P, hot worksafety and interpretation issues and discussionshould involve SCPs and CMCs because they areclosest to the issues in the field. All MACOSHmeetings are open to the public. The MCA willhave observers at the next meeting ready forcomment as asked and as necessary.

ASA SHIPYARDS: Formerly “Big Six” now,really, “Big Two” - Since the majority of USshipyard workers are employed by just sixshipyards, it's important to keep track of whorepresents the movers and shakers in theindustry. ASA (American ShipbuildingAssociation) represents the largest shipyards inthe U.S. Those shipyards currently (still) consistof Avondale, Ingalls, Newport News (which areNothrop-Grumman owned companies), andNASCO, BIW and Electric Boat (which areGeneral Dynamics owned companies).Furthermore:On 5/30/04 Bath Iron Works (BIW) largest union,IAMAW Local S6, voted (reportedly 80% infavor) to accept the company’s proposed 4-yearcontract.BIW has been certified to ISO 14001 and OHSAS18001 standards. The 14001 standard ensures tha ta company has a comprehensive environmentalmanagement system in place and the 18001standard addresses the safety system within theshipyard. BIW is the first shipyard in thecountry to hold both certifications.ACCIDENTS – Quite a pile of them that havebeen accumulating - some already discussed butnot included in the Newsletter. Most are marinein nature but some are just too interesting to ignorementioning. (The editor disavows any notionthat he has been picking on China - it's just tha tthat's where some really interesting news iscoming from. Honest)Tow Boat Burns - The large towboat M/V CLAYGRIFFIN had the misfortune of being watchedover by a less-than-perfectly attentive firewatch on June 18, 2001. While at Bollinger’sHouston Shipyard and under a marine chemist’scertificate, the required and posted fire watchwas reported to be bored and elected to help hisemployer out by attending to necessary weldingelsewhere. Someone interrupted the welderssome time later to inform them that the boatappeared to be on fire. Burning a shell plateagainst stored engine filters on a shelf inside thevessel evidently did the trick. The WaterwaysJournal indicated that fighting the vessel firecaused the floating drydock it was on topartially sink. The fire damaged the forwardstores, the vessel bunkroom and lounge, and did agood deal of smoke damage. The fire went tothree alarms and involved some eightyfirefighters. There were no reported injuries orenvironmental releases, and Bollinger repaired

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the vessel. It is assumed that the overallhappenings livened up the bored fire watch’sevening. (Thanks to John Bell and Jim Bishop)Hit and Run – Joe Schneider sent copy of a Reutersnews clip indicating some bad practices areworld-wide. This past June 6, 2001 Romaniaissued an arrest warrant for three men associatedwith the Maltise tanker M/V ANOPOLIS afteran accident killed ten welders while in the portof Constana on the Black Sea. One of the threemen sought evidently forged papers amounting toa local hot work permit. The other two are beingsought for “causing death by negligence. Theforged certificate indicated the vessel was gasfree, but the accident proved it to be “a dangerousfloating bomb”, according to RomanianPrivatization Minister Ovidiu Mussetescu. TheReuters’ article states the “workers’ statementsshow they were put under pressure to start repairwork under unsafe conditions.” (And you thoughtit only happened in the US....)Chinese Accidents - In July, 2001 at least 22people were crushed to death when a huge,brand-new crane toppled over in a Shanghaishipyard, one of a string of deadly accidents tha thighlighted China's woeful safety standards.The Xinhua news agency said 11 people werestill pinned under the wreckage of the 600-tongantry crane and there was little hope of gettingthem out alive. Three people were seriouslyinjured and hospital doctors told Reuters theirchances of survival were slim. Employees at theHudong China Shipbuilding plant in the portcity's Pudong district said the crane collapsed ona group of workers and engineers on Tuesdaymorning. With ribbons and flags still attachedfrom a ceremony on Monday before the enormouscrane was put into operation, it lay crumpled onits side amid rusty iron support pillars. Thecause of the accident was not immediatelyknown. People living in the shipyard workersquarters 100 yards away said the crane toppledaround 8 a.m. Safety standards in China haveplunged to such depths the issue has become oneof the biggest threats to the credibility of thegovernment. Public anger rose along with thedeath toll from a series of fires, explosions andbuilding collapses. In an attempt to control thebad news, and limit political damage, new rulesissued last month said only Xinhua could reporton accidents and natural disasters. They werewidely ignored. Accidents are often linked tocorruption and negligence and are widely seen asevidence that government at all levels has lost

touch with the concerns of ordinary Chinese.After a 2001 blast killed at least 42 people in aneast China school, most of them children,Premier Zhu Rongji apologized to the nation andsaid provincial leaders would be held personallyresponsible for future lapses. But there wasalmost no let-up in the carnage. The same week,part of an oil drilling control platform riding on aflatbed train carriage worked its way loose andcut a swathe of destruction along a 10-milestretch of track. At least 22 people were killedand 15 injured as a metal arm jutting from thespeeding train scythed down electricity polesand hoardings. - (Reuters) (And as a progressreport, just last week (i.e., October 2004), scores ofminers were killed in a gas explosion in aChinese coal mine.)Tank Car Accident –"If you haven't heard, therewas a confined space double fatality not too farfrom here. (Where?) Here's what I've heard sofar but be cautioned, this information is from a"usually reliable" source but is very preliminaryand may turn out to be wildly erroneous. Twoemployees were to clean a railroad tank car tha thad contained soybean oil. The first workerentered the tank and became unresponsive. Thesecond worker stayed topside, yelled for help butdid not enter the tank. A third employee came tothe scene and entered the tank. Both entrantsdied. Soybean oil tends to oxidize and form athick rubbery layer. To preserve the oil the tanknormally has a nitrogen atmosphere. In this case(with an empty tank) the space was apparentlyinerted with nitrogen.

The third employee (second fatality) was thesafety director. He reportedly had a monitor onhis belt when he entered. These incidents arevery disturbing because they are so easilyprevented. Understanding the nature of thespace, pre-entry testing, ventilation, non-entryretrieval equipment -- the list goes on."(Submitted by George Hutcheson, AIHA CSCommittee, September 4, 2001)Custom's Agent & Crew Members Killed - Threemen, including a U.S. Customs agent, died in thehold of a ship that was bringing in scrap metal toa steel mill in August 2002 in LaPlace, LA.

At about 3 a.m., the men apparently went intoan area of the hold that had an insufficientamount of oxygen, passed out and died. MikePalmer, assistant chief, LaPlace FD, saidcrewmembers had removed one of the men whenfirefighters arrived. Firefighters with SCBAsentered the hold and removed the others.

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Thomas M. Murray, 52, a U.S. Customs seniorinspector, went into the hold for a routineinspection. The ship's captain and a crewmemberfollowed him after the inspector did not return.A second Customs inspector and a crewmemberwere hospitalized.

The ship, the Panamanian-flagged Sakura I ,had docked at the Port of Gramercy to make adelivery to Bayou Steel Corp. The vessel hadcome from Santo Domingo, Dominican Republic.The freighter was undergoing a routine inspectionbefore its transfer to Bayou Steel. (Thanks toTroy Corbin, Source: The Daily News - August 30,2002, & OSHA Report)Galveston Dual Fatality - Two men were killedThursday, August 29, 2002, while working aboardan oil rig moored at Pier 34 in Galveston.Galveston fire, police and emergency medicalservice personnel worked for more than threehours to recover the bodies of two men trapped ina platform about 40 feet down inside one of therig's legs. GFD Batallion Chief Mike Varelasaid it was believed the workers suffocatedwhile cleaning inside the rig's leg. An EMSworker at the scene said that the oxygen level inthe leg measured at 8 percent. Donning SCBAs,firefighters were lowered into the platform leg.Once they reached the bodies, they were movedto the bottom where contractors had cut throughthe side of the leg. Firefighters commented i twas "hot and dark" in the rig's leg, and thatoxygen levels were dangerously low. The victimswere not wearing breathing equipment.

The rig, the Diamond Ocean Quest, wasreportedly in port for routine repairs. The legs,typically filled with either seawater or drillingmud for ballast, were being cleaned and checkedfor subsurface damage. A firefighter said tha tthe rig had been sealed for five years and hadjust been opened the day before the accident.Repeat Canadian Shipyard Fatalities - In whatwas claimed as a worker's fatal mistakecompounded by the instinctive loyalty of friends,three men were killed while repairing a barge inNew Westminster, British Columbia, Friday,January 10, 2003. The trio of shipyard workersdied from a lack of oxygen in a sealed vesselspace. Another three men, including afirefighter who tumbled more than twelve feetwhile attempting a rescue, were injured.

Events began when one worker, reportedly (bythe yard owner) acting on his own, entered a tankon the barge Sea-Link Rigger as it was docked formaintenance at the Westminster Marine Services

LTD.'s yard in New Westminster, B.C. Theworker had been assigned to straighten the boltsand the seals of the vessel's hatches prior to thevessel's being returned to work. The incidentbegan when one worker noticed one man failed totake the morning break. Another workers went tofind him. When he didn't come back theyfollowed, one after another, right up to theincident involving the fireman. According to theyard owner, all his men were supposed to work onthe hatches, only - no one was to enter the spacesbelow. When the last man killed was enteringthe space, others were nearby telling him not toenter - but he proceeded in an attempt to rescuethose already in the tank. All the workers werefriends

The last would-be rescuer, the fireman,entered and fell to the deck. He landed in aboutsix inches of water, breaking ribs and injuring hisshoulder. He was retrieved unconscious, butalive. Final score: three injured, three killed.

Canadian shipyards are required under theirWCB [Workers Compensation Board] regulationsto test the air before entering sealed marinespaces. (About five years ago a very similaraccident occurred in Vancouver, B.C., and theresponse was to pour money into rescue equipmentand emergency response training. Canadianshave evidently avoided putting in place aneffectively enforced testing program). (Thanksto George Blair, Don Sly and others. Source: "TheProvince", Sunday, January 12, 2003)Worker Dies in Gas Station Explosion - In Lacy,Washington, a worker involved in inspection andrepair of an underground gasoline storage tankwas killed when something ignited vapor in thetank on Tuesday, September 2, 2003. The tank jobwas one of a series of routing inspection andrepair jobs handled by the Tank Liners Central,under contract to Chevron stations. Workers takethe tanks out of service, and work in them whileinerted or (assumed) above the UEL while in airsupplied respirators. The station was open forbusiness at the time, and the worker, hurledthrough the air, landed in front of customerswalking in the area fueling their vehicles. Hewas pronounced dead at the scene. (This is thethird fatality involving workers doing this workthat has been forwarded to the MCA in the lastten years.) (Thanks to Don Sly and George Blair.Source: KOMO 1000 news release.)Slow Leak & Fast Lawyers - The odor of rotteneggs drifting over portions of West Baton RougeParish on Wednesday, August 1, 2001 was

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attributed to chemical vapors leaking from abarge moored on the west side of the MississippiRiver. Perhaps as no surprise, as of early tha tafternoon, attorneys had filed a class-actionlawsuit against the barge's owners and operators,claiming that at least 2,000 people may havebeen affected by the chemical release. LouisianaState Police spokesman Johnnie Brown identifiedthe chemical as sodium hydrosulfide solution.He stated that he didn't believe the vapors areharmful, but residents were asked to shelter inplace for much of the day as a precaution.

"The smell itself is not cause for alarm,"Brown said.

Officials became aware of the incidentshortly before 9 AM when faculty members a tLukeville, Louisiana, Upper Elementary Schoolnotified the Brusly Fire Department of thepungent odor. The Fire Department made thedecision to send the faculty and 400 studentshome.

He said officials with the state Departmentof Environmental Quality tested air in theLukeville area within a half-mile radius ofRiver Road and found no recordable readings ofthe chemical. A private company, Oil Mop Inc.,was contracted to isolate and repair the leakingbarge, moored on the west side of the riverbetween Addis and Brusly, Brown said.

Crews determined the site of the leak to be abad seal on a monitoring gauge, allowing vaporsto leak off the vessel, Brown said. The problemwas corrected and portions of River Road werereopened to traffic. The request for residents toshelter in place was lifted about 1:45 PM. Thelawsuit, filed about 1:40 PM by three attorneyson behalf of four named plaintiffs and "otherswho are unnamed but present in the Brusly andLukeville areas at the time of the leak, claimsthat the defendants "failed to report the releaseand it could have avoided exposing so manyindividuals had it properly notifiedauthorities." The suit also asserted that thechemical caused upper respiratory to people inthe area. It named American Commercial BargeLine LLC and Kirby Corp. as defendants. (Fastwork!)

"This is a dangerous substance, but only i fyou're right on top of it," Coast Guard PettyOfficer Kyle Niemi said. He said theMississippi River remained open for trafficbecause the wind was carrying the materialaway from the river. The barge was taken to afleeting area near Port Allen at Mile Marker 237

to remove the product and make repairs.(Thanks to Troy Hebert. Source: WestsideBureau)Bouchard's Bad Year - When the BOUCHARD-125 blew up on March 4, 2003 while at a terminalin New Jersey, the NTSB and USCG, as expected,came together to investigate. The video clip ofthe explosion, caught by a remote camera somethree thousand feet from the detonation, makes aspectacular teaching aid for anyone needinginstruction about the need for care in the marinerepair and fuels transportation industry. Twomen were killed in an accident that blew thebarge to pieces. About six weeks later (April 27,2003), the B-120 hit a rock and released about90,000 gallons of heavy F.O. into Buzzards Bay -the fourth major spill in that area in recentyears. After reviewing records and testimony,NTSB and USCG were notified that the JusticeDepartment was taking over the investigation ofthe Bouchard-125 explosion. (Source:Conversations with NTSB and Marine Digest &Cargo News)Chinese Sub Crew Lost - - On May 2, 2003 Chinaannounced that all 70 crewmembers of the 250foot "Ming-class" submarine 361 died whiletaking part in exercises in the Yellow Sea.Citing only "mechanical problems" as the reason,the vessel was located submerged, snagged andtowed back to an undisclosed Chinese port.(Source: Marine Digest & Cargo News)Tank Blast Kills Florida Worker - A colossalexplosion rocked the Florida town of Brandon onWednesday Nov 17, 2003. Though neighborsfirst thought it was a terrorist attack, it wasactually an explosion at a nearby gas station.One worker was killed, another critically injuredand it left the neighborhood frightened andshaken. Officials said the blast was sparked byan electric saw used too close to vapors in one ofthe gas storage tanks outside a local market. Thebusiness had been closed for a few days forrenovations, and the property owner was havingthe underground gas storage tanks removed andplanned to sell or develop the land for other uses.The tanks were about 8,000 gallons, about 8 feetin diameter by 30 feet long and made offiberglass-wrapped steel. Once the gasoline wasremoved, the tanks were hoisted above ground,where they sat for several days. On Wednesday,nine workers, including the victims, wereremoving gasoline vapors by filling them withan inert, non-explosive gas, officials said.Workers then used an electric saw to cut large

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holes in one end of each tank, allowing remainingvapors to escape. But as the worker who waskilled was cutting into the third tank, anexplosion erupted and sent flames shooting intothe convenience store. ``It appears right nowthat there was a breakdown of some sort in theprocess and that not all of the gasoline vaporswere flushed out before the worker began cuttingwith the electric saw,'' officials said. Theconvenience store was empty, and no one else washurt, officials said. Hillsborough Fire Rescue,the Hillsborough County Sheriff's Office, agentswith the federal Bureau of Alcohol, Tobacco,Firearms and Explosives, Florida's FireMarshal's Office and investigators with federalOSHA all responded. A record search of thecleaning company showed no history of safetyviolations. (Thanks to Joe Schnieder. Source: TheTampa Tribune, Nov 20, 2003)

Ethanol Tanker Explodes & Sinks - On Saturday,January 28, 2004, while in transit between NewYork and Houston, the 571 foot chemical carrierM/T BOW MARINER blew up and sank offVirginia. Six crewmembers were rescued and 21lost. No reasons for the explosion were given bysurviving crewmembers. No repair was known tobe underway, most crewmembers were asleep, andthe explosion appeared to originate near the bowtanks. Semi-automated tank cleaning may havebeen underway, however. The water-solublecargo dissipated without trace, but the ships fuelleft a slick six miles long and a mile wide.(Thanks to Robbie Walker & Guy Colonna)H 2S on Navy Vessel Kills One - A HullMaintenance Technician Fireman Apprentice onthe USS JOHN F. KENNEDY (CV-67) waskilled on April 6, 2004 while in Jacksonville,Florida while working on the vessel's CHTsystem. His work-mate was hospitalized. (Thisspecific fatality, i.e., H 2 S exposure whileworking on CHT systems, is evidently now the

most common confined space fatality on US navalvessels.) (Thanks to Tom Littlepage)Raging Hormones Divert Cruise Liner - The M/VLEDGEND OF THE SEAS was diverted on April23, 2004 from Hilo to anchor off Honolulu. Shewas then boarded by 120 members of a jointFBI/USCG/Honolulu Police Terrorism Task Forceto search the vessel for the source of twothreatening notes left in the ship's publicbathrooms. (I didn't know they had that manypolice and agents in Honolulu!) After ten hoursthe vessel was allowed to proceed and a 20 yearold California woman was arrested, chargedwith writing the notes. The reason? - she didn'twant to be on the forced cruise with her parentswhile her boyfriend was back on the mainland.It seemed a good way to end the cruise. It waseffective - for her. She got a month in jail,pleaded guilty and was released after paying a$5,000 bond. She was also ordered to stay awayfrom her boyfriend. (Source: Marine Digest &Cargo News)TAKE TIME FOR TEN THINGS1. Take time to work - it is the price of success.2. Take time to think - it is the source of power.3. Take time to play - it is the secret of youth.4. Take time to read - it is the source of

knowledge.5. Take time to Worship - it is the highway of

reverence and washes the dust of earth formour eyes.

6. Take time to help and enjoy friends - it is thesource of happiness.

7. Take time to love - it is the one sacrament oflife.

8. Take time to dream - it hitches your soul tothe stars.

9. Take time to laugh - it is the singing tha thelps with life's blood.

10. Take time to plan - it is the secret of beingable to have time to do the first nine things.(Source: Parish Cookbook, St. Philip'sChurch, Grafton, Massachusetts)

VESSEL POWER - In an article addressingemissions aspects of marine vessel propulsion,("NOx Emissions from Marine Ships", Horst W .Koehler, Marine Reporter & Engineering News,June 2003, pp. 68-71.), the author gave abreakdown and useful snapshot of vesselpropulsion types and distribution. The data usedwas for that available up to 2001, but the trend isclear.

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The study classified the world's 89,100 vessels ofgreater than 100 gross tons. The power planttotal of these vessels was 286,000 MW, or3,830,000 horsepower. Approximately ninety-five percent of that power is now provided bydiesel engines, with only 4% by venerable steamturbine or newer-age gas turbine (not otherwisebroken down, but of course, the percentage of gas-turbines is rising while that of steam-turbinevessels is falling). The remaining less than 1%power was provided by "other, unknown or notdetermined" sources. Of the diesel engine types, roughly four of everyten diesels is the slightly cleaner four-strokedesign, the rest being the somewhat dirtier two-stroke design. Generally, the older, lower-rpmtwo-strokes are responsible for far lager amountsof all pollutants (NO2 , NO, CO andunburned/partially-burned hydrocarbons) thanthe newer higher-rpm four stroke engines. Al lincluded, the author indicated 86% of all marinevessel power plants were older unregulateddesigns and as such the source of far morepollution than would be emitted from moderndesigns. The horsepower is provided Mr. Koehler foundthat the breakdown of vessel type was:

% of% of All All Vessel

Vessel Type Vessels H. P. Bulk & Combination Carriers: 7% 16%Container Ships: 3% 16%Crude Carriers/Tankers: ~1% 7%Product Tankers: 10% 9%Fishing (Processing/Factory): 26% 6%Gas Carrier (All types): ~1% 3%General Cargo: 27% 26%Tugs: 14% 9%Others: 11% 8%

(Of interest and not apparent from the abovecharts, however, is that the API estimated inthe 1990s that, by displacement/total tonnage,product and crude oil tankers at approximate11% of all vessel types, represent approximately30% of all marine tonnage , and produce about16% of all vessel types horsepower . Thoughtankers, especially crude carriers, are not thegreyhounds of the ocean, they are dedicated tocarrying more of a single commodity than anyother vessel type - perhaps in all humanhistory) and do so quite efficiently.These vessels were estimated by the author asconsuming about 281 million tons of bunkers -about twice that reported by the oil industry.(The reasons for the wide discrepancy, according

to the author, may be that the oil industry'sdistribution data and it's definition ofinternational bunkers differ from what actuallywinds up in vessel fuel tanks. The author basedhis calculations on performance and running dataprovided from various reports from actual vesseloperations sources.) Interestingly and confirmingwhat is widely held by all chemists, most ofwhat is burned in marine vessel 'diesels' is notthe cleaner DFM, but treated heavy (black) fueloil: 191 million tons of HFO v. 90 million tons ofDFM and lighter marine gas oil. ROGUE WAVES - In a news brief entitled "Surf'sup - Way Up", October 2004's ScientificAmerican surprisingly noted that over 200tankers and container ships have been sunk bybad weather in the past twenty years, andresearchers believe that enormous "rogue waves"may often be the culprit. Most vessels aredesigned by their architects to withstand wavesof up to 15 meters - an impressive poundingindeed. U.S and German researchers, however,analyzing just three weeks' global radar data,identified twenty-five waves over 25 meters -essentially an eight story buildings'-worth ofwater hammer traveling the oceans. Afterannouncing the findings on July 21, the EuropeanSpace Agency announced an intended two-yearreview and compilation of satellite data tha twill cross-reference large ship losses with roguewave occurrences, and possibly forcastingconditions giving rise to killer waves. Notsurprising, the study has already revealed tha tsome rogue waves occur where multiple high-energy wave systems intersect.

A gaggle of future chemists at the MCA AnnualSeminar held in Washington D.C.: The Russell, Dovinh,Bell, Nunn and Calton Kids having a great time.