©2010 global diving & salvage, inc. s/s princess kathleen fuel removal project february 12 to...

©2010 Global Diving & Salvage, Inc.

S/S Princess Kathleen Fuel Removal Project

February 12 to June 4, 2010Point LenaPoint Lena

Juneau, AlaskaJuneau, Alaska

PHASE 1: Initial ROV Survey of the VesselFebruary 17-19, 2010


PHASE 2: Assessment of the VesselMarch 5-April 20, 2010

Evaluate condition of Evaluate condition of hull plating, hull plating, location and location and quantity of oil, quantity of oil, collect data for collect data for modeling and modeling and survey area for survey area for obstacles. obstacles.


PHASE 2: Assessment of the VesselUse of dimensional modeling


PHASE 2: Assessment of the VesselNon destructive testing of hull for plating strength


PHASE 2: Assessment of the VesselSampling tanks and hull for confirmation of oil



PHASE 2: Assessment of the VesselDetermination of landing plates and pump locations

Typically, valves are placed at the highest and lowest spot in a particular tank location, as well as at the suspected oil/water interface within the tank (after separation)

PHASE 3: Fuel Removal OperationsApril 20 to June 4, 2010


L/C GLACIER – Dive vessel

RED CEDAR – Pumping Barge

FOSS 248-P2 Oil Barge

HALLE FOSS - Tug

PHASE 3: Fuel Removal OperationsApril 20 to June 4, 2010


PHASE 3: Fuel Removal OperationsInnovative topside pumping regime


Oil is pumped from a vessel’s tank (along with seawater) into a heated portable storage tank onboard a barge. The oil is than skimmed from the top of the tank and pumped into the barge; the remaining heated seawater is pumped back down into the vessel’s tank and used to assist with continuous heating of the oil within the tank.

PHASE 3: Fuel Removal OperationsChallenges


Hydrogen Sulfide (H2S)Hydrogen Sulfide (H2S)-Anaerobic decay aided by bacteria produces H2S, a potentially deadly gas, which may be present in fuel tanks due to microbial interaction with the hydrocarbons-At least one of Princess Kathleen’s fuel tanks contained significant H2S which was detected by alert crewmen and air monitoring equipment on deck -Air monitoring must be continuous during pumping operations. Air monitoring must be continuous during pumping operations. Personnel must be trained, equipped and prepared to react to the onset Personnel must be trained, equipped and prepared to react to the onset of a release of H2S during pumping operations of a release of H2S during pumping operations

Hull Pressurization Hull Pressurization -While the steel hull of the vessel was in reasonably good condition the While the steel hull of the vessel was in reasonably good condition the rivets were failingrivets were failing-Pressurization of the internal spaces in the tank being pumped could Pressurization of the internal spaces in the tank being pumped could cause oil to be pressed around the rivets and through the hull. Excessive cause oil to be pressed around the rivets and through the hull. Excessive pressure could lead to rivet failure and a breach of the tankpressure could lead to rivet failure and a breach of the tank-Specialized pressure monitoring systems were developed to allow Specialized pressure monitoring systems were developed to allow constant monitoring of the internal pressure and vacuum of the tank constant monitoring of the internal pressure and vacuum of the tank being pumpedbeing pumped

PHASE 3: Fuel Removal OperationsChallenges


Port Side Wing TanksPort Side Wing Tanks-The vessel’s condition on the bottom was port down, which meant that The vessel’s condition on the bottom was port down, which meant that the wing tanks were inaccessible unless penetration diving was the wing tanks were inaccessible unless penetration diving was conducted conducted -The inway area to the tank tops was heavily accredited with sand and The inway area to the tank tops was heavily accredited with sand and sediment, which made access difficult at times, and close to zero visibilitysediment, which made access difficult at times, and close to zero visibility-The cargo area above the tank tops was covered with approximately 2” The cargo area above the tank tops was covered with approximately 2” of asphalt that needed to be chipped awayof asphalt that needed to be chipped away

PHASE 3: Fuel Removal OperationsPenetration to Port Side Wing Tanks



PHASE 3: Fuel Removal OperationsTotals

Heavy Fuel OilHeavy Fuel Oil – 130,000 galOily WaterOily Water – 220,000 galSolidsSolids – 140 bbl

Modeled Worst Case Release Expense Modeled Worst Case Release Expense $58,500,000$58,500,000

Actual Recovery Cost (November 2010) Actual Recovery Cost (November 2010) $13,947,309.95

Partners in the Response


• United States Coast Guard• Alaska Department of Environmental

Conservation• Foss Maritime• Southeast Alaska Lightering• The Glosten Associates• Resolve Marine• SEAPRO

©2010 global diving & salvage, inc. s/s princess kathleen fuel removal project february 12 to...

Documents