Adamandas
In September 2003, the 17-year-old Cypriot-registered, Greek-owned
bulk carrier Adamandas was transporting a cargo of 21,000 tonnes
of deoxidizes iron ore balls from Trinidad to Surabaya (Indonesia).
During the journey, an increase in the temperature of the cargo
caused the vessel to have to stop over in Durban (South Africa),
where an inerting operation was carried out on the holds using nitrogen;
however this did not definitively resolve the cause of the increase
in temperature. Nevertheless, the South African port authorities
allowed the vessel to leave.
The risks
The main danger
associated with deoxidized iron ore is its high tendency to
reoxidize in the presence of humidity. This reoxidization
is a highly exothermic reaction and produces hydrogen. Transportation
of this ore by sea therefore requires the following precautions
to be taken:
- the ore loaded must be perfectly dry
- holds should be equipped with thermocouples to measure the temperature
- the vessel should be able to measure the amount of hydrogen present in the holds.
In the event of rapid oxidation of the cargo, the main risk
is that of explosion if the vessel is unable to evacuate the
hydrogen produced. The other risk is the weakening of the
ship's structures due to the effect of heat. This can lead
to the destruction of the ship, causing the bunker fuel to
be released into the sea.
On 12 September, the Adamandas entered the French
territorial waters of Reunion and requested permission to berth
at the Port des Galets so as to inert the holds with nitrogen. During
prior inspection in the estuary, the assessment team reported a
very high temperature. Furthermore, the ship did not have an evaporator
onboard, which was needed to inert the holds, nor was one available
on the island. The vessel was ordered to remain anchored in front
of the port of Possession and to aerate the holds to reduce the
Adamandas. Source: French Navy.
On 16 September, the Reunion authorities gave the
captain formal notice to reduce the temperature to a suitable level
for berthing in the port. Over the following days, the holds continued
to be ventilated, although the problem was not resolved as the temperature
reached 300°C.
On 18 September, the order was given to defuel, leaving
only the fuel needed to manoeuvre, meaning the removal of around
470 tonnes of IFO 180 and 50 tonnes of diesel, within 24 hours.
The pump rate of the onboard pump (5 m³/h) was too low for
the timeframe imposed. Meanwhile, the French authorities reported
that no pump suitable for the pumping operation existed on the island.
On 19 September, the structures of the Adamandas
began to weaken due to the effect of the heat. The authorities,
considering there to be a risk of fire or explosion at any time,
set up a maritime and aerial exclusion zone 400 metres around the
vessel. On 20 September, the vessel was ordered to immediately leave
the territorial waters with an escort; six crew members were evacuated
upon their own request. On 21 September, as the ship’s masters
had not obeyed the orders given, the authorities ordered the French
Navy to move the vessel away. The Abeille Cilaos towed the Adamandas
beyond the Pointe des Galets, under the control of the French authorities.
Upon the captain’s request, all the crew were then evacuated.
Reunion island's newspaper, Saturday 20 September 2003
Name: Adamandas
Date: 22 September 2003
Location: France
Accident area: Reunion Island
Ship type: bulk carrier
Length: 165 m
Date built: 1986
Shipowner: Sulzer shipping Corp., Greece
Cargo transported: 1,000 tonnes of deoxidized iron ore balls, 450 tonnes of propulsion fuel and 50 tonnes of diesel
Flag: Cypriot
Cause of spill:damage to ship
Response: scuttling the vessel
On 21 September, after a meeting
with all the parties involved with the Adamandas and its cargo (shipowner,
manager, charterer, captain, insurers and experts), the shipowner
merely proposed inspection by a new team of experts or water suction
(by whom and how?). No rapid, safe and effective technical solution
was found that would satisfy the State’s expectations in terms
of timeframes and safety. Due to the uncertainty concerning the
situation onboard, the authorities ordered the vessel to be destroyed
and scuttled as far away and as deep as possible. The shipowner
and charterer were immediately informed of this decision.
On 22 September, French
Navy bomb disposal divers conducted the blasting operation
on the vessel. The hull was perforated at 9 a.m. and the ship
sank at 2 p.m. in water 1,700 metres deep, 20 km north-west
of Reunion.
An agent from Cedre, rapidly sent to the area to join the
crisis centre, participated in an overflight of the area to
assess the upwellings of oil.
Several expected phenomena were observed: the appearance of
sheen due to diesel from generating sets, which dissipated
by evaporation over the following hours, and of oily patches
caused by the bunker fuel, which were treated with dispersant
by two patrol boats, the Boudeuse and the Rieuse, both equipped
with spraying equipment and 4,000 litres of dispersant.
The French Navy carried out regular aerial surveillance around
the wreck for several days, until no more pollutant was released.
An Argos marker buoy was deployed on site to monitor the potential
drift of the pollutant.
Scuttling the Adamandas. Source: Cedre.
Last update: 01/02/2008