"Explosion On Board LSCO Transpacific"
By: Adelino L. Masigla
(Second Marine Officer On Board Motor Tanker "LSCO Transpacific" )
My long experience on board tanker vessels taught me a lot. Most of the senior tanker officers in the company and the persons
involved in tanker operation knew very well that I was one of those who can be relied upon when it comes to safety procedures and
cargo handling. I was also one of the best, if not the best, among the navigators in the fleet of over 40 ocean going ships under the
operation of Lusteveco, the company that once monopolized tanker and tug/barge services in the Philippines. Those were the
period of pre-automation when everything was done manually.
Right after the chief officer's board examination in January 1970, I was again assigned with a conduction crew, this time, as second
mate to take delivery of Motor Tanker "LSCO Transpacific", another 2nd hand T-1 type tanker (above photo) . One of our primary
responsibility was to get familiar with the unique character of the vessel, develop remedies as to her deficiencies and make her as
operational as can be. In short, the conduction crew is a sort of start-up team.
The crew boarded the tanker at a dry dock in Richmond, California, USA on February 18, 1970. After thorough inventory, evaluation
and assessment of the vessel, a list of requirement were submitted to the owner's agents. Few days later, the vessel sailed.
Among those supplied were tank cleaning machines with several lengths matching hoses. As an standard procedure the hoses
and the machines were megger tested, which I personally supervised, to assure bonding continuity.
The vessel sailed across the Pacific Ocean without difficulty. Upon arrival Philippines the "LSCO Transpacific" made a couple of
voyages fully loaded with petroleum products and during each voyage had satisfactory used the tank cleaning machines. She was
a perfect vessel very suitable for inter island service.
However on one of our voyage during the month of March, after discharging petroleum products at Mobil Depot in Mactan, Cebu we
received a voyage order of "full load Jet Fuel-Caltex Batangas for discharge at the Military Installation at Subic Bay." This change of
product would require thorough tank washing to free each tank of any petroleum product and contaminant and afterwards each
tank internal surface had to be wiped dry.
The vessel left Mactan at about 2200H with ETA Port of Batangas 1900H the following day. Once underway the tank cleaning
started with the forward tanks. The chief officer who was a neophyte in tanker operation was not allowed to fully get involve in tank
preparation, instead we swapped position and with the Bosun and another cadet did every bit of the job.
With tank cleaning machines working at two units each tank, we were able to finished Tanks Nr. 1 P/S (port and starboard). Tank 3
P/S followed while the ballast water was being transferred from tank 2 P/S to Tank 1 P/S. The sky was starry, weather was good
with slight breeze and to increase speed the vessel ballast and trim was maintained to minimal. At about 0400H the Bosun and the
cadet were asked to pull out the tank cleaning machines from Tank 3 P/S to Tank 2 P/S. To transfer a cleaning machine (about 10
kilos weight) from one tank to another on deck it is normal, as we used to do, for the machine to be carried by two persons with the
two cleaning hoses still connected and dragged on deck.
At day break, Tanks 1, 2 and 3 was completed and the cleaning machines were transferred to Tank 4 P/S (ex-auto diesel). The six
forward tanks were then installed with wind vanes to let in fresh air into the tanks bottom for gas freeing. At about 1000H a
message from home office instructed us to please expedite the operation and possibly arrive loading port before dark. Due to this,
the ship's speed was increased.
Before noon Tank 4 was completed and since Tank 5 was partially ballasted, Tank 6 (ex industrial diesel) followed. By 1500H tank
5 (ex industrial diesel) was started. The gas content of the forward tanks were checked and found safe for entry of personnel. As
per procedure all tanks that were cleaned had then to be monitored continuously with explosimeter and its readings recorded in
the log book. All readings were so far satisfactory.
At about 1400H Tanks 6 P/S were done and tank cleaning machines were transferred to Tanks 5 P/S. At this point, realizing that we
were getting short of time, I was instructed to expedite the tank preparation. Due to this, I asked to use steam instead of natural air
to gas free Tanks 6 P/S and 5 P/S. On approval of the Captain steam was later introduced into tanks 6 P/S.
At about 1630H, along the vicinity of Semirara Island, as we were completing Tanks 5 P/S a group of crew stood by the shade in
way of of Tank 5 S, some were sitting on the bollards and were talking with each other. I approached and told them not to standby
on deck. Since dinner was almost ready everyone started walking up to the mess hall. I gave instruction to the deck hand to pull out
and dismantle the cleaning machines and gradually introduce steam into the tanks of 5 P/S then I proceeded to the forward to take
individual gas readings of each tank.
Tanks 1P/S was found okay, Tanks 2 P/S were okay too, Tanks 3 P/S were followed and found okay as well. As I was walking from
the vicinity of Tank 3 P, on my way to Tank 4 P a very loud unfamiliar ascending hissing sound was heard and after about 5 to 7
seconds was followed by an extremely loud bang. I remained motionless, terrified and numbed looking at the portion of the half
inch thick deck tearing-up apart so quick from the point where the crew used to standby awhile ago toward where I was. The sound
of the steel tearing apart where so frightening. The force of the explosion tore the steel deck and structures from Tank 6 S and
across to Tank 4 P and bended up high toward behind the bridge and deformed the whole structure of the steel catwalk, tauted the
flexible steel cable underneath that provides the emergency manual fog horn causing the horn to blast all throughout the incident
until the air supply got fully exhausted.
I quickly regained composure, ran through the twisted structures towards the ripped tank and saw the machine still hanging down
the deck. There was a huge crack on the hull just below water line in way of Tank 5S and sea water was coming in fast. I ran to the
bridge and reported the situation to the captain and he instructed me to try to pump out the water. I then went on deck but found no
way of opening the cargo valves since the spindles were all detached due to the explosions. At this point some of the crew
members mistook the continued blast of the fog horn as a signal for abandon ship and were scrambling to launch life boat Nr. 2.
The ship was already inclined to starboard, on my way back to the bridge to report I met the captain, the chief officer and other crew
members running in the direction of the other life boat. Meeting the Bosun and one of the cadet I told them not to join the panic but
instead go with me at the bridge where the two inflatable life rafts maybe launched just in case the vessel sinks. The two obeyed
and went with me.
The ship continued listing to starboard at a faster rate as the main engines ran out of fuel supply and stopped by it self. Viewed
from the bridge we saw Lifeboat Nr. 2, filled with crew, being lowered down to the water but unluckily the forward wires broke lose
and the boat rushed down bow first. Some of the crew fell to the water with bruises. As the ship listed further to starboard the stern
of the boat touched water and was able to free herself from the stern hook. The chief officer and most of the crew were on Lifeboat
Nr. 2.
Lifeboat Nr. 1 was lowered without any untoward incident and even touched water ahead of Lifeboat Nr. 2. On board was the
captain and the rest of the crew. Both life boats were left behind miles away as the ship was dragged by its own inertia. Only the
Bosun, a cadet and I remained on board waiting for her to finally sink. The rest were miles away either on the water or on board the
two lifeboats. We unloose the inflatable life rafts to ensure that it will inflate once it touches water however, before the sun finally
set, the vessel attained a balance equilibrium and the gradual listing unbelievably stopped at over 45 degrees to starboard. The
port bilge keel was out of the water while the starboard main deck railing was almost submerged. She just refused to sink.
From a distant we saw Lifeboat No. 1, which was motorized, rounded all those on the water and towed the other life boat.
Moments later after the sun set a passenger vessel passed close by the area and I talked with her Captain via Marine VHF and
requested to please relay a message to the main office.
The tanker remained floating at random until salvage tug arrived before noon the following day and with the help of the salvage
barge was uprighted and towed inside Semirara cove where salvage patching were done. For few days we stayed at anchor at
Semirara thereafter was towed to a dry dock in Iloilo City.
(NOTE: It was later found that as a result of transferring of the tank cleaning machine with its hoses connected and dragged on
deck the bonding wires on one of the hoses which was poorly soldered externally was detached lose and therefore its continuity
was severely affected. This caused the spark that ignited the explosion)
§
By: Adelino L. Masigla
(Second Marine Officer On Board Motor Tanker "LSCO Transpacific" )
My long experience on board tanker vessels taught me a lot. Most of the senior tanker officers in the company and the persons
involved in tanker operation knew very well that I was one of those who can be relied upon when it comes to safety procedures and
cargo handling. I was also one of the best, if not the best, among the navigators in the fleet of over 40 ocean going ships under the
operation of Lusteveco, the company that once monopolized tanker and tug/barge services in the Philippines. Those were the
period of pre-automation when everything was done manually.
Right after the chief officer's board examination in January 1970, I was again assigned with a conduction crew, this time, as second
mate to take delivery of Motor Tanker "LSCO Transpacific", another 2nd hand T-1 type tanker (above photo) . One of our primary
responsibility was to get familiar with the unique character of the vessel, develop remedies as to her deficiencies and make her as
operational as can be. In short, the conduction crew is a sort of start-up team.
The crew boarded the tanker at a dry dock in Richmond, California, USA on February 18, 1970. After thorough inventory, evaluation
and assessment of the vessel, a list of requirement were submitted to the owner's agents. Few days later, the vessel sailed.
Among those supplied were tank cleaning machines with several lengths matching hoses. As an standard procedure the hoses
and the machines were megger tested, which I personally supervised, to assure bonding continuity.
The vessel sailed across the Pacific Ocean without difficulty. Upon arrival Philippines the "LSCO Transpacific" made a couple of
voyages fully loaded with petroleum products and during each voyage had satisfactory used the tank cleaning machines. She was
a perfect vessel very suitable for inter island service.
However on one of our voyage during the month of March, after discharging petroleum products at Mobil Depot in Mactan, Cebu we
received a voyage order of "full load Jet Fuel-Caltex Batangas for discharge at the Military Installation at Subic Bay." This change of
product would require thorough tank washing to free each tank of any petroleum product and contaminant and afterwards each
tank internal surface had to be wiped dry.
The vessel left Mactan at about 2200H with ETA Port of Batangas 1900H the following day. Once underway the tank cleaning
started with the forward tanks. The chief officer who was a neophyte in tanker operation was not allowed to fully get involve in tank
preparation, instead we swapped position and with the Bosun and another cadet did every bit of the job.
With tank cleaning machines working at two units each tank, we were able to finished Tanks Nr. 1 P/S (port and starboard). Tank 3
P/S followed while the ballast water was being transferred from tank 2 P/S to Tank 1 P/S. The sky was starry, weather was good
with slight breeze and to increase speed the vessel ballast and trim was maintained to minimal. At about 0400H the Bosun and the
cadet were asked to pull out the tank cleaning machines from Tank 3 P/S to Tank 2 P/S. To transfer a cleaning machine (about 10
kilos weight) from one tank to another on deck it is normal, as we used to do, for the machine to be carried by two persons with the
two cleaning hoses still connected and dragged on deck.
At day break, Tanks 1, 2 and 3 was completed and the cleaning machines were transferred to Tank 4 P/S (ex-auto diesel). The six
forward tanks were then installed with wind vanes to let in fresh air into the tanks bottom for gas freeing. At about 1000H a
message from home office instructed us to please expedite the operation and possibly arrive loading port before dark. Due to this,
the ship's speed was increased.
Before noon Tank 4 was completed and since Tank 5 was partially ballasted, Tank 6 (ex industrial diesel) followed. By 1500H tank
5 (ex industrial diesel) was started. The gas content of the forward tanks were checked and found safe for entry of personnel. As
per procedure all tanks that were cleaned had then to be monitored continuously with explosimeter and its readings recorded in
the log book. All readings were so far satisfactory.
At about 1400H Tanks 6 P/S were done and tank cleaning machines were transferred to Tanks 5 P/S. At this point, realizing that we
were getting short of time, I was instructed to expedite the tank preparation. Due to this, I asked to use steam instead of natural air
to gas free Tanks 6 P/S and 5 P/S. On approval of the Captain steam was later introduced into tanks 6 P/S.
At about 1630H, along the vicinity of Semirara Island, as we were completing Tanks 5 P/S a group of crew stood by the shade in
way of of Tank 5 S, some were sitting on the bollards and were talking with each other. I approached and told them not to standby
on deck. Since dinner was almost ready everyone started walking up to the mess hall. I gave instruction to the deck hand to pull out
and dismantle the cleaning machines and gradually introduce steam into the tanks of 5 P/S then I proceeded to the forward to take
individual gas readings of each tank.
Tanks 1P/S was found okay, Tanks 2 P/S were okay too, Tanks 3 P/S were followed and found okay as well. As I was walking from
the vicinity of Tank 3 P, on my way to Tank 4 P a very loud unfamiliar ascending hissing sound was heard and after about 5 to 7
seconds was followed by an extremely loud bang. I remained motionless, terrified and numbed looking at the portion of the half
inch thick deck tearing-up apart so quick from the point where the crew used to standby awhile ago toward where I was. The sound
of the steel tearing apart where so frightening. The force of the explosion tore the steel deck and structures from Tank 6 S and
across to Tank 4 P and bended up high toward behind the bridge and deformed the whole structure of the steel catwalk, tauted the
flexible steel cable underneath that provides the emergency manual fog horn causing the horn to blast all throughout the incident
until the air supply got fully exhausted.
I quickly regained composure, ran through the twisted structures towards the ripped tank and saw the machine still hanging down
the deck. There was a huge crack on the hull just below water line in way of Tank 5S and sea water was coming in fast. I ran to the
bridge and reported the situation to the captain and he instructed me to try to pump out the water. I then went on deck but found no
way of opening the cargo valves since the spindles were all detached due to the explosions. At this point some of the crew
members mistook the continued blast of the fog horn as a signal for abandon ship and were scrambling to launch life boat Nr. 2.
The ship was already inclined to starboard, on my way back to the bridge to report I met the captain, the chief officer and other crew
members running in the direction of the other life boat. Meeting the Bosun and one of the cadet I told them not to join the panic but
instead go with me at the bridge where the two inflatable life rafts maybe launched just in case the vessel sinks. The two obeyed
and went with me.
The ship continued listing to starboard at a faster rate as the main engines ran out of fuel supply and stopped by it self. Viewed
from the bridge we saw Lifeboat Nr. 2, filled with crew, being lowered down to the water but unluckily the forward wires broke lose
and the boat rushed down bow first. Some of the crew fell to the water with bruises. As the ship listed further to starboard the stern
of the boat touched water and was able to free herself from the stern hook. The chief officer and most of the crew were on Lifeboat
Nr. 2.
Lifeboat Nr. 1 was lowered without any untoward incident and even touched water ahead of Lifeboat Nr. 2. On board was the
captain and the rest of the crew. Both life boats were left behind miles away as the ship was dragged by its own inertia. Only the
Bosun, a cadet and I remained on board waiting for her to finally sink. The rest were miles away either on the water or on board the
two lifeboats. We unloose the inflatable life rafts to ensure that it will inflate once it touches water however, before the sun finally
set, the vessel attained a balance equilibrium and the gradual listing unbelievably stopped at over 45 degrees to starboard. The
port bilge keel was out of the water while the starboard main deck railing was almost submerged. She just refused to sink.
From a distant we saw Lifeboat No. 1, which was motorized, rounded all those on the water and towed the other life boat.
Moments later after the sun set a passenger vessel passed close by the area and I talked with her Captain via Marine VHF and
requested to please relay a message to the main office.
The tanker remained floating at random until salvage tug arrived before noon the following day and with the help of the salvage
barge was uprighted and towed inside Semirara cove where salvage patching were done. For few days we stayed at anchor at
Semirara thereafter was towed to a dry dock in Iloilo City.
(NOTE: It was later found that as a result of transferring of the tank cleaning machine with its hoses connected and dragged on
deck the bonding wires on one of the hoses which was poorly soldered externally was detached lose and therefore its continuity
was severely affected. This caused the spark that ignited the explosion)
§
| Motor Tanker "LSCO Transpacific" Click image to enlarge |
TRUE TO LIFE STORY
masigla.com
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