OIL TANKERS are still risking death and destruction to cut costs as
they criss-cross the world's oceans -- by tapping their own cargoes to
fuel their engines, it emerged yesterday.
The outlawed practice, known to seamen as ''monkey business'', is
likely to form part of the inquiry by the maritime accident
investigation branch of the Department of Transport into the Braer
disaster in Shetland.
Although there is no suggestion the Braer was party to such an
unscrupulous and dangerous scam, maritime engineers have been puzzled by
crew reports that the ship was rendered helpless by fuel contamination
from seawater with the boiler and generator failing to function.
One expert said: ''No-one as yet has addressed the possibility that
such a ship carrying light crude oil -- registered in Liberia, under
Greek command, and manned by a mixed crew -- could have used its cargo
to fuel the engines.
''Although illegal, it is still a common practice in seas around the
world because of the savings involved.''
He added that the investigators must at least consider the possibility
that the diesel-engine failure was caused by fuel contamination during a
tapping operation, which usually involves a small pump and extra
pipelines from cargo to engines.
The Department of Transport confirmed that the Braer's engine and fuel
system would almost certainly be the subject of strict scrutiny.
Mr Tony McGregor, assistant secretary of the National Union of
Railway, Maritime, and Transport, yesterday called on investigators to
look for signs of cargo oil in the engines or fuel lines as part of a
full investigation into the tragedy.
He was well aware of the term ''monkey business'' in regard to cargo
thefts, coined in reference to ships having monkey bridges (above engine
rooms), monkey ladders, monkey rails, monkey islands (on top of
pilot-houses), and monkey suits, as naval uniforms are dubbed.
The investigation branch has not yet made decisions about inquiries,
over and above seaworthiness.
Engineering and navigation experts are still waiting to board the
stricken vessel, which is now gushing its 85,000-tonne cargo into the
sea. Their studies will be expanded if and when necessary after
preliminary findings.
A salvage expert with knowledge of Greek-mastered operations alleged
yesterday: ''I am well aware of instances where officers receive
incentives to keep fuel costs down.
''The 'monkey business' is a complex, technical operation, but the
system is such that people can get away with stealing part of the cargo
to fuel their ships.''
An international convention for safety of life at sea banned the use
of such fuel in 1974 because of explosion dangers, but a spokesman for
the United Nations' International Maritime Organisation said yesterday:
''Despite the dangers, the temptations for unscrupulous operators to use
cargo oil as fuel are considerable. It is very difficult to measure
exactly the amount of cargo carried on an oil tanker.''
The difference normally allowed between ship and shore figures is
one-half per cent of the total oil loaded -- which can still be ''a
considerable amount'', he added. (In Braer's case, that would amount to
425 tonnes, about two days' running costs).
The IMO said that a small amount of cargo transferred to ship bunkers
would not be noticed, but gains would be substantial because fuel costs
can represent as much as 60% of total running costs.
A Liberian Bureau of Maritime Affairs investigation in 1983 confirmed
a number of cases of cargo oil being used as fuel -- accomplished by
means of a cross-connection between cargo and bunker piping systems.
The Liberian report noted that the practice is ''more widespread than
may be presently apparent and is a serious source of danger to ships and
personnel both at sea and in port, and also to port installations which
service tankers''.
Losses between loading and delivery can be put down to temperature
changes and evaporation during voyages.
The IOM has warned member governments of the possibility of either
deliberate or accidental contamination of bunkers by crude oil, and
issued reminders of guidelines to give ''special attention'' in surveys
to the possibility of cross-connections between cargoes and engines.
However, it acknowledged that checks for tapping -- although a
deterrent -- are difficult to implement. A marine expert explained:
''Tankers laden with oil do not use fuel gauges for cargoes. Instead,
the tanks are 'dipped', so it is relatively easy to hide subsequent
losses from huge holds.''
It could be a year before findings of the inquiry into the grounding
of the 89,730-tonne, 792ft Braer are published, according to the
Department of Trade.
A Department of Trade spokesman said: ''It is expected the Braer
investigation work will be done in situ, but it is possible some parts
will be taken away for study.''
He added that the branch will not report ''until certain of its
facts''. That process will take months rather than weeks and it could
''take up to a year'' before formal findings are published.
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