On 12 Oct 1978, the Greek oil tanker Spyros exploded during repair work while it was docked at Jurong Shipyard in Singapore. The explosion killed 76 people and injured 69 others.
To this day, the disaster remains Singapore’s “worst post-war disaster in terms of lives lost”.
An investigation would later reveal that the explosion was caused by a combination of multiple corner cutting practices, including using a cutting torch without proper inspections first and the installation of an unauthorised pipe that introduced oil contamination.
The S. T. Spyros entered Singaporean waters on 6 Oct 1978. The tanker was chartered to Shell Oil Company for purposes of transporting crude oil.
Its journey to Singapore was primarily for cleaning and repair work.
After it had its slop tank, where the residual oil and water used to clean the tanker is stored, cleaned on 7 Oct, the tanker then went through an inspection for any flammable gas.
Satisfied with what he saw, the inspector of petroleum from the Port of Singapore Authority (PSA) issued a “gas-free” certificate to the tanker.
The Spyros was then directed to Jurong Shipyard, where it would begin receiving repair work on 9 Oct.
Source: New-Ships.com. Image for illustration purposes only
On 12 Oct, a team of repairmen, including Lim Hock Hoe, was tasked with putting on a new cover for the drip tray of the vent pipe leading from the aft starboard tank.
At around 2.15pm, Lim began using his cutting torch to heat up a rusty nut on the cover to remove it.
It was then that disaster struck.
Beneath Lim, an explosion had occurred in the bunker. The powerful blast sent pieces of the Spyros onto neighbouring vessels nearly 100 metres out.
It also ignited a massive flash fire within the Spyros that quickly trapped many workers inside.
Source: Lianhe Zaobao
As the fire swept through the ship’s engine and boiler rooms, workers from the dock tried to rush in to help those trapped.
However, the ongoing inferno prevented their efforts.
A massive firefighting effort ensued, with fire-fighting tugboats assisting from the water.
Within minutes, the fire was under control but the rescue team still faced issues as oil and water flooded the boiler room.
On the day of the explosion, a total of 167 people were working on board the Spyros. Of that amount, 57 people died.
Those who were found injured were rushed to Alexandra Hospital and Singapore General Hospital on ambulances and helicopters.
Source: SG101
The disaster prompted a massive relief effort from the nation.
Medical workers volunteered to work overtime to treat the injured. A record amount of people showed up to donate blood.
One lab tech recalled massive lines that extended out of the building and into the car park.
Source: SG101
A massive S$4 million was also raised from the public as relief for the families affected by the disaster.
Yet despite the overwhelming and generous outpouring of support, 19 of those who made it to the hospital died — bringing the total death toll to 76.
Source: National Archives Singapore
In the days that followed, many demanded answers for the catastrophe.
After a hearing that lasted 20 days, the investigating committee concluded that the explosion was caused by a combination of factors — the safety system at Jurong Shipyard failing and the presence of explosive vapour due to contamination of its fuel oil with crude oil.
For the latter, they found that the contamination had occurred because of a “deliberate diversion of crude oil cargo into the bunker tanks”.
It was discovered that Spyros had broken the rules of Lloyd’s Register, a technical and professional services organisation and maritime classification society.
Lloyd’s required the cargo system and bunker fuel system to be completely separated for safety reasons.
Any connection between the two systems would result in a safety breach as it lowers the flashpoint of the fuel oil going into the engine room.
However, a pipe was found on board the Spyros that connected the cargo tanks, containing the crude oil, to the fuel tanks.
This unauthorised pipe allowed for the transfer of the crude oil in the cargo to the fuel tanks.
This had been done as a result of a financial incentive that saw the crew receive bonus pay for using less fuel during their journey.
The tanker had reportedly lower fuel consumption than even when the ship was still factory new.
It was concluded that the crew had been siphoning crude oil from cargo into the fuel tanks to achieve the incentive.
Meanwhile, Lim’s torch was what ignited the vapours that were present as a result of the contamination.
The torch-use was prohibited unless the area had passed inspection, which this specific part had not.
On 12 March 1979, Lim was charged with causing the deaths of the 76 people through a rash act and for applying heat to a flammable part of the tanker before inspections were completed.
He was found guilty in July of the same year, but he successfully appealed his case in High Court.
Source: National Archives Singapore
Lim was originally sentenced to six months’ jail per charge, served concurrently. The High Court found Lim not criminally liable for the disaster.
Meanwhile, Jurong Shipyard was fined S$20,000. Its repairs manager was fined S$10,000.
The committee that investigated the incident also left several safety recommendations including improvements to safety systems, the restriction of heat tools, and providing better means of escape for the crew in an emergency.
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Featured image adapted from Lianhe Zaobao and SG101.