pacific regional workshop on marine pollution prevention

* • * •

PACIFIC REGIONAL WORKSHOP ON MARINE POLLUTION PREVENTION, CONTROL AND RESPONSE

A joint SPREP/IMO Workshop

Held at

South Pacific Bureau for Economic Co-operation Headquarters

Suva, Fiji, 26-30 November 1984

T.M. Hayes & W.H. Zucker Editors

South Pacific Commission Noumea, New Caledonia

January , 1985

The papers included in this volume comprise the edited manuscripts of presentations made at the Workshop along with some additional country reports. Responsibility for their substantive content rests with each individual author. Thus, the material included and the views expressed do not necessarily represent the official views of the sponsoring organisations.

SODTH PACIFIC REGIONAL ENVIRONMENT PROGRAMME of the

SOUTH PACIFIC COMMISSION

PACIFIC REGIONAL WORKSHOP ON MARINE POLLUTION PREVENTION, CONTROL AND RESPONSE

A joint SPREP/IMO Workshop

Held at

South Pacific Bureau for Economic Co-operation Headquarters

Suva, Fiji, 26-30 November 1984

T.M. Hayes & W.H. Zucker Editors

South Pacific Commission Noumea, New' Caledonia

January, 1985

Qoumus

INTRODUCTION

WORKSHOP PROCEEDINGS

2.1 Introduction

Page

2.2 Summaries of Technical Papers

2.2.1 Introduction to Pollution Incidents

2.2.2 Origins of Oil in the Marine Environment

2.2.3 Marine Oil Seepages and Natural

Slicks

2.2.4 Fate of Oil in the Marine Environment

2.2.5 Effects of Oil on the Marine Environment

2.2.6 Shoreline Types and Sens i t i v i t i e s

in the Pacific

2.2.7 Techniques for Spill Control

2.2.8 Containment and Recovery of Spilled Oil

2.2.9 Use of Chemical Dispersants for Oil Spills Response

2.2.10 New Developments in Oil Spi l l Response Equipment

2.2.11 Clean-up Techniques and Shoreline Protection for Pacific Islands

2.2.12 Oil Debris Disposal

Cdr. T.M. Hayes 3

Lt.Cdr. D.D. Rome 4

Ralf Carter

R. Pavia

R. Pavia

6

7

8

R. Pavia 8

Cdr. T.M. Hayes 9

Lt.Cdr. D.D. Rome 10

Cdr. T.M. Hayes 11

Cdr. T.M. Hayes 12

R. Pavia

R. Pavia

12

14

2.3 Country Case Histories

Page

15

2.4 Contingency Plans

2.4.1 National Contingency Plans

2.4.1.1 Elements of a National Contingency Plan

2.4.1.2 Examples of Country Contingency

Plans

2.4.2 International Contingency Plans

2.4.3 Hazardous Materials Response

15

15

Cdr. T.M. Hayes 15

15

Cdr. T.M. Hayes 16

Lt.Cdr. D.D. Rome 16

2.5 Legal Aspects and Regional Co-operation

2.5.1 IMO Conventions relating to Marine Pollution

2.5.2 Compensation and Liability for Oil Pollution Damage

2.5.3 Elements of National Legislation relating to Marine Pollution Prevention and Control

2.5.4 Technical and Economic Impact on Pacific Shipping of Implementation of the Marine Pollution Conventions

2.5.5 Regional Assistance and Co-operation

2.5.6 Regional Assitance/Co-operation -

New Zealand View

2.5.7 Regional Assistance/Co-operation

2.5.8 SPREP Convention and Protocols

Cdr. T.M. Hayes

D. Kay

17

17

18

Cdr. T.M. Hayes 19

Cdr. T.M. Hayes

D. Kay

H.D.M. Jones

Lt.Cdr. D.D. Rome

W.H. Zucker

19

20

20

21

22

2.6 Oil Spill Exercise 23

ii

3. RECOMMENDATIONS

4. PARTICIPANT CRITIQUE

5. WORKSHOP CLOSING

ANJEXE2

Annex 1 Welcoming address by Deputy Director, SPEC

Annex 2 Opening statement by SPREP Scientific Project Officer

Annex 3 Opening statement by UNDP Deputy Resident Representative

Annex 4 Opening statement by IMO Adviser on Marine Pollution

Annex

Annex

Annex

Annex

Annex

Annex

Annex

Annex

Annex

Annex

5

6

7

8

9

10

11

12

13

14

Worskshop Programme

List of Participants

List of Documents

Participant Survey

Country Case Histories

Contingency Plans

Spill Exercise

Workshop Critique

Workshop Certificate

Closing Address by SPREP Scientific Project

iii

SPREP/Marine Pollution Workshop/Report

PACIFIC REGIONAL WORKSHOP QN MARINE POLLUTION PREVENTION. CONTROL AND RESPONSE

INTRODUCTION

The Action Plan for Managing the Natural Resources and Environment of the South Pac i f i c Region, which i s the mandate of the South Pac i f i c Regional Environment Programme (SPREP), inc ludes a s e c t i o n on development of na t iona l contingency plans i n t eg ra t ed with a reg iona l contingency plan to prevent and minimize marine p o l l u t i o n i n c i d e n t s . The es tab l i shment of a framework for marine p o l l u t i o n con t ro l has been incorpora ted i n t o the Convention for the P r o t e c t i o n and Development of the Natural Resources and Environment of the South Pac i f i c Region, with i t s Protocol Concerning Co-operat ion in Combating P o l l u t i o n Emergencies in the South Pac i f i c Region. These a re c u r r e n t l y being negot ia ted by governments under the auspices of the co-sponsors of SPREP.

In response to t h i s d i r e c t i v e , an IMO/UNEP On-Scene Co-ord ina tors Workshop was conducted with the U.S. Coast Guard on Guam in April 1982. The p resen t SPREP/IMO Workshop has been organized to fu r the r develop r eg iona l e x p e r t i s e in dea l ing with one of the major t h r e a t s to the environment and resources of the reg ion . I t i s hoped t h a t t h i s volume wi l l serve as a genera l r e f e rence of major a spec t s of marine p o l l u t i o n cont ro l with s p e c i f i c examples from the Pac i f i c Region.

The Pac i f i c Regional Workshop on Marine P o l l u t i o n Prevent ion, Control and Response was held a t the headquar te r s of the South Pac i f i c Bureau for Economic Co-operat ion (SPEC), Suva, F i j i , from 26-30 November 198^. This Workshop was j o i n t l y sponsored by the South Pac i f i c Regional Environment Programme (SPREP), I n t e r n a t i o n a l Mar time Organizat ion (IMO) and United S t a t e s Agency for I n t e r n a t i o n a l Development (USAID), with a d m i n i s t r a t i v e support provided by SPEC, the South Pac i f i c Commission (SPC) and the United Nations Environment Programme (UNEP) through i t s Regional Seas Programme for the South Pac i f i c r eg ion . The f i n a n c i a l support of UNEP and USAID i s g r a t e f u l l y acknowledged.

SPREP/Marine Pollution Workshop/Report Page 2

1.4 Technical assistance in presenting the Workshop was provided by IMO, the United States Coast Guard, the U.S. Oceanic and Atmospheric Administration, the New Zealand Ministry of Transport, the Australian Ministry of Transport, the Committee for Co-ordination of Off-shore Prospecting for Mineral Resources in the South Pacific (CCOP/SOPAC) and SPREP.

1.5 The welcoming address, text of which i s a t Annex 1, was given by Dr P. Adams, Deputy Director of SPEC.

1.6 The SPREP representat ive, Dr W. H. Zucker, gave an opening statement which i s attached as Annex 2.

1.7 The United Nations Development Programme Deputy Resident Representative, Mr J. Swietering, gave an opening statement which appears as Annex 3.

1.8 The IMO representat ive, Cdr. T. M. Hayes, Adviser on Marine Pollution, gave an opening statement which i s attached as Annex 4.

1.9 The final Workshop Programme i s attached at Annex 5, the l i s t of par t ic ipants and resource people at Annex 6, and a l i s t i n g of reference publications and documents dis t r ibuted to par t ic ipants at Annex 7.

1.10 A par t ic ipant survey was dis t r ibuted a t the beginning of the Workshop to determine the respective ro le of each part icipant in the event of an oi l spi l lage and the i r experience and levels of t ra in ing . This survey was also u t i l i sed to determine whether the Workshop covered a l l the topics which were expected by the par t ic ipants . A cjpy of th i s survey i s attached a t Annex 8.


2. WQRKHQP PROCEEDINGS

2.1 Introduction

2.1.1 The Workshop followed the programme at Annex 5. Also included were two video tapes of incidents in the Pacific from Salvage Pacific Ltd., Lami, Fiji, entitled "Waigani Express" and "Anro Asia". These highlighted the need for preparedness in the event of an actual spill and served to illustrate the Australian country case history described in Annex 10. Lecturers presented papers as outlined in the Workshop programme. Shorter summaries are found in the body of this report while longer papers may be found in Annexes 9 and 10.

2.2 Summaries of Technical Papers

2.2.1 INTRODDCTION TO POLLUTION INCIDENTS Cdr. T.M. Hayes

This presentation initially dealt with major pollution incidents which have occurred on a global basis during the past two decades. Such tanker incidents as the Torrey Canyon, Metula, Amoco Cadiz, Castillo del Belver and Assimi were briefly described. A further source of marine pollution is from petroleum exploration and production activities and the major incidents such as Ekofish (Norway), Funiwa 5 (Nigeria), the Ixtoc 1 (Mexico) and Nowruz (Iran) were outlined. It was stressed that these incidents are not the major source of marine pollution but only represent one third of the total inputs from maritime activities. Routine operations account for the other two thirds.

A video tape entitled "Dark Tide", which dealt with a 20,000 barrel mystery spill that impacted Bahrain, was shown. This showed the organisational aspects of the response, logistic and manpower requirements, equipment utilised for containment and recovery, disposal of recovered oil and oily debris, and the clean-up of polluted shorelines. Some technical comments were made on this video tape regarding the relative ineffectiveness of dispersant chemicals due to the high viscosity of the oil, the need for aerial surveillance to track the movement of an oil slick, radio communication requirements and the need for proper supervision of beach cleanup. A second video tape entitled "We Are at the Control" was then shown. This video tape stressed the need for prevention of pollution from petroleum handling activities by establishing proper operating procedures at terminals and providing environmentally acceptable methods for


disposing of used oils. In conclusion, some cost figures for major spill cleanup activities were presented.

2.2.2 ORIGINS OF OIL IN THE MARINE ENVIRONMENT Lt. Cdr. D.D. Rome

Petroleum hydrocarbons enter the marine environment by a number of different routes as a result of both human activities and natural processes. Estimates of global inputs of petroleum hydrocarbons in the marine environment were considered by a National Academy of Sciences Workshop Steering Committee in 1981 and are summarised in the following table.

The largest inputs of petroleum hydrocarbons come from tanker operations (primarily loading/unloading ), tanker accidents and municipal and industrial wastes. These three categories account for nearly 60$ of the total input of petroleum hydrocarbons in the marine environment. The question naturally arises as to what can be done to reduce this annual input.

Over the past ten years, the movement of oil worldwide has increased by 20$ with 3H% more ships. Tankers, which move the oil, proceed to congested ports, thus increasing the potential for spills. Many ports are increasing safety for tankers by having vessel traffic schemes and tankers themselves now have better navigation systems and collision avoidance computer systems. These factors help reduce spills from tanker collisions. Tanker spills occur mostly during loading and discharging operations in ports. These can be reduced by strict regulation and particularly by strict enforcement and fines. Discharges of industrial and municipal wastes can also be reduced through strict enforcement of pollution prevention regulations.

In summary, international conventions such as SOLAS 74/78 and MARPOL 73/78 should help to reduce the quantity of oil pollution from ships. Local government regulations and enforcement will help reduce the oil input from cities and terminals.


INPUT OF PETROLEUM HYDROCARBONS INTO THE MARINE ENVIRONMENT

Input Rate. Million Metric Tons/Year

Source

Natural Sources Marine Seeps Sediment Erosion

Offshore Product ion

Transpor t a t i on Tanker Operat ions Drydocking Marine Terminals Bi lge and Fuel Oi l s Tanker Accidents Non-tanker acc iden t s

Atmosphere Municipal and I n s d u s t r i a l

Wastes and Runoff Ref ine r i e s Municipal Wastes Non-refining Industrial Wastes

Urban Runoff River Runoff Ocean Dumping

TOTAL

Best Estimate

0.2 0.05

0.05

0.7 0.03 0.02 0.3 0.4 0.02

/0.3/f

0.2 0.7

0.2 0.03 0.1 0.02

3.3

Probable laufig

0.02 - 2.0 0.005 - 0.5

0.04 - 0.07

0.4 - 1.5 0.02 - 0.05 0.01 - 0.03 0.2 - 0.6 0.3 - 0.4 0.02 - 0.04

0.05 - 0.5

0.1 - 0.6 0.0 - 1.5

0.1 - 0.3 0.01 - 0.2 0.01 - 0.5 0.005 - 0.02

1.3 - 8.8

* A value of 0.3 was used for the atmospheric inputs in the calculations, although the atmospheric panel did not wish to give a best estimate for this input.


2.2.3 MARINE OIL SEEPAGES AND NATURAL SLICKS Ralf Carter

Natural Seepage

Natural oil and tar seepages are found throughout the world, and some occur in the marine environment. In many instances, they are associated with crude oil deposits. Some of the tar seeps are high in asphaltenes and have a density 1 when the gas phase is removed. The rate of discharge from specific seeps appear to be directly related to the temperature of the overlying water. The material discharged may cause a slick to form on the ocean surface or it may remain as a discrete particle. When nearshore, the seepage pan be transported toward the beach. Concentrations ranging from a trace to as much as 20 kilograms per meter of beach have been collected. Some known areas of seeps are in Southern California, Cyprus, Tonga and Nigeria. There are many others. Usually excessive seepages are not a problem. In general, little can be done. Beach cleaning is required at some beaches.

A request to evaluate a presistent slick that occures in the prime fishing area of Makin Atoll (Kiribati) was received. Two visits were made to the site. The slick was observed from the air and at the site during the first visit. Poor sea conditions prevented sampling of the slick during the first visit. No traces of oil or tars were found at the high tide level on the nearby beach. On the second visit several oceanographic observations were made and samples of the slick were collected. An analysis of film sampling cloth extract was made using high resolution, capillary gas chromatography, and no alkanes in the range of C10 to C40 were found in the slick.

A crude oil seep would contain on the order of a few tenths of a milligram of material per square metre of ocean surface. As the slick occurred only when a current convergence was present at the location, and since there was a significant amount of surface active material present in the general area as evidenced by Langmuir and band slicks about both Makin and Butaritari atolls, it was concluded that the Makin slick resulted from the concentration of surface active material in the convergence zone. There was no evidence that the slick resulted from an oil seep.


MHiiLSl S l i c k s

The smooth a reas on the ocean surface descr ibed as na tu ra l s l i c k s inc lude water su r f aces where the c a p i l l a r y waves have been dampened by a r educ t ion in surface t ens ion of the water . A fi lm of sur face a c t i v e m a t e r i a l s , f a t t y a c i d s , long-chain a l coho l s , o ther organic compounds and hydrated meta l i c oxides w i l l reduce the sur face t ens ion and produce t h i s e f f e c t . Feeding f i s h , p lankton, e t c . , can produce these compounds. I n t e rna l waves cause the convergence zone for the band s l i c k s to form.

FATE OF OIL IN THE MARINE ENVIRONMENT R. Pavia

The e f f o r t s undertaken to con t ro l o i l s p i l l s and the e f fec t of the o i l depend in par t on the physical and chemical p r o p e r t i e s of the s p i l l e d m a t e r i a l . Changes in the p r o p e r t i e s of the o i l begin to occur as i t weathers due to the a c t i o n s of wind, waves and the sun.

Physical o i l p r o p e r t i e s of concern include d e n s i t y , v i s c o s i t y and pour -po in t . The dens i ty of o i l determines whether i t w i l l f l o a t on the water su r f ace , be n e u t r a l l y bouyant or s ink . The vas t major i ty of crude o i l s and re f ined o i l s do f l o a t .

Viscos i ty d e s c r i b e s how e a s i l y an o i l w i l l flow. Very viscous o i l s can be d i f f i c u l t to recover from the water surface and i n c r e a s e the e f f e c t s on marine organisms which l i v e a t the w a t e r - a i r i n t e r f a c e . The pour-poin t i s the temperature a t which o i l w i l l no longer flow or pour out of a con t a ine r . Oil a t a temperature below i t s pour-poin t wi l l not r e a d i l y spread on the water s u r f a c e .

Chemical p r o p e r t i e s of crude o i l s vary with t h e i r area of t h e i r o r i g i n . The p r o p e r t i e s of p a r a f f i n s , a romat ics , naphthenes and a s p h a l t i c components in o i l a f fec t both i t s physical p r o p e r t i e s and t o x i c i t y .

Oil begins t o weather immediately when i t i s r e l eased i n t o the marine environment. The physica l and chemical processes t h a t a re c o l l e c t i v e l y known as weathering include spreading , evapora t ion , pho to-ox ida t ion , s o l u t i o n , e m u l s i f i c a t i o n , and b io -degrada t ion . Of these p rocesses , spreading , evapora t ion and b io -degrada t ion a r e perhaps the most impor tan t . Weathering changes the physical and chemical p r o p e r t i e s of s p i l l e d o i l . The primary changes a re a decrease in o i l volume due to l o s s of t o x i c o i l f r a c t i o n s .


2.2.5 EFFECTS OF OIL ON THE MARINE ENVIRONMENT R. Pavia

Oil can cause adverse environmental impacts through both chemical toxici ty and physical coating.

Organisms associated with the water surface, such as birds, t u r t l e s , mammals and attached in t e r - t i da l organisms are the most threatened by physical oil coating. Oil toxici ty depends on the chemical composition of the o i l , i t s concentration and ava i l ab i l i t y to an organism. The species type, stage of development and environmental s t resses will affect the severity of o i l impacts. Short term oi l effects include death of adult and larval forms, and behavioral changes such as narcosis and muscular disturbances. Long-term effects such as decreased f e r t i l i s a t i o n r a t e , slower larval growth and damage to g i l l s t ructures can also occur.

The mangrove ecosystem i s one of the most biologically productive and o i l - sens i t ive marine habi ta ts in the South Pacif ic . Both physical coating and chemical toxici ty are important factors in determining oi l effects in the environment. Effects can range from death of mangrove t rees and associated plants and animals to sub-lethal effects such as deformed seeds and leaves in t rees and behavioral changes in animals.

The effects of oi l in the marine environment can vary with the type of oi l sp i l l ed , as well as the organisms and types of habi ta t s in the area. Effects are generally much less severe in open water areas with good c i rcula t ion , while damage to biologically rich habi ta ts in sheltered waters can be long- las t ing .

2 . 2 . 6 SHORELINE TYPES ANP SENSITIVITIES IN THE PACIFIC R. Pavia

The sens i t iv i ty of shoreline types to oi l s p i l l s can be ranked based on the expected oi l persistence and types of biological communities present. Wave energy level at the shoreline and geological processes operating in an area also affect the persistence of o i l in an environment. Oil persis tence, biological processes and unique biological features determine a shoreline sens i t iv i ty c lass i f i ca t ion .


Pacific regional shoreline types, from least sensitive to most sensitive, include:

a) vertical rock shorelines b) rocky platforms c) fine grain sand beach e) sand and shell or coral beaches f) exposed tidal flats g) sheltered rocky coasts h) sheltered tidal flats i) mangrove forests.

Coral reefs and sea grass beds should also be considered as habitats sensitive to oil pollution.

Sensitive shoreline types and species, such as fishing grounds and endangered species, should be identified and mapped as part of the contingency planning process. By identifying shoreline protection priorities in advance, environmental impacts can be minimised when spills do occur.

TECHNIQUES FOR SPILL CONTROL Cdr. T.M. Hayes

This presentation provided an overview of the various methods which can be used to control accidental spillages of oil. The subject was introduced by a video tape which dealt with the fate of oil in the marine environment, the use of booms for containment, the various types of skimmers which can be used for recovery, the use of herders and dispersants, and sorbent materials.

It was indicated that, since this video tape was produced, a great deal of development had taken place in equipment for oil spill response. With regard to booms, many of the earlier models were susceptible to deterioration from elevated temperatures and exposure to sunlight. The materials used for boom construction have been considerably modified. In order to improve portability and deployment, many booms now use air for flotation and are stored on reels. The use of naturally occurring materials such as dried coconut husks, bagasse, jute and tangan tangan as oil sorbents was recommended.

Whilst the video tape covered use of incineration and sand sinking, it was stated that incineration at sea had not proven successful. It is necessary to concentrate the oil in order to incinerate and most containment booms are not fire proof. In addition, safety aspects must be considered. Sand sinking was not recommended as this will result in smothering of benthic species and eventually much of the oil will resurface.

SFREP/Marine Pol lut ion Workshop/Report Page 10

2 .2 .8 CONTAINMENT AND RECOVERY OF SPILLED OIL Lt. Cdr. D. D. Rome

Mechanical recovery of s p i l l e d o i l i s the preferred a l ternat ive simply because i t removes the o i l from the marine environment. I t i s accomplished by simultaneously placing a physical barrier (boom) around the o i l to contain i t and removing the o i l from the water. Booms come in d i f ferent s i z e s depending on whether they are to be used in protected areas ( lagoons) , semi-protected areas (harbours) or open ocean. All booms have common c h a r a c t e r i s t i c s : f l o t a t i o n , sk ir t (subsurface) , ba l la s t and tension support. Protected water booms need l i t t l e or no s k i r t ( l e s s than 6") and work well where there i s l i t t l e current a c t i v i t y .

Materials which have been used e f f e c t i v e l y in protected waters are l o g s , bamboo and sorbent booms. Semi-protected or harbour boom should be more durable and have a s k i r t length of 6 to 12 inches. An open ocean boom has to be more durable, with s k i r t lengths of up to 36 inches . I t must be f l e x i b l e enough to have good wave r iding c h a r a c t e r i s t i c s .

Booming s t r a t e g i e s are developed by clean-up workers to get the o i l to move to a c o l l e c t i o n point . They use wind and current, the forces which move the o i l , to determine where and how much boom should be placed to e f f e c t i v e l y contain the s p i l l .

Removal of o i l from water can be accomplished with the equipment l i s t e d in the fol lowing table . There are some advantages and disadvantages for each type. Sorbents can be used e f f e c t i v e l y for small s p i l l clean-ups and f ina l clean-up for major s p i l l s . The problem associated with sorbents i s that large quant i t i e s are needed, they are sometimes d i f f i c u l t to recover and there i s a so l id waste disposal problem which needs to be resolved. Indigenous materials which are good sorbents include dried coconut husks, bagasse, jute and gunny sacks.

SPREP/Marine Pollution Workshop/Report

Page 11

SKIMMER TYPE ADVANTAGES D IS AV ANT AGES

Weir Easy to build and operate.

High recovery rates,

High water recovery with oil, susceptible to debris clogging, will not operate with high viscosity oil.

Surface Suction and Vacuum Trucks

Easy to use, fairly inexpensive (except vacuum truck), very portable. Good storage & separation.

Susceptible to debris clogging. Need thick patches of oil, reduced performance with high viscosity oils.

Rotating Disc More efficient oil collection, not affected by debris.

Lower recovery rates.

Sorbent Belt & Sorbent Mops

More efficient on highly viscous oils not affected by debris.

Low storage capacity. Best used on shorelines where oil is in debris.

USE QF CHEMICAL PISPERSANTS FOR OIL SPILL RESPONSE Cdr. T. M. Hayes

This presentation stressed that dispersants were only one of the methods which could be used for oil spill reponse. Their use was not recommended in areas of shallow water, poor water exchange or adjacent to water intakes for shore installations. Governments were urged to ensure that dispersants had been tested and approved for effectiveness, toxicity and biodegradation. Dispersants are not effective on oils whose viscosity is over 1 ,000 centistokes. The temperature/viscosity characteristics of various types of crude oil and products were discussed.

The methods of application from vessels were then described with particular reference to the development of over the bow spray systems for concentrated dispersants. The new formulations of dispersant chemicals for aerial application were then discussed and typical delivery systems for fixed and rotary wing aircraft were shown. Crop spraying aircraft can be readily adapted for use in dispersant application but their use over water is normally limited to nearshore areas.


It was stressed that it is desirable to employ a control aircraft to direct spraying vessels or aircraft to ensure that the dispersant is used for optimum effect. Recommended spraying patterns were shown for vessels and aircraft. The current range of vessel -application equipment can be easily installed on small vessels and tugs but consideration must be given to bulk carriage of dispersants and associated storage problems.

2.2.10 NEW DEVELOPMENTS IN OIL SPILL RESPONSE EQUIPMENT Cdr. T. M. Hayes

This slide presentation with commentary introduced some new equipment developments from various countries and manufacturers. The Warren Springs Laboratory beach material cleaner was described in detail. This system incorporated a cement mixer, water flushing systems and eventual ejection of large material at one discharge chute and sand from the other. A number of specialised oil recovery vessels were described such as the zero relative velocity mop skimmer, the absorbent belt and inclined plane skimmers. Large open ocean skimmers such as the Vikoma Sea Skimmer 50, the Framo ACW400 and the Desmi skimmer were then described.

The various off-shore booms with integral skimmers were then shown and it was indicated that there are considerable difficulties in manoeuvering these systems to sweep free floating oil from the water surface. Forward velocity must be under 1 knot, and it is difficult to maintain steerage way on the two towing vessels and the vessel receiving the recovered oil from the recovery system at the apex of the boom array. The most successful deployments have been with vessels specially equipped with controllable pitch propellers and bow thrusters. The U.S. Coast Guard representative stated that their High Seas Oil Recovery System had operated successfully in a stationary mode during the IXTOC 1 incident in the Gulf of Mexico.

2.2.11 QLMSrJiZ TECHNIQUES AND SHORELINE PROTECTION FOR PACIFIC ISLANDS R. Pavia

Shoreline protection and clean-up during spills should be conducted in a manner so as to reduce environmental effects. It must be remembered that shoreline clean-up can often cause greater damage than allowing natural oil removal.

Clean-up techniques should be taylored to particular habitats. Specific recommendations follow:


SHORELINE TYPE DESCRIPTION CLEAN-UP RECOMMENDATION

Fine grained sand beach

Compacted sand moderate waves

Manual removal p re fe r red . Mechanical with caution. Keep sand removal low. Leave buried oil alone.

Coarse grained sand beach

Poorly compacted sand. Low moderate waves. High during storms.

Manual removal p re fe r r ed . Keep sand removal low. Leave buried o i l a lone .

Mixed sand and s h e l l beach

Sand not compacted. Moderate-high waves.

Remove vege t a t i on , d e b r i s , push oi led sediment i n t o surf i f heavy o i l . Reduce sediment removal.

Exposed t i d a l f l a t s Not well compacted. Made of sand, mud or mix ture . Moderate to high waves.

Clean-up may be imposs ib le . Remove deb r i s from high t i d e l i n e . No mechanical devices on sof t f l a t s .

She l te red t i d a l f l a t s

Made of mud, s i l t y sand. Low wave a c t i v i t y

No c lean-up in some case . Skimmers a t high t i d e . Sorbent boom a t low t i d e .

Mangrove f o r e s t s Mud and s i l t Low pressu re f l u sh ing . Sorbents/boom recovery . No burning or c u t t i n g .

All c lean-up o p e r a t i o n s should be c lose ly monitored t o minimise environmental e f f e c t s and to reduce the amount of o i ly debr i s r e q u i r i n g d i s p o s a l . In a r ea s where s h o r e l i n e e ros ion i s a concern, removal of s t a b i l i s i n g vege ta t ion and beach ma te r i a l should be minimised. In some cases , i t may be necessary to r ep l ace o i l ed sand removed from beaches.

SPREP/Marine Pol lut ion Workshop/Report Page 14

2 . 2 . 1 2 OIL PEBRIS DISPOSAL R. Pavia

Liquid o i l and o i l y debris co l l ec ted during a s p i l l response must be disposed of properly. The types of o i ly debris generated during a s p i l l include containerised l iquid o i l , o i led vegetat ion, sorbents , sand and other beach materia ls .

Landf i l l s can be used for so l id o i l , contaminated beach material and sorbents. Liquid o i l should not be placed in l a n d f i l l s . Groundwater problems can resu l t i f heavily o i led materials are l a n d f i l l e d or i f the s i t e i s poorly chosen.

Oiled sand, s h e l l and coral can be used as a roadbed or as a base under paved areas . Load bearing capac i t i e s of the material must be cons i s tent with i t s intended use. Liquid o i l may be used to control road-dust in areas where t h i s i s common pract ice .

Liquid o i l s and other burnable contaminated materials can sometimes be burned in the bo i l ers of sugar or wood pulp m i l l s . Sand-contaminated materials are not generally su i table for th i s use. Burnable materials can also be disposed of with small portable inc inerators . I f located near o i l c o l l e c t i o n points , there wi l l be a need for interium storage s i t e s and transportation of debris . Air po l lut ion problems can r e s u l t s from burning. Incinerators should be posit ioned so that smoke blows away from populated areas.

Liquid o i l and contaminated beach material and vegetat ion can be landfarmed. When landfarming, o i led material i s spread on su i tab le land and worked in to the s o i l to allow natural breakdown by bacteria and other organisms. A s i t e for landfarming must be chosen careful ly to prevent water contamination problems and c o n f l i c t with adjacent land use. Vegetation grown in land reclaimed from landfarming may be contaminated with heavy metals, possibly making i t unsuitable for human or animal consumption.

Shoreline clean-up methods should be chosen t o minimize the amount of o i ly debris requiring d isposal . Disposal methods should be se lec ted based on the type of o i l ed material c o l l e c t e d . Disposal techniques should be careful ly monitored to prevent the p o s s i b i l i t y of additional environmental damage.


2.3 Country Case Histories

Country case h i s t o r i e s were presented by p a r t i c i p a n t s from F i j i , Guam, Papua New Guinea, Solomon I s l a n d s , A u s t r a l i a , New Zealand, and Tuvalu, and appear in Annex 9. Additional case h i s t o r i e s from Federated S t a t e s of Micronesia and French Polynesia a re a l so included t h e r e .

2.4 Contingency Plans

2 .4 .1 National Contingency Plans

2 . 4 . 1 . 1 &EMEHIS Ql A RAX1QML CONTINGENCY £LM Cdr. T. M. Hayes

This p r e s e n t a t i o n d e a l t with the e s s e n t i a l elements of a contingency plan , beginning with r e p o r t i n g and a l e r t i n g systems. I t was s t r e s s e d t h a t the c e n t r e which r ece ive s r e p o r t s should be manned on a 24 hour bas i s and those persons designated on the a l e r t i n g l i s t should be a v a i l a b l e on the same b a s i s . The person or persons r e spons ib l e for response to s p i l l a g e s should conduct an assessment to determine what response i s r equ i r ed , i f any. The On-Seene Commander should be given the necessary a u t h o r i t y t o expend funds for s p i l l response in order t h a t he may adequately d i scharge h i s r e s p o n s i b i l i t i e s .

I t was a l s o recommended t h a t some pre-p lanning be conducted to i d e n t i f y s e n s i t i v e a r e a s and d isposa l s i t e s for recovered o i l and o i l y d e b r i s . The On-Scene Commander, a s s i s t e d by other resource personnel , must determine the degree of c lean-up r e q u i r e d . The claim for c lean-up c o s t s must be supported by d e t a i l e d r eco rds showing employment of personnel and such equipment as p o l l u t i o n c lean-up gear , v e s s e l s , a i r c r a f t , t r ucks , e t c . I t was recommended t h a t each superv isor should keep a da i l y worksheet which can be used to support any c la ims . The importance of good pub l i c r e l a t i o n s was a l so addressed and i t was recommended t h a t whenever pos s ib l e a p rofess iona l publ ic r e l a t i o n s man should be ass igned to the On-Scene Commander to deal with the media. Proposed formats were p resen ted , together with Annexes dea l ing with r e p o r t i n g and a l e r t i n g l i s t s and resource i d e n t i f i c a t i o n .

2 . 4 . 1 . 2 Examples of Country Contingency Plans

Examples of country contingency p lans from A u s t r a l i a , New Zealand, Western Samoa and New Caledonia were presented and appear in Annex 10, along with the Australia/New Zealand B i l a t e r a l Agreement.


2.4.2 INTERNATIONAL CONTINGENCY PLANS Cdr. T.M. Hayes

This presentation introduced the recently published "IMO Guidelines on International Contingency Planning" which were developed by its marine Environment Protection Committee. A proposed outline for such a plan was presented and the main headings were discussed. It is necessary to define the scope and geographical coverage of such a plan and, in some regions, it has been considered preferable to develop sub-regional plans because of the large area covered. It was recommended that focal points be established in each country to ensure that information can readily be exchanged. The agency receiving reports should be manned on a continuous basis and could be police or defense force headquarters. A standard report form should be used and an alerting or call out list provided. Arrangements should be made for assumption of the lead role and transfer if necessary.

A number of typical regional reporting and alerting systems were presented to show the methods used to ensure speedy dissemination of information on oil spill Incidents. Procedures should be established to expedite customs and immigration formalities and to facilitate aerial surveillance. To support claims for pollution damage and clean-up costs, accurate records should be kept of all expenditures.

The annexes should include maps indicating geographical coverage, each countries area of responsibility, areas of high risk and those which are environmentally sensitive. Inventories of human and material resources should also be attached. National Contingency Plans for each participating country should be prepared and annexed to the international plan.

2.4.3 HAZARDOUS MATERIALS RESPONSE Lt. Cdr. D.D. Rome

The largest source of hazardous materials in the South Pacific comes from containerized cargo vessels. Hazardous materials are shipped as liquids, solids and gases in various sized packages. The most common commodities are industrial solvents and cleaners, pesticides and inorganic acids and bases. Since accidents can occur which will release hazardous materials, it becomes important for local ports and governments to develop action plans to handle hazardous materials spills.

When developing action plans the following requirements should be discussed:


Notification Assessment of problem Stabilistion and cleanup Disposal of recovered materials Damage assessment Payment for cleanup services Properly t r a ined and equipped personnel Spill reponse organisation Enforcement and fines Inventory of cleanup resources.

Of p a r t i c u l a r importance i s t r a i n i n g for personnel in hazardous m a t e r i a l t r a n s p o r t a t i o n , hazardous ma te r i a l response procedures and equipment, i nc iden t m i t i g a t i o n and t rea tment and hazard awareness. Information for r e c e i v i n g t r a i n i n g can be obtained through reg iona l co -o rd ina t i on and through SPREP.

2 .5 Legal Aspects and Regional Co-operat ion

2 .5 .1 IMP CONVENTIONS RELATING TO MARINE POLLUTION Cdr. T. M. Hayes

v e s s e l s . This convention was In 1973f the I n t e r n a t i o n a l

P o l l u t i o n from Ships was

This p r e s e n t a t i o n reviewed the development of the IMO Conventions r e l a t i n g to prevent ion of marine p o l l u t i o n . I t was pointed out t h a t those convent ions r e l a t i n g to safety of the ship and crew, nav iga t ion and crew t r a i n i n g were a l l i n d i r e c t l y r e l a t e d to prevent ion of a cc iden t s and thereby the t h r e a t of p o l l u t i o n . The f i r s t convention was developed in 1954, namely the I n t e r n a t i o n a l Convention for the Prevent ion of P o l l u t i o n of the Sea by Oi l , which l im i t ed d i scha rges of o i l from the cargo spaces of o i l t ankers and machinery spaces of a l l amended in 1962, 1969 and 1971. Convention for the Prevent ion of prepared. This Convention has annexes dea l ing with o i l , bulk chemicals , dangerous goods in packaged form, sewage and garbage. All o i l s a r e included in t h i s convention and the permit ted l e v e l s of o i l d ischarge were f u r t h e r r e s t r i c t e d . Following a s e r i e s of tanker a c c i d e n t s in 1976/77, a fu r the r i n t e r n a t i o n a l conference was held on Tanker Safety and P o l l u t i o n Prevent ion in 1978. P ro toco l s were prepared to SOLAS 1971* and MARPOL 1973 which e s t a b l i s h e d new s tandards for t ankers and rev i sed survey and c e r t i f i c a t i o n requ i rements . The combined ins t rument , MARPOL 73/78 , entered i n t o force in October 1983. This Convention should have a major impact on reducing inpu t s of p o l l u t a n t s from marine t r a n s p o r t a t i o n i n t o the marine environment.


The 1972 London Dumping Convention i s intended to r e s t r i c t the type and quantity of materials which are disposed of by ocean dumping. The annexes to th i s Convention l i s t substances under various categories and prohibit dumping of specified substances and establ ish requirements for s i t e monitoring, reporting, e tc .

2 . 5 . 2 COMPENSATION AME LIABILITY EM OIL POLLUTION MMASI D. Kay

For many years, i t has been accepted that shipowners have a l i a b i l i t y for damage caused by oil pollut ion. I t has also been accepted that the shipowner under most circumstances should be en t i t l ed to l imi t h is l i a b i l i t y . Major oil pollution incidents, such as the Torrey Canyon, led to a rea l i sa t ion in the l a t e 1960's that exis t ing regimes were not adequate for such s i tua t ions and resulted in the development of new regimes to cover oi l tankers.

At present, there exis t para l le l schemes to provide compensation for pollution damage, one system established under internat ional conventions, the other voluntari ly established by the shipping and oil indus t r ies . The Convention on Civil L iabi l i ty for Oil Pollution Damage (CLC) provides the f i r s t t i e r . I t requires owners of ships carrying oi l in bulk as cargo to maintain insurance and imposes s t r i c t l i a b i l i t y on the owner for damage caused by oi l s p i l l s . L iabi l i ty l imi t s approximate $140 per ton to a maximum of $14 mill ion. I t s industry equivalent, the Tanker Owners Voluntary Agreement Concerning Liabi l i ty for Oil Pollution (TOVALOP) provides s l igh t ly higher l imi t s , up to $16.8 million. TOVALOP also covers threat removal measures even when no s p i l l occurs and and in the event of s p i l l s from tankers in ba l l a s t .

Supplementary compensation over and above that provided by CLC and TOVALOP i s provided through schemes financed by oi l i n t e r e s t s . The Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage (1971 IOPC FUND) provides member s t a t e s with compensation up to a maximum of $46 million. I t s industry equivalent, the Contract Regarding an Interim Supplement to Tanker Liabi l i ty for Oil Pollution (CRISTAL) provides up to a maximum of $36 mill ion. In addition, both schemes provide some re l ie f to shipowners for damages over approximately $120 per ton.

Recently, both CLC and FUND Conventions were amended s ignif icant ly to increase the compensation levels and extend thei r scope. Whilst these amendments may take some time to enter into force, they will ultimately provide for maximum compensation of $61 million under CLC and $205 million under FUND.

The regimes outlined above are relevant only to s p i l l s of pers is tent o i l s from tankers. For s p i l l s of l igh t oil or s p i l l s from non-tanker, compensation i s provided through more general conventions on l imi ta t ion of l i a b i l i t y for maritime claims.


ELEMENIfi Ql MIIQML LEGISLATION fiaiHN£ I£ MAIiM POLLUTION PREVENTION ME CONTROL

Cdr. T.M. Hayes

This d i s cus s ion i n i t i a l l y d e a l t with schemes for compensation and l i a b i l i t y for o i l p o l l u t i o n damage. I t was pointed out t h a t the C iv i l L i a b i l i t y Convention 1969 and the I n t e r n a t i o n a l Oil P o l l u t i o n Compensation Fund Convention 1971 were r e l a t i v e l y easy to implement subsequent to access ion . This has no f i nanc i a l i m p l i c a t i o n s for the major i ty of the Pac i f i c I s l and coun t r i e s in t h a t the minimum leve l of c o n t r i b u t i n g o i l was 150,000 tons and a t p resen t only New Caledonia and Papua New Guinea would be requ i red t o c o n t r i b u t e t o the Fund.

Much of the l e g i s l a t i o n in the c o u n t r i e s of the reg ion r e q u i r e s cons ide rab le r e v i s i o n , and i t was s t a t e d t h a t adequate d e t e r r e n t p e n a l t i e s for i l l e g a l d i scha rges should be e s t a b l i s h e d . The r e s p o n s i b l e o f f i c e r s should a l so be given s u f f i c i e n t au tho r i t y to deal with marine emergencies.

With the i n c r e a s i n g o i l e x p l o r a t i o n a c t i v i t y in the reg ion , cons ide r a t i on should be given to enactment of l e g i s l a t i o n r e q u i r i n g proof of f i n a n c i a l r e s p o n s i b i l i t y and e s t a b l i s h i n g procedures t o reduce the p o s s i b i l i t y of ope ra t i ona l and acc iden ta l p o l l u t i o n from of f - shore a c t i v i t i e s . I t was s t a t ed t h a t the l e g i s l a t i o n prepared by the Mineral Resources Department of F i j i could serve as a guide for o ther c o u n t r i e s in the r eg ion .

TECHNICAL MH ECONOMIC IMPACT m £A£I£I£ SHIPPING Ql IMPLEMENTATION Ql JHE MMM POLLUTION CONVENTIONS

Cdr. T.M. Hayes

The ent ry i n t o force of MARPOL 73/78 has had a s i g n i f i c a n t impact on i n t e r n a t i o n a l sh ipping , p a r t i c u l a r l y s ince c o n t r a c t i n g p a r t i e s must apply the Convention requi rements to a l l shipping using t h e i r p o r t s and t r a n s i t i n g t h e i r c o a s t a l zones. This had been done by e s t a b l i s h i n g po r t s t a t e i n s p e c t i o n programmes whereby foreign f l ag v e s s e l s were checked t o ensure t h a t they complied with Convention requ i rements . Such checking i s i n i t i a l l y of the ve s se l s c e r t i f i c a t e s . If t he re were good reason to be l i eve t h a t the ship did not comply, a more comprehensive i n s p e c t i o n would be conducted.

S i m i l a r l y , the d i scharge c r i t e r i a of MARPOL 73/78 would be appl ied by c o n t r a c t i n g p a r t i e s . l t was ind ica t ed t h a t t h i s would r e q u i r e t h a t b i l g e d i scha rges wi th in 12 miles of the coas t a l base l ine be l e s s than 15ppm of o i l in water . Many v e s s e l s would have d i f f i c u l t y in meeting these s tandards and p o r t s i n the reg ion should provide some f a c i l i t i e s for r e c e p t i o n of o i ly b i l g e s and r e s i d u e s .

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2 . 5 . 5 REGIONAL ASSISTANCE AND CQ-QPERATIQN D. Kay

Australia has well-established l inks and a long t rad i t ion of co-operation with countries in the Pacific, and places high pr ior i ty on provision of support and assistance to the region. In terms of assistance in pollution combat, there are two forms of assistance Australia may be able to provide: one i s assistance in the event of an incident, the second i s assistance in t raining and planning to deal with emergencies.

Requests for assistance in dealing with a sp i l l incident would need to be made through diplomatic channels, as i s done with other emergency re l ie f and d isas ter assistance arrangements. Australia does have available a good range of equipment and personnel trained in i t s use which could be made available to deal with s p i l l s in the Pacif ic . Australia also has a well-developed programme for t raining personnel in pollut ion combat operations. Courses range from basic courses for the operators of clean-up equipment through high-level courses for On-Scene Co-ordinators and workshops on contingency planning. Part icipants from Pacific countries are welcome to attend and par t ic ipa te in these courses.

2 . 5 . 6 REGIONAL ASSISTANCE/CO-OPERATION - Hffi ZBALAHB JEIEH. H.D.M. Jones

In the event of a major and disastrous o i l s p i l l , there i s no doubt that the New Zealand Government, and indeed other Governments and agencies would respond with whatever assistance was necessary. The more important consideration i s the case where an oi l s p i l l occurs which i s too large to be easi ly dealt with by local resources but i s not large enough to a t t r a c t widespread in te res t or concern. I t i s to deal with th i s sor t of contingency that a regional plan i s desirable . As has been mentioned e a r l i e r , a regional plan, to be effect ive, must be based on national plans.

I t i s essent ia l that everyone in the region knows what equipment i s avai lable , where i t i s kept, whether i t requires trained personnel to operate, and how i t can be transported. I t i s essent ia l to know what reception f a c i l i t i e s are available for such personnel and equipment by the country requiring ass is tance. For example, what a i r f i e ld s are available and what means can be used to transport equipment from a i r f i e ld to the scene of the incident . I t i s essent ia l to know how long i t will take to mobilise equipment and personnel to transport them to thei r dest inat ion, and what arrangements will need to be made for their reception. For example, customs and immigration formali t ies must be organised in advance so as to avoid the sor t s of delays which have been referred to e a r l i e r .


Any mutual co -ope ra t ion scheme wi th in the Pac i f i c should be on a government to government b a s i s and could c o n s i s t of a s e r i e s of b i l a t e r a l agreements or one m u l t i l a t e r a l arrangement. B i l a t e r a l arrangements a re probably more e a s i l y concluded in the f i r s t p l ace .

Hopefully, we w i l l not ge t many o i l s p i l l s in the reg ion of such magnitude a s t o r e q u i r e the implementation of a r eg iona l scheme. In my exper ience , i f a contingency plan l i e s dormant, i t becomes f o r g o t t e n , g e t s out of d a t e , and, when needed, i s i n e f f e c t i v e . Any such plan must t h e r e f o r e be r e g u l a r l y reviewed, and funds must be a v a i l a b l e on an on-going b a s i s to ensure t h a t i t i s kept up to da t e by r e g u l a r in te rchange of personnel , workshops, e t c .

New Zea land ' s a b i l i t y to c o n t r i b u t e to such a plan, i f e s t a b l i s h e d , would c o n s i s t of p r a c t i c a l support in the form of one or two t r a i n e d personnel who could ac t as "On-Scene Commanders" or a s s i s t a n t s , and equipment. The equipment a v a i l a b l e i s l i s t e d in the New Zealand National Contingency Plan and can be t ranspor ted by C130 planes or , in the case of d i s p e r s a n t , in char te red c i v i l i a n a i r c r a f t . A v a i l a b i l i t y of a i r c r a f t and d i s t ance to f ly would determine the time requ i red to get equipment on s i t e . Spec i a l i s ed equipment would have to be accompanied by t r a ined personnel for i t s o p e r a t i o n . New Zealand could provide only l im i t ed f a c i l i t i e s for t r a i n i n g .

REGIONAL ASSISTANCE AND CO-OPERATION Lt . Cdr. D.D. Rome

The U.S. Coast Guard w i l l offer a s s i s t a n c e i n t e r n a t i o n a l l y on a s p i l l of o i l or hazardous m a t e r i a l s . This a s s i s t a n c e can come in two d i f f e r e n t ways: t e chn ica l advice and a s s i s t a n c e or personnel and cleanup equipment.

Requests for U.S. Coast Guard a s s i s t a n c e with a p o l l u t i o n i n c i d e n t a re d i r e c t e d to the U.S. S t a t e Department through the r eques t ing government 's fore ign o f f i c e . After the Coast Guard r e c e i v e s the r e q u e s t , i t w i l l normally f i r s t offer t r a ined personnel on scene t o give t echn ica l advice and a s s i s t a n c e as necessary . The hos t government wi l l be r e s p o n s i b l e for paying t r a v e l , per diem and s a l a r i e s of the personne l . If the Coast Guard i s r equ i red to provide equipment and personnel and determines the r eques t t o be o p e r a t i o n a l l y f e a s i b l e , then the equipment w i l l be d ispatched with ope ra t ing personnel to work for the hos t government. Again, the host governement w i l l be r e s p o n s i b l e for t r a v e l , per diem, equipment t r a n s p o r t a t i o n and r e n t a l charges , equipment refurbishment and s a l a r i e s .


Should a s p i l l occur in the South Pacific Region and a request made through the State Department for Str ike Team assis tance, the Commandant of the Coast Guard would evaluate the request and probably offer personnel to provide technical advice and ass is tance. A large inventory of oil sp i l l cleanup equipment i s located in Austral ia, and th i s equipment would get to the s p i l l scene much quicker than equipment from the United Sta tes . Should the s p i l l be of such magnitude that additional equipment i s necessary, the Commandant would determine i f adequate commercial resources are available to provide the additional equipment. If more i s s t i l l needed, then Strike Team equipment could be dispatched.

2.5.8 SPREP CONVENTION ANP PROTOCOLS W.H. Zucker

The need for a legal document for the protection of the Pacific environment i s emphasised in the South Pacific Declaration on Natural Resources and the Environment of the South Pacific Region, and the Action Plan for Managing the Natural Resources and Environment of the South Pacific Region. These s ignif icant documents were promulgated at the 1982 minis te r ia l - leve l Rarotonga Conference on the Human Environment in the South Pacific, and form the basis of SPREP's mandate. One of the aspects of th i s mandate i s the d i rec t ive to formulate and promote the adoption of a draft convention and protocols to protect the environment of the region.

This workshop has been organized with specific reference to the Protocol Concerning Co-operation in Combating Pollution Emergencies in the South Pacific Region. A number of provisions of th i s Protocol, as well as the Convention i t s e l f , address key needs for dealing with such emergencies. These include: exchange of information, report ing, mutual ass is tance, operational measures, sub-regional arrangements and in s t i t u t iona l arrangements (including co-ordination of response). The Convention and Protocol also highlight the need for prevention of damage to the marine environment and coastal areas of the region through the adoption of national contingency plans co-ordinated with b i la te ra l and sub-regional contingency plans. Three meetings of legal and technical experts have revised the orginal draft documents. I t i s hoped that outstanding issues can be se t t l ed by the Fourth Expert Meeting, tenta t ively scheduled for l a t e 1985, to be followed by r a t i f i c a t i o n a t a l a t e r plenipotentiary meeting.


SPlll exercise

1 The participants were divided into five working groups for the purposes of this exercise. Each group consisted of marine, scientific and other specialists and they were presented with a simulated oil spill in Suva Harbour. An expert group of resource people was formed to provide input. A series of problems were posed to the working groups. The exercise simulated considerable discussions amongst the participants and made them aware of the difficulties which could be encountered. The oil spill exercise format and supplementary information is attached at Annex 11.


3. RECOMMENDATIONS QF IMO/UNEP WORKSHOP

At the suggestion of IMO/UNEP, Workshop par t ic ipants were asked to make "recommendations for inclusion in the report on future t raining requirements in the f ield of marine pollution to guide and promote further co-operative a c t i v i t i e s between SPREP, IMO and other appropriate organisat ions". These recommendations follow:

1. Consideration should be given to the establishment of a Regional Oil Pollution Centre associated with SPREP to col lect data on oi l s p i l l control equipment located within the region, available technical experts and sources of external ass is tance.

2. The relevant United Nations and regional agencies should a s s i s t countries in the development of national contingency plans which are appropriate to local conditions and available resources.

3 . Public education and information material on the environment and impact of o i l and hazardous material s p i l l s should be prepared by SPREP and made available to countries of the region.

4. That a seminar/workshop conducted in and for the South Pacific Region on proper and safe handling, t ransportat ion, storage of dangerous goods in packaged form and response to spi l lage of such goods be held.

5. That on completion of the current SPREP survey on sources of pollution a seminar/workshop be conducted in and for the Pacific Region on:

(a) Analysis and assessment of the survey findings; (b) Prevention and control of s p i l l s by substances other than o i l ,

par t icu lar ly from shore sources.

6. That s t a t i s t i c a l data, charts and other related information on routes taken by vessels carrying oil and hazardous substances in bulk through the Pacific region be made available to a s s i s t countries in formulating their nat ional , sub-regional and internat ional contingency plans.

7. That the f eas ib i l i t y of establ ishing a regional laboratory, possibly a t the University of the South Pacific, be invest igated. Such a laboratory could carry out analysis of o i l samples, water quality and dispersant tes t ing for the region.


8. That a sandwich On-scene Commander's Course be organised and presented in the Pacific Region over a period of two years. The course programme should cover national and internat ional contingency planning, report ing and a ler t ing networks, legal conventions and other instruments re la t ing to marine environment protection, and pract ical t ra ining on the development, use and maintenance of oi l s p i l l response equipment.

9. That, due to the rapidly increasing awareness of marine environment protection in the Pacific Region, i t i s highly recommended that IMO establ ish a post for a regional adviser in marine pollution for the Asia and Pacific Region to permit ready access to expert technical assistance by countries of these regions.

10. That SPREP convene a regional seminar/workshop on water quali ty monitoring for countries of the region.

11. That SPREP co-ordinate with Guam EPA to obtain places for Pacific region countries a t the planned hazardous materials s p i l l response workshop.


4. PARTICIPANT CRITIQUE

4.1 The participants were invited to complete a critique (Annex 12). From an analysis of the completed forms, it would appear that most of the participants were generally satisfied with the workshop.

A number of participants considered that the schedule was too tight and the workshop could have been extended for an additional day. A common criticism was that there was no demonstration of oil spill equipment but unfortunately no equipment was available in Suva for this purpose. There were several recommendations for workshops on hazardous materials and contingency planning and these are reflected in the workshop recommendations. Many participants felt two exercises should have been held but this was not considered possible in the five days allocated.


5. WORKSHOP CLOSING

5.1 Workshop certificates were presented to participants by Honourable M. Tupouniua, Director of SPEC. A copy is attached at Annex 13.

5.2 Dr W.H. Zucker then made a closing address (Annex 14) in which he thanked all lecturers for their significant contributions to the success of the workshop. He particularly acknowledged the IMO Adviser on Marine Pollution for his many contributions, and SPC and SPEC for essential administrative support. He then expressed the wish to conduct further workshops in conjunction with IMO and thanked the country representatives for their enthusiastic participation and support.

SPRBP/Marine Pollution Workshop/Report Page 28

SPREP/Marine Pollution Workshop/Report Annex 1/Statements

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AMNPX 1

WELCOMING ADDRESS

by

Peter W.T. Adams Deputy Director

South Paci f ic Bureau for Economic Co-operation

Ladies and Gentlemen,

May I from the outset welcome you most warmly to SPEC Headquarters, e s p e c i a l l y those who are here for the f i r s t time. Many of you have travel led long d is tances to get here, in particular many of the lec turers and convenors of the Workshop. I hope you find your stay valuable and enjoyable.

The seminar has been organised under the auspices of the South Paci f ic Regional Enviornment Programme. As many of you wi l l know, following a preparatory phase, t h i s programme was inaugurated in Rarotonga in 1982 at a min i s ter ia l Conference which adopted a wide-ranging Action Plan. The Action Plan was accompanied by a Declaration on Natural Resources and the Environment. The main thrust of the Declaration i s through national management and conservation ob jec t i ve s , but i t a l so recognises the vu lnerabi l i ty of the region as a whole to environmental and economic damage from natural and man-made d i s a s t e r s . Thus, i t envisages the "development of national and regional contingency plans and prevention programmes".

While the preparation of such national or regional contingency plans i s not the object ive of t h i s seminar, I have no doubt that the exerc ise w i l l contribute much towards strengthening of national and regional c a p a b i l i t i e s to deal with po l lut ion emergencies through case s tudies and d i scuss ions which w i l l occupy you during the next few days.

The Paci f ic has, for a long time and increasingly over the l a s t decade, been a crossroads for big shipping companies who ply these waters. Though the region has unt i l now escaped major or widespread marine po l lu t ion inc idents , i t i s fa ir to say that a certain amount of contamination and po l lut ion has occurred, mainly through man-made pers i s tent chemicals, o i l s p i l l s from port acc idents , leaks in p ipe l ines or storage depots, shipwrecks and nuclear a c t i v i t i e s .

SPREP/Marine Pol lut ion Workshop/Report Annex 1/Statements Page 30

The mining of ocean f loor minerals and off-shore o i l exploration a l so pose potent ia l po l lut ion dangers, while dischages from industr ia l works, mining, sewage plants and other land-based sources are increasingly having a detrimental impact on shore, mangrove and reef areas. You w i l l , I hope, be addressing some of the most important of these i s s u e s during the course of t h i s seminar.

While the task of organising workshops and other a c t i v i t i e s as defined in the Action Plan has been mandated to the SPREP Secretar ia t , attached to the South Paci f ic Commission, the job of ensuring that the programmes being developed conform to the s p i r i t of the Action Plan and the wishes of member s t a t e s and e n t i t i e s r e s t s with a Co-ordinating Group comprised of SPEC, SPC, UNEP and ESCAP.

As Chairman of the Co-ordinating Group, SPEC attaches great importance to t h i s Seminar, as we do to the many other programmes already being undertaken under SPREP. In part icular , I refer to the work being undertaken to conclude a regional convention which, among other things , addresses the problem of how to cope with pol lut ion emergencies.

We have been fortunate in the region in having the support of other internat ional organisat ions , in particular the Regional Seas Programme of the United Nations Environment Programme, which so far has provided the bulk of funding for the South Paci f ic Regional Environment Programme. Member Governments' contributions are, however, becoming an increasingly important part of the funding of the Programme. As Chairman of the Co-ordinating Group, I wish to acknowledge the kind ass i s tance extended by the International Maritime Organization, the United States Coast Guard and the National Oceanic and Atmospheric Administration to enable th i s seminar to take place. I hope there wi l l be more such ass i s tance in the future.

I welcome the l ec turers and part ic ipants once again to SPEC and i n v i t e you to give the matters presently before you careful consideration and wish you a l l a successful workshop.

Thank you.

SPREP/Marine Po l lu t ion Workshop/Report Annex 2/Statement

Page 31

AME3L2

OPENING STATEMENT

by

William H. Zucker S c i e n t i f i c Pro jec t Officer

South Pac i f i c Regional Environment Programme

On behalf of the South Pac i f i c Regional Environment Programme (SPREP), I wish to welcome the d i s t i ngu i shed l e c t u r e r s and p a r t i c i p a n t s and e s p e c i a l l y Cdr. Hayes of the I n t e r n a t i o n a l Maritime Organiza t ion . The workshop i s organised in co-opera t ion between SPREP and the I n t e r n a t i o n a l Maritime Organiza t ion , with support of the U.S. Agency for I n t e r n a t i o n a l Development, A u s t r a l i a and New Zealand. Their generous a s s i s t a n c e i s g r a t e f u l l y acknowledged.

SPREP i s the des ignated environmental programme of the Pac i f i c r eg ion . Ar is ing wi th in the framework of the South Pac i f i c Commission, the programme was formally launched i n 1980 with the approval of the South P a c i f i c Conference, the South Pac i f i c Forum, and the Governing Council of UNEP. I t i s sponsored by the South Pac i f i c Commission, the South Pac i f i c Bureau for Economic Co-operat ion, the Economic and Socia l Commission for Asia and the Pac i f i c and the United Nations Environment Programme (UNEP). UNEP suppor t s SPREP as pa r t of i t s Regional Seas Programme.

The implementat ion phase of SPREP began with the promulgation of two h i g h l y - s i g n i f i c a n t documents a t the m i n i s t e r i a l - l e v e l Conference on the Human Environment in the South P a c i f i c , held in Rarotonga in March 1982. These a r e the South P a c i f i c Dec la ra t ion on Natural Resources and the Environment and the Action Plan for Managing the Natural Resources and Environment of the South Pac i f i c Region. They form the bas i s of SPREP's mandate.

A s i g n i f i c a n t po r t i on of these documents addresses the problem of marine p o l l u t i o n . Aspects covered inc lude i d e n t i f i c a t i o n of the need for environmental assessment of the impacts of marine o i l s p i l l s , land use and i n d u s t r i a l and urban development on i s l and c o a s t a l wa te r s .

These documents a l s o s t r e s s the importance of the development of na t ional contingency p lans i n t e g r a t e d with a r eg iona l con t ro l plan t o minimize the e f f e c t s of major o i l s p i l l s . The need for development of na t iona l l e g i s l a t i o n to g ive e f f ec t t o i n t e r n a t i o n a l conventions concerned with p o l l u t i o n , such as t h e London Dumping Convention, i s a l s o emphasised. SPREP i s a l so d i r e c t e d to develop, as i t s l ega l component, a r eg iona l l e g a l l y - b i n d i n g agreement for the p r o t e c t i o n and development of the South P a c i f i c n a t u r a l r e s o u r c e s and environment.

SPREP/Marine Pollution Workshop/Report Annex 2/Statement Page 32

In connection with th i s l a t t e r d i rec t ive , the co-sponsors of SPREP have convened three expert meetings for negotiation of an internat ional convention to protect the Pacific environment. The convention will have, i n i t i a l l y , two protocols: one concerning co-operation in combating pollut ion emergencies and the other cal l ing for prevention of pollution by ocean dumping. Once agreement has been reached, these would be signed in to law at a regional plenipotentiary meeting. This will then provide a firm legal basis for environmental management in the region.

The present workshop has been organised with specif ic reference to the protocol concerning co-operation in combating pollution emergencies. The draft of th i s protocol i s specif ical ly asking for exchange of information between the countries of the South Pacific on pollution incidents; for assistance in personnel, equipment and material in cases of emergency; for preparation of contingency plans and co-ordination of emergency responses and for t raining of personnel. The organisers hope that th i s Workshop on Marine Pollution Prevention, Control and Response will enhance regional capabil i ty in protecting the environment and limited coastal resources of our area from oi l and hazardous substance pol lut ion.

SPREP/Marine Pol lut ion Workshop/Report Annex 3/Statement

Page 33

AMEL-2

OPENING STATEMENT

by

Jan Swietering Deputy Resident Representative

United Nations Development Programme

I regret that due to a prior commitment, Mr Berke, the UNDP Resident Representative cannot attend the opening ceremonies of t h i s Pacif ic Regional Workshop on Marine Pol lut ion Prevention Control and Response, but as h i s Deputy I am pleased to wish you every success during the coming week. The UNDP Office in Suva has programme respons ib i l i ty for F i j i , Kir ibat i , Nauru, Solomon Is lands , Tonga, Trust Territory of the Pac i f i c Is lands , Tuvalu, and Tonga, and I see that we have twelve representat ives from these Governments at t h i s workshop.

Whilst environment i s pr inc ipal ly the respons ib i l i ty of a spec ia l i sed agency, namely the United Nations Environment Programme, the are not represented in a l l regions on a global basis and the UNDP o f f i c e co-ordinates missions and a c t i v i t i e s by s p e c i a l i s t s and experts from t h i s and other agencies . The South Paci f ic Regional Environment Programme under whose auspices t h i s workshop i s being held i s one of the eleven regional arrangements under UNEP's Regional Seas Programme, and I understand that the Regional Convention and associated Protocols wi l l be represented to a plenipotentiary Conference for approval next year. SPREP^ Paci f ic programme i s , jpter a l i a , supported through ESCAP and UNEP.

Though UNDP i s thus not a s s i s t i n g the SPREP Programme d irec t ly with funds, we have a number of other a c t i v i t i e s in support of the programme. F i r s t l y , UNDP i s f inancing a number of projects in the Paci f ic which have a c t i v i t i e s in environment re lated f i e l d s . For instance, we support the programme of CCOP/SOPAC which has been involved in surveys for environment protection planning purposes. We have a Regional Firsheries and a Regional Plant Protection programme which both have been dealing with environment i s s u e s . A UNDP Tourism Planning project has as s i s t ed governments in looking at the environmental aspects of new tourism industry developments. Also we have a number of projects in the f i e l d of physical planning which, inter a l i a , a s s i s t governments to prepare plans for a balanced development of urban centres and other physical infrastructure f a c i l i t i e s in order to minimize any negative impact on the environment. Last ly , we are a s s i s t i n g governments through short-term consultancies in s p e c i f i c environmental i s s u e s , such as the management and protection of mangrove ecosystems.


Secondly, UNDP represents a number of other agencies of the United Nations System which are also directly or indirectly involved with the environment such as FAO, IMO, IOC, UNESCO and WHO. The UNDP office provides support services for field experts from these organisations. Requests for assistance from such specialised agencies are normally made through the relevant UNDP field offices. In this region, they are located in Port Moresby, Suva and Apia.

In the field of marine pollution, Commander Hayes was previously employed under the United Nations Development Programme as an Inter-regional consultant and visited many of the countries in this region viz Cook Islands, Fiji, Papua New Guinea, Tonga and Western Samoa. He also conducted a national seminar in Papua New Guinea and assisted in the USCG/IMO Workshop on Oil Spill Response in Guam which I understand some of you attended.

The preservation of the marine environment in the Pacific should have high priority. The region has not really been exposed to a major oil spillage from a tanker accident or offshore blowout but, as the pace of offshore petroleum activities increases, so do the risks. In recognition of these risks, the UNDP Regional Programme has funded the Committee for Coordination of Offshore Prospecting (CCOP/SOPAC), which has been active in setting standards for such activities, operating practices, environmental impacts and contingency planning.

The Pacific environment is now relatively unspoiled and, with the growth of tourism and the fishery, an oil spill could have a severe economic effect. I hope during the next week you will learn how to protect your environment from spills and reduce the probability of their occurrence.

This would be fully in line with the growing interest and attention being paid by Pacific governments to the protection of their environment and I hope that we will reach a stage where Governments will conduct environmental impact studies of all major development projects planned to be undertaken, including those supported by UNDP.

Thank you for giving me the opportunity to attend this opening ceremony.

SPREP/Marine Pollution Workshop/Report Annex 4/Statement

Page 35

ANNHC 4

OPENING STATEMENT

by

Cdr. T.M. Hayes Adviser on Marine Po l lu t ion

I n t e r n a t i o n a l Maritime Organizat ion

Deputy Di rec to r of the South Pac i f i c Bureau for Economic Co-operat ion, United Nations Development Programme Deputy Resident Represen ta t ive , SPREP S e c r e t a r i a t Represen ta t ive , honoured gues t s and course p a r t i c i p a n t s , I b r ing you g r e e t i n g s from Mr C.P. S r i va s t ava , the Secre ta ry-Genera l of the I n t e r n a t i o n a l Maritime Organiza t ion , and h i s bes t wishes for a success fu l South Pac i f i c Regional Environment Programme Workshop on Marine P o l l u t i o n Prevent ion , Control and Response. This i s the second reg iona l workshop in which IMO has been involved in t h i s r eg ion . As we co l l abo ra t ed with the United S t a t e s Coast Guard in the Guam Workshop, which was held in Apri l 1982, we hope to be in a p o s i t i o n t o cont inue to co -opera te with the c o u n t r i e s of the reg ion in t h i s f i e l d . IMO has now developed an On-Scene Commanders Management Course for major o i l s p i l l s which could be offered in the f u t u r e .

This Workshop has been made pos s ib l e under the United Nations Environment Programme Regional Seas Programme and with a f i n a n c i a l c o n t r i b u t i o n from the United S t a t e s Agency for I n t e r n a t i o n a l Development. We a r e , indeed f o r t u n a t e in having as l e c t u r e r s Mr Robert Pavia from the NOAA of the United S t a t e s , Commander Rome, the Commanding Officer of the United S t a t e s Pac i f i c Coast Guard S t r i k e Team, Mr H.D.M. Jones , Di rec tor of Marine Div i s ion , Ministry of Transpor t , New Zealand, Dr David Kay, Environment Adviser to the Department of Transport of Aus t r a l i a and Dr Ralf Car te r , CCOP/SOPAC, and I would l i k e to thank t h e i r Governments for making t h e i r s e r v i c e s a v a i l a b l e .

We hope during the next week to acqua in t you with many of the problems which can be encountered in the event of an acc iden t a l o i l s p i l l a f f e c t i n g your coas ta l r e s o u r c e s . We w i l l a t tempt t o give p a r t i c u l a r emphasis t o the problems which could be faced by your governments in such a s i t u a t i o n . We r e a l i s e t h a t many of the c o u n t r i e s have extremely l i m i t e d r e s o u r c e s ; however, the des igna t ion of an On-Scene Commander and the promulgation of a contingency plan t o deal with o i l s p i l l i n c i d e n t s a re considered an e s s e n t i a l p r e r e q u i s i t e . I t enables IMO and UNEP to have a focal poin t for d i ssemina t ion of mate r ia l and for fu tu re t r a i n i n g a c t i v i t i e s .


My colleagues from Austral ia, New Zealand and the United States will be discussing during the programme the assistance which can be made available in the event that you are faced with a pollution incident . In discussion of the case h i s t o r i e s , I hope we will be able to learn from the experiences of your administrations in dealing with oi l s p i l l incidents and I believe th i s Workshop provides a valuable forum for interchange of ideas between the par t i c ipan ts . We wi l l , of course, also be discussing the South Pacific Regional Environment Programme Convention and Protocol, which have been prepared and are currently under discussion by your respective governments.

This Workshop i s the twenty-third of the ser ies conducted by IMO. However, we have only conducted one national seminar in th i s region, namely in Papua New Guinea in September 1979. I have conducted missions to a number of countries in th i s region over the past four years and my services are avai lable , on request, through the United Nations Development Programme f ie ld offices.

I believe that I would be remiss if I did not mention that IMO, with the generous assis tance of the Swedish Government, the UNDP and the City of Malm5, inaugurated the World Maritime University in July 1983. This University will provide long-term tra ining programmes for maritime administrators , l ec turers and surveyors, and I am sure that many of the developing countries will u t i l i s e th i s i n s t i t u t i on to upgrade technical t ra ining levels in the i r maritime administrat ions.

A number of important IMO conventions have recently entered in to force. In the f i e lds of safety and pollution prevention, SOLAS 74 and i t s Protocol of 78 have been in force since May 1982 and MARPOL 73/78 entered in to force in October 1983.

These Conventions will have a major impact on:

- safety at sea, both for vessels and crews; and the protection of the marine environment, by both reducing the quant i t ies of o i l which are discharged into the sea from normal vessel operations and reducing the probability of accidents.

Whilst the South Pacific Regional Environment Programme Sea Area has not yet experienced the effects of a s ignif icant oil sp i l lage from a tanker, the r i sk does exis t both from operations a t the o i l terminals and passing tanker and cargo ship t r a f f i c . A further r isk i s presented by offshore exploration and production a c t i v i t i e s , and I am sure that you are well aware of the problems which have been encountered by countries in the Kuwait Action Plan Sea Area from oi l leaking from the Nawruz oil wells, which travelled hundreds of miles and threatened the coastal resources of Bahrain, Iran, Qatar, Saudi Arabia and the United Arab Emirates.

SPREP/Marine Pollution Workshop/Report Annex 4/Statement

Page 37

During the next week, I and my colleagues will be available for both formal and informal discussions with the par t ic ipants and we look forward to a good interchange of information.

In closing, I would l ike to express IMO's appreciation to the South Pacific Regional Environment Programme Co-ordinator for collaborating with IMO in arranging th i s important workshop and to the Director of the South Pacific bureau for Economic Co-operation for making these excellent f a c i l i t i e s available for the conduct of th i s workshop.

Thank you.

SPREP/Marine Pollution Workshop/Report Annex VStatement Page 38

SPREP/Marine Pollution Workshop/Report Annex 5/Programme

Page 39

PROGRAMME

Day. 1

0900 Welcoming address

0915 SPREP opening statement

0920 UNDP opening statement

0930 IMO opening statement

0940 Administrative arrangements

0950 Participant survey and introduction

1000 Tea and Group photograph

1030 Introduction to marine pollution incidents

1130 Origins of oil in the marine environment

1200 Natural petroleum seepage

1230 Lunch

1400 Fate of oil in the marine environment

1445 Effects of oil on the marine environment

1530 Tea

1600 Shoreline types and sensitivities in the Pacific Region

Dr P. Adams, SPEC Deputy Direccor

Dr W. Zucker, SPREP Scientific Project Officer

Mr Jan Swietering, UNDP Deputy Resident Representative

Cdr. T.M. Hayes, IMO Adviser

on Marine Pollution

SPREP/SPEC

Cdr. T.M. Hayes, IMO


Cdr. D.D. Rome, U.S. Coast Guard

Dr R. Carter, CC0P/S0PAC

Mr R. Pavia National Oceanic & Atmospheric Administratis

Mr R. Pavia, NOAA

Mr R. Pavia, NOAA

SPREP/Marine Pollution Workshop/Report Annex 5/Programme Page 40

Day 2

0830 Techniques for spill control

0915 Use of oil booms

1000 Mechanical recovery

1030 Tea

1100 Use of chemical agents

1200 Discussion

1230 Lunch

1400 New developments in o i l s p i l l response equipment

1500 Clean-up techniques and shorel ine protection for Paci f ic Islands

1530 Tea

1600 Oily debris disposal

1645 Prevention of po l lut ion from terminal operations

Cdr. T.M. Hayes, IM0

Cdr. D.D. Rome, USCG



IMO/USCG/Aust./NZ


Mr R. Pavia, N0AA

Mr R. Pavia, N0AA


Pay 3

0830 Case history - Messiniaki Idea Incident

0850 Case histories - A Quick Glimpse of Guam's Oil Spills

0910 Case history - U.S. Coast Guard

0930 Case history - Manhatten Duke Incident and Fly River Arsenic Spill

0950 Case history - Hanlim Master Incident

1010 Case history - Anro Asia Incident

1030 Tea

Capt. W. Salu, Fiji

Mr F. Damian, Guam


Ms A. Flores , Papua New Guinea

Mr J. Se leva le , Solomon Islands

Dr D. Kay, Australia

SPREP/Marine Pollution Workshop/Report Annex 5/Programme

Page 41

1100 Case history - New Zealand

1120 Hazardous materials cleanup

1140 General Discussion

1230 Lunch

1400 Elements of a national contingency plan

1425 National contingency plan


1515 Tea




Mr H.D.M. Jones, New Zealand




Mr H.D.M. Jones, New Zealand

Mr S.Stewart, Western Samoa

Capt. J .-L. Boglio, New Caledonia

Dav 4

0830 International contingency plans

0900 Joint US/Canada and US/Mexico contingency plans

0930 Australia/New Zealand b i la te ra l agreement

1000 IMO Conventions re la t ing to marine pollution

1030 Tea

1100 IMO Conventions relating to marine pollution (Cont'd)

1130 Compensation and liability for oil pollution damage


Cdr. Rome, USCG

Australia/New Zealand




SPREP/Marine Pollution Workshop/Report Annex 5/Programme Page 42


1230 Lunch

1430 Spill exercise

Pay 5

0830

0930

1030

1100

1130

1200

1230

1400

1430

1500

1545

1630

Elements of national legislation relating to marine pollution and control

Technical and economic impact on Pacific shipping of implementation of the marine pollution Conventions

Tea

Regional assistance/co-operation



Lunch

SPREP Convention and Protocol

Disoussion on SPREP Convention and Protocol

Tea

Participant critique & Recommendations

Presentation of certificates

Panel discussion

Panel discussion


Mr H.D.M. Jones , New Zealand


Dr W. Zuoker, SPREP

Hon. M. Tupouniua, SPEC Director and Chairman, SPREP Co-ordinating Group

1645 Closing address Dr VI. Zuoker, SPREP

SPREP/Marine Pollution Workshop/Report Annex 6/Participants

Page 43

PARTICIPANTS

LIST QF-PAPTICIFAMIS

Telex / Telephone

American Samoa Mr Pati Fa i ' a i Assistant to the Governor

for Environment Office of the Governor American Samoa Government PAGO PAGQ American Samoa 96799.

Tel: 633-4116

Cook islands Mr John Bishop Harbour Construction Supervisor

Trade, Labour and Transport RARQTQNQA Cook Islands.

Tel: 22-500/28-810 28-816

Federated States of MlcrQnesAa

Mr Eldan Hellan Tel: 927 Environmental Special is t Cab.: GOVPON Department of Health Services MMW1A, Ponape Eastern Caroline Islands 96941 Federated States of Micronesia.

£Ui Mr Voi Garisau Senior Marine Officer Marine Department

Fiji.

Mr Waisale Salu Marine Officer I Marine Department

smi F i j i .

Tel: 22-818

Tel . : 22-818

SPRBP/Marlne Pollution Norkshop/Report Annex 6/Partlelpants Page 41

Ms Philomena Gangaiya Research Chemist University of the South Pacific

P.O. Box 1168 SUVA Fiji.

Mr Anare P. Koto Fire Officer Suva Fire Brigade SUVA Fiji.

Mr Jackson Lum Senior Economic/Environmental Geologist

Mineral Department SUVA Fiji.

C. L. Patel Principal Chemist Mineral Resources Department SUVA Fi j i .

Tel: 311-900

Tel.: 22-688

T e l . : 381-611

T e l . : 381-611

French PplYDtalR Mr H. Dufour Docteur Ingenieur Chef du Laboratoire d1etudes et de surveillance de l'environnement

S.P. 91524 WHIM, Tahiti French Polynesia.

jOLuan Mr Francis Damian Tel.: 646-8863 Guam Environmental Protection Agency 8864/65 P.O. Box 2999

Guam 96910.

Zlrlbill Mr Arobete Iuta Assistant Secretary Ministry of Natural

Resource Development EAIEIKI, Tarawa Kiribati.

Tel.:269 Tlx.: KI 039 Cab.: RESOURCES

TARAWA


Page 45

Marshall Islands Mr Joseph Tiobech Tel: 3569 Assistant Marine Inspector Cab: REPMAR Department of Transportation Box 34

Marshall Islands 96960.

HaurJi Honourable A. Audoa Member of Parliament Legal Officer Department of Just ice Government of Nauru NAURU Central Pacific.

Tel:3360/61 Tlx: 33081

GOVNAURU

New Caledonia M. Jean-Louis Boglio Capitaine du Port de Noumea Capitainerie du Port Port Autonome de Noumea B.P. 14 NOUMEA

New Caledonia.

Tel: 27.59.66 Tlx: 048 NM

M. Jacques Nyiteij Officier-Mecanicien

de la Marine Marchande Direction des Travaux Publics B.P. 4143 UQJ1M£A. New Caledonia.

Tel: 27.26.40

£al£U Mr Marhence Madranchar Executive Director Palau Maritime Authority P.O. Box 100

imm Western Caroline Islands 96940 Palau.

Tel: 490 or 408 Tlx: 8914 VPR0PKF

Papua New Guinea Ms Aleni Flores TEL: 27.11.92 Environmental Protection Officer Office of Environment & Conservation Central Government Offices Post Office Wards Strip

Papua New Guinea.

SPREP/Marine Po l lut ion Workshop/Report Annex 6 /Part ic ipants Page 46

Solomon Ialanda Mr J. Selevale Tel: 22.537 Principal Marine Officer Ministry of Transportation

and Communications

Solomon Is lands .

Tonga Mr Taniela Tukia Tel: 21.511 Ext.24 Physical Planning Officer Tlx: 66269 PRIMOTS Ministry of Lands, Survey and

Natural Resources P.O. Box 5 MIKV'ALQFA Tonga.

Tuvalu Capt. Sio Pat ia le Assistant Secretary Ministry of Works and

Communications VAIAKU. Funafuti Tuvalu.

][ajUfflJfeii Mr Tamata Ravo Second Secretary Ministry of Lands, Energy

and Rural Water Supply P.O. Box 151 PORT-VILA Vanuatu.

Mr Brian Bani Tel: 3266 Third Secretary Tlx: 1040 VANGOV Ministry of Transport,

Communications, Public Works P.O. Box 381 PORT-VILA Vanuatu.

D. J. Enever Director Ports and Marine P.O. Box 198 PORT-VILA Vanuatu.

Tel: 2252/Ext.27 Tlx: 1040 VANGOV

Tel: 2339 Tlx: 1040 VANGOV


Page 47

Western Samoa Mr Lui Bell Marine Biologist Fisheries Division Department of Agriculture P.O. Box 206 ASIA Western Samoa.

Tel: 20.369

Mr Sammy Stewart Senior Pilot Marine Shipping Division P.O. Box 1607 Ministry of Transport ASIA Western Samoa.

Tel:23.700

RESOURCE PEOPLE

CCOP/SOPAC F i j i

Dr Ralf Carter Marine Scientist CCOP/SOPAC Technical Secretariat c/o Mineral Resources Dept. Private Mail Bag GPO SUVA Fiji.

Ministry pf Transport New Zealand

Mr H.D.M. Jones Di rec to r , Marine Divis ion Ministry of Transport P r i v a t e Bag WELLINGTON 1 New Zealand.

National Oceanic and Mr R. Pavia Tel Atmospheric Adminis t ra t ion S c i e n t i f i c Support Co-ordinator

National Oceanic and Atmospheric Adminis t ra t ion (NOAA)

United S t a t e s Dept. of Commerce National Ocean Service Office of Ocean and Coastal

Resource Management WASHINTON. D.C. 20235 United S t a t e s .

(206) 527-6317

SPREP/Marine Pollution Workshop/Report Annex 6/Participants Page 48

U.S. Coast Guard Lt. Cdr. D. D. Rome Commanding Officer Pacific Strike Team, NSF U.S. Coast Guard Hangar 2, Building 390 HAMILTON AFB, Ca.94934 U.S.A.

Tel : (415) 883-3311

Department of Transpor t Australia

Dr D. Kay Di rec to r P o l l u t i o n Prevent ion Department of Transport Beljamin Offices Belconnen CANBERRA ACT Australia.

Tel: (06)264.45.60 Tlx: 61937

OBSERVERS

British Development Division

Mr Richard Beales Regional F i s h e r i e s Officer B r i t i s h Development Divis ion

in the Pac i f i c P r iva t e Mail Bag SUVA F i j i .

Tel: 31.19.44 Tlx: 2289 BDDP

ORGANIZERS

International Maritime

Qrsanitation (IMO) Cdr. Terence M. Hayes In te r -Reg iona l Consul tant on Marine P o l l u t i o n 4 Alber t Embankment LQNDQN SE1 7SR United Kingdom.

Tel : 735.76.11 Tlx: 23588 IMOLDN

South Pacific Bureau for Economic Co-operation

Mr Gerry Linge Legal Off icer South Pac i f i c Bureau for

Economic Co-operat ion (SPEC) P.O. Box 856 SJ2L& F i j i .

Tel : 31.26.00 Tlx: 2229 SPECSUVA


Page 49

South Pacific Coamigglpn Dr William H. Zucker Tel; Scientific Project Officer Tlx: South Pacific Regional

Environment Programme (SPREP) South Pacific Commission (SPC) B.P. D5

New Caledonia.

26.20.00 139 NM SOPACOM

Countries which have expressed interest but were unable to attend:

Northern Mariana Islands Tokelau

Wallis and Futuna

SPREP/Marine Pollution Workshop/Report Annex 6/Participants Page 50

SPREP/Marine Pollution Workshop/Report Annex 7/Documents

Page 51

ANNEX 7

LIST OF DOCUMENTS

SPREP and IMP Papers

- Draft Convention for the Protection and Development of the Natural Resources and Environment of the South Pacific Region

- Draft Protocol concerning Co-operation in Combating Pollution Emergencies in the South Pacific Region

- Draft Protocol for the Prevention of Pollution of the South Pacific Region by Dumping

- Basics of Oil Spi l l Clean-up - IMO Manual on Oil Pollution

Part IV (Pract ical information on means of dealing with oi l spi l lages)

- Liabi l i ty and compensation for oil pollution damage (IOPC Fund)

- National Contingency Plans - Contingency Planning Guidelines - Guidelines for International Marine Oil Spill

Contingency Plans - Marine Oil Terminal Operations, Pipeline, Hose Testing

and Inspection Procedures - Workshop Programme - Scenario - Workshop Critique - Participant Survey - Course Certificate

ITQPF Papers

- ITOPF Technical Information Paper No.1: Aerial Observation of Oil at Sea

- ITOPF Technical Information Paper No.2: Use of Booms

- ITOPF Technical Information Paper No.3: Aerial Application of Oil Spill Dispersants

- ITOPF Technical Information Paper No.4: Use of Oil Spill Dispersants

SPREP/Marine Pollution Workshop/Report Annex 7/Documents Page 52

ITOPF Technical Information Paper No.5: Use of Skimmers in Combating Oil Pollution

ITOPF Technical Information Paper No.6: Recognition of Oil on Shorelines

ITOPF Technical Information Paper No.7: Shoreline Clean-up Compensation Regimes for Oil Pollution Incidents

Origin, Fate and Effects of Oil Pollution in the Marine Environment

SPREP/Marine Pollution Workshop/Report Annex 8/Survey

Page 53

PARTICIPANT supvEy, ?QM

NAME:

REPRESENTING:

POSITION:

1. What would be your involvement in the event of an oil spillage?

2. Have you received any previous training in oil spill prevention, control and response?

Where?

When?

Course content:

3. Have you been involved in any actual oil spill incidents?

Where?

When?

What was your role?

4. What do you expect to gain from this course?

5. Are there any particular fields relating to marine pollution which are not covered in the programme in which you are interested?

SPREP/Marine Pollution Workshop/Report Annex 8/Survey Page 54

SPREP/Marine Pollution Workshop/Report Annex 9/Case Histories

Page 55

CQtfNTPy CAgE HISTQRJES

9.1 Messiniaki Idea Inc iden t - F i j i Capt. W. Salu

9.2 A Quick Glimpse of Guam's Oil S p i l l s F. Damian

9.3 Cyanide S p i l l in the Fly River Delta -Papua New Guinea A. F lores

9.4 The Manhattan Duke Inc iden t -Papua New Guinea A. F lores

9.5 Marine P o l l u t i o n in the Solomon

I s l a n d s J. Se leva le

9.6 Anro Asia Inc iden t - A u s t r a l i a D. Kay

9.7 Case H i s t o r i e s of Marine Po l lu t i on in New Zealand H.D.M. Jones

9.8 Marine P o l l u t i o n in Tuvalu Capt. S. P a t i a l e

9.9 Marine P o l l u t i o n in the Federated S t a t e s of Micronesia E. Hellan

9.10 Accidental P o l l u t i o n of Papeete H. Dufour Harbour

SPREP/Marine Pollution Workshop/Report Annex 9/Case Histories Page 56

9.1 MESSINIAKI IDEA INCIDENT - FIJI Capt. W. Salu

Petroleum Products gpiUaRe

Location : North Kings Wharf Bulking Point, Suva, Fiji

Date : 30 August 1982 Time : 1720 hours

The Messiniaki Idea, a Mobil Oil tanker, was, at the time of the incident, discharging petroleum products from the North Kings Wharf Bulking Point. The Port Master, after being informed of the spillage, immediately contacted the Chief Fire Officer of the Suva Fire Brigade at approximately 1720 hours.

Preventive Measures Jajceji

1. Immediate steps taken by the ship personnel and Mobil Oil workmen included the stoppage of all cargo operations;

2. Ports Authority work on No.2 Shed directly opposite the tanker berth was stopped;

3. Security guards were instructed to stop all incoming traffic through the gates except Mobil Oil Company personnel, Police, Suva Fire Brigade and P.A.F. personnel;

4. the cargo ship "Southland Star", berthed at Centre Kings Wharf, had departed.

Meanwhile, the Port Master had briefed the Director General of the Ports Authority of the situations that had developed.

Inspection SL iM Surrounding Area

On arrival at the scene, the Fire Brigade team surveyed the area and found kerosene spills covering the ship's length and underneath the wharf and Bulking Point area. Upon further inspection of the port side of the vessel along the water line directly below the Focsle head, oil and bubbles from the bottom of the ship along the ship's side could be seen surfacing.


Page 57

Cause QL ih£ Spillage

The s h i p ' s Chief Officer had ind ica ted to the Mobil Oil Super in tendent t h a t he had turned the r ea r sea cock value valve open to allow excess fuel out from the pump.

AfiLLfiu J2Y. i ke Fire ELXES&SL

The F i r e Brigade made two d e l i v e r i e s of one and a ha l f inches with "Sperso l" suppl ied by Mobil Oil Company to break up the s p i l l a g e .

Consu l t a t ions

After a b r i e f d i s cus s ion on the i s sue between the ship Master, Port Master, Oil Company r e p r e s e n t a t i v e s and the F i re Brigade, i t was agreed to cont inue d i scharg ing in order to empty the kerosene tank which had approximately 200 tonnes bulk l e f t . After one and a hal f hours d i scha rg ing , t he re were no fu r the r i n d i c a t i o n s of kerosene bubbling to the sea sur face a longside the s h i p ' s water l i n e . The F i r e Brigade stood by a f t e r being engaged for 4 hours 27 minutes, and, a f t e r survey of the area showed tha t t he re was no fu r the r s p i l l a g e , was disengaged.

9.2 A ODICK GLIMPSE OF GUAM'S OIL SPILLS Franc i s P. Damian

There a r e two major sources for o i l s p i l l s on the i s l and of Guam: (1) boats and sh ips in harbour a reas which i n t e n t i o n a l l y or a c c i d e n t a l l y empty t h e i r b i l g e s or s p i l l fuel during bunkering o p e r a t i o n s , and (2) on-shore f a c i l i t i e s , inc luding leaks from o i l t anks , p i p e l i n e s , or o i l t rea tment f a c i l i t i e s due to negligence or equipment f a i l u r e .

This r e p o r t w i l l focus on the on-shore f a c i l i t y type s p i l l , s p e c i f i c a l l y the Guam Oil and Refinery Company (G0RC0) o i l s p i l l in the Laguas mangrove community of Apra Harbour in June of 1980, and the GORCO-Sautali-Atantano-Inner Apra Harbour Oil S p i l l of 1982. Not only a re these cases unique, but they a re very important due to the type and v a r i e t y of a r ea s a f f ec t ed .

The o i l s p i l l of the Laguas mangrove f o r e s t community was a s p i l l of 10,000 g a l l o n s of Diesel Fuel Marine (DFM) which affected an es t imated area of four a c r e s , inc lud ing 3,984 adu l t mangrove t r e e s and 9,596 j u v e n i l e t r e e s , a s well a s a l a r g e number of clams and o ther mud-dwelling organisms. This l i g h t but extremely tox ic o i l was leak ing from a G0RC0 p i p e l i n e t h a t had problems with the cor ros ion p r o t e c t i o n system.

SPREP/Marine Pollution Workshop/Report Annex 9/Case Histor ies Page 58

Upon acceptance of responsibi l i ty for the s p i l l , GORCO implemented the following containment/clean-up measures in concurrence with the U.S. Coast Guard and GEPA Oil Spi l l Invest igators :

1) reduced l ine pressure from the leaking pipel ine;

2) ins ta l led o i l booms across mud-flats in an attempt to temporarily contain oi l and minimize damage to the mangroves;

3) dug several p i t s adjacent to the leaking pipeline to a s s i s t in col lect ing the oi l and containing i t for removal;

4) s tar ted clean-up operations by pumping accumulated oi l from the p i t s into tank trucks;

5) evacuated the oi l from the leaking pipel ine.

GEPA then monitored the containment and clean-up of the s p i l l .

After a biological damage assessment was performed by GEPA staff b io log i s t s , GEPA recommended that the damaged mangrove community be restored. The j u s t i f i c a t i on cited was the U.S. Clean Water Act of 1972, which mandates water pollution control, and s t a t e s that companies responsible for oi l s p i l l s are l i ab le for clean-up and res tora t ion of affected hab i ta t s . Management at GORCO agreed to fund the res tora t ion effor ts and selected Pacific Basin Environmental Consultants to complete the project. This project included baseline surveys, dead vegetation removal, t es t planting and refores ta t ion of the mangrove community.

Overall, the res tora t ion ef for t s were very successful. Rhizophora mucronata and Avioennia £lb_a. survival r a t e was 75Jf, a figure that would be considered high even in a healthy mangrove fores t . Although i t will be several years before the t rees grow to a size comparable to the previous fores t , the area i s again becoming a productive ecosystem. Marine l i f e l iv ing in the sediments and substrate have also recovered, with numerous species of crabs, mudskippers and other f i shes , worms and crustaceans occurring in abundance throughout the area.

The second major s p i l l , the GORCO-Sautali-Atantano-Inner Apra Harbour oi l s p i l l , turned out to be the biggest s p i l l on the island of Guam. The source of the s p i l l was a GORCO pipeline above the Sautal i Marsh, which had leaked. The leaking o i l , beginning a t the top of the mountain, flowed down the mountain ridge in to the swordgrass and pandana areas. I t then flowed through a steam bed in to tropical f ru i t areas and in to the Sautal i marshland below. The o i l entered the waterway and travelled through the mangrove area, emptying in to Apra Harbour. Heavy ra ins also assisted in the downward flow of the o i l into Apra Harbour.


Page 59

The initial estimate of oil (Bunker-C fuel) spilled was roughly 30,000 gallons. It was believed that the majority had left the marshland and mountain ridges and had reached the Apra Harbour area. However, due to the inaccessibility of the marshland, this estimate was later revised.

After a period of six months from time of discovery, the estimate of oil lost was constantly revised. Approximately one million gallons was actually spilled within the Sautali Marsh and the Apra Harbour area. The most fortunate aspect of this spill was that Bunker-C fuel is not a highly toxic fuel and, therefore, did not pose an immediate threat to aquatic environments in the Marsh and Harbour.

Due to the different types of areas affected, the clean-up of the spill involved a variety of techniques, many not tried before. The major problem was how to clean up the vast amount of oil with minimal damage to the areas affected. Techniques used involved the following:

1) bulldozing of the original spill site, along the pipeline, while immediately planting grass seed (Acaoia^ to prevent erosion;

2) building of ponds to "float the oil up out of the heavily oil-saturated ground", much like the Asian rice paddy. The oil was then skimmed/herded through a controlled opening (a sluice gate) into channels (sluiceway) which ran into a designated collection site;

3) booms were placed along the channels near the culvert, at the mouth of the river, to guide the oil to the collection point. This also helped prevent further contamination of the areas surrounding the main staging area;

1) since 70$ of the marsh was dominated by reeds, and the base of the reeds (root mounds and stems) were covered with oil, it was necessary to remove the "mounds" along the canals, to expedite the movement of oil from the Marsh to the collection site;

5) because of the dense hibiscus tree growth in some areas, it became necessary to prune and clear these plants to gain entry to the area for clean-up;

6) twenty-eight hundred feet of pipes and hoses were laid throughout the marsh for purposes of "flushing" the oil down to the designated collection point;


7) l e a f - l i t t e r , which constantly clogged the canals, was removed periodically to encourage the flow of oil down to the culver t , the main col lec t ion area;

8) because of h i s to r i c a r t i f a c t s in certain areas, the oi l on the a r t i f a c t s was allowed to weather instead of being cleaned off. Workmen were advised to work around these a r t i f a c t s ;

9) dikes were placed a t various points along the drainage system so that the swamp flooded, thereby accelerating the flow of oi l down to the col lect ion point;

10) o i l slop on the ground around the col lect ion point was cleaned-up;

11) the oil, a t designated col lect ion points was removed by means of a vacuum truck;

12) oiled debris in areas that were inaccessible to the vacuum truck was removed by the "shovel and bucket" method.

The time period for actual clean-up of the 15 affected acres was approximately f i f teen months. However, because of the value of open water areas to wi ld l i fe , i t was recommended that certain areas not be replanted. Since dense vegetation in many of the wetlands of Guam l imi t s cer ta in wildl ife from reaching water sources, some areas of the Marsh were l e f t open and not reforested.

Fishing vessels that use harbour on Guam const i tu te another major and continuing source of oi l s p i l l s . Many of these vessels remain a t port for long periods of time. Since Guam does not have a waste o i l off-loading f a c i l i t y , many vessel owners are unwilling to pay private contractors to dispose of thei r waste o i l . Therefore, these vessels pump the i r bilges while harboured. Many of these vessels believe Guam and other nearby islands to be backwater areas with no strong environmental enforcement to prevent or discourage oi l s p i l l s . However, Guam i s taking strong enforcement act ions against oi l pollution v io la tors of navigable waters. These v io la tors are subject to maximum fines under the U.S. Coast Guard laws and are also responsible for the cost of clean-up.

In summary, th i s report has shown a quick glimpse of oi l pollution problems and clean-up procedures on the island of Guam.


Page 61

9.3 £IAMIEE SE2LL JM JHE ELI £ULE£ £EL2i LZAH1A MM fililMAi A. Flores

Background

The Ok Tedi Mining project is located on the southern slopes of the rugged Star Mountain range in Papua New Guinea's Western Province. The mine site is very rugged terrain, described as one of the most difficult mining developments to be undertaken anywhere in the world.

Materials are transported from Port Moresby to the mine site via the Fly River, which lies in the Western Province. According to the Ok Tedi Environmental Study Report of 1982, the Fly is a major river by world standards, with an average annual runoff exceeding that of the Amazon. It.is 1,100 km long and 65 km wide at the sea. The return voyage between the barge port at Kiunga and Port Moresby takes about 14 days. Kiunga is 790 km by river from the Gulf of Papua.

Description oX iks Incident

On 15 June 1984 at 12:55 pm, a barge carrying 48 cargo containers overturned at the mouth of the Fly River (see map). The barge was one of two being towed from Port Moresby to Kiunga where the goods were to be transported by road to the Ok Tedi Mine site at Tabubil for use in gold extraction. The incident occurred in heavy seas 14.5 km east north east of Umuda Island. The 48 cargo containers contained cement, hydrogen peroxide and sodium cyanide. The cyanide was carried in 15 containers, each with 180 drums. Each drum contained 100 Kg of sodium cyanide. Of the released drums from one container that broke open, 140 were recovered. These included 3 empty drums whose contents had been released. Altogether, 14 containers (a total of 2520 drums) and 40 free drums were not recovered. That is, containers and drums holding 256 tonnes of sodium cyanide were lost.

PviPlio Response

The spillage created alarm among the local people. This was understandable, considering the fact that many tonnes of a deadly poison had been released into an environment from which they gain their livelihood. Ninety-five percent of the Western Province population comprising 25 villages in the Fly drainage area were affected. The people, who live mainly on fish and sago, refused to eat fish and stopped making sago for a time. Schools in the area were closed for two months because it was feared that school children who travel by boats could be poisoned by spray or that fatalities would occur if a boat capsized.

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Page 63

F i s h e r i e s ope ra t i ons were a l s o d i s rup ted . Bottom feede r s , p a r t i c u l a r l y l o b s t e r s , were thought to be a t r i s k . Ir. add i t i on , the area i s important for barramundi-perch which migrate down the Fly River and pass through the s p i l l a r ea . The f i sh then go on to breeding grounds in I r i a n Jaya .

A ban was placed on prawn f i s h i n g and the marketing of non -g i l l ne t t ed f i s h was stopped in order to prevent any adverse e f f e c t s on PNG's i n t e r n a t i o n a l f i sh and prawn market. The Fly River d e l t a area produces about H% of PNG's annual prawn ca tch . In s p i t e of f e a r s t h a t overseas buyers might place a ban on PNG's marine expo r t s , none eventua ted .

PeacriPtiop ol tk§ Resources IJ, th_e Area

The acc iden t s i t e i s adjacent to a known prawn t rawl ing a rea , al though t h i s a rea has been descr ibed as being one of the l e a s t product ive a r ea s in the Gulf reg ion . The t a r g e t spec i e s for the f i s h e r y i s the banana prawn (Penaeus mergu iens i s ) r which comprises 55-60$ of the ca t ch . The other main groups of prawns caught in commercial q u a n t i t i e s inc lude t i g e r prawns (Penaeus monodon and Penaeus semisulca tus) and endeavour prawns (Metapenaeus demani and Me fca, penaeus e b o r a c e n s i s ) .

Barramundi-perch (iaJke_s c a l c a r i f e r ) i s found throughout the Gulf of Papua, off Daru, in the d e l t a systems, in the middle Fly River and in Lake Murray. I t i s caught by loca l v i l l a g e r s using g i l l n e t s and the bulk of the catch exported frozen to A u s t r a l i a . The average annual commercial catch i s about 280 tonnes whole weight .

Mangrove swamps a r e ex tens ive in the Gulf of Papua, as a re the sago palm woodlands. Large Brueuiera t r e e s with exposed, bent knee r o o t s occupy the mid-zone, while Avicennia and the scrubby Ceriops l i n e the inner s lopes of the shore under more brackish c o n d i t i o n s . The gloomy i n t e r i o r of tangled r o o t s i s the haunt of s h e l l f i s h , and f i d d l e r c r abs . Mangroves of the Fly Delta cover many hundred square k i lome t re s and a r e fr inged with graceful nipa palms (Nvpa f r u t i c a n s ) which a re often used in tha tch ing and basket-work by the Gulf peoples . In the s i l t e d backswamps and on the higher p l a i n s , where the water t a b l e f a l l s t o j u s t below ground l eve l during the dry per iod , dense groves of sago palms (Metroxylon sagu) a re found. A crude s t a r c h , the "sac sac" of the swamp dwe l l e r s , i s obtained from the mature trunk of the sago palm.

SPREP/Marine Pollution Workshop/Report Annex 9/Case Histories Page 6H

Provincial Government Reaction

The Western Province Government was compelled to react to the needs of the villagers who refused to drink water from the Fly river or eat food caught in the river water. Bags of rice and cartons of fish were supplied to affected villagers,some of whom demonstrated against the authorities for withdrawal of their livelihood as a result of the incident. The Provincial Government estimated that approximately 2,000 fishermen and their families had been affected. The Premier of the Western Province made a strong case for the payment of compensation from the National Government.

Ssazah. Operations

The National Emergency and Surveillance Co-ordination Centre was immediately, notified. The Papua New Guinea Department of Defense sent a team of 60 to search for floating drums in the mangrove areas. All vessels carrying dangerous cargo were prohibited from passage on the Fly River. Ok Tedi Mining Limited (OMTL) mobilised its health and security personnel for immediate action, and, with Steamship Brambles (responsible for transportation), attempted to salvage the lost containers and their contents. For this purpose, OMTL and Steamship Brambles hired Pacific Salvage Limited of Fiji to organize a salvage operation. Three fixed-wing aircraft and two helicopters took part in the search operation. The helicopters also landed at villages in order to warn the people about the dangers and precautions to be taken. A fourth fixed-wing aircraft fitted with a magnetometer searched the area. Search operations were intensive for some time but were scaled down after investigations showed that no more drums could be found. However, weekly surveillance for the lost drums continued for some time.

Degradation aL Saslim. Sxanidje. In Seawater

Laboratory t e s t s on water collected near the accident s i t e showed that cyanide under similar conditions equivalent to those exis t ing in the Gulf would have a ha l f - l i f e of approximately 10 hours. Therefore, any quantity of cyanide mixed with water would be halved every ten hours by microbial and chemical breakdown.

Potential £££ec_b£ an Life

One fish k i l l involving approximately 1,500 fish has been reported. Bottom l iv ing species and migratory fish can be considered separately.


Page 65

In the v i c i n i t y of cyanide c o n t a i n e r s , i t i s probable the re were some e f f e c t s , but co lon ies of bottom dwel lers which may have been k i l l e d would have been rep len ished from other surrounding p o p u l a t i o n s . Loca l ly , t he re would probably have been some e f fec t on barramundi and prawns, but these should be smal l . Rock l o b s t e r s should not have been affected s ince they l i v e in deeper water away from the acc iden t s i t e .

In humans, non- toxic q u a n t i t i e s of cyanide (up to 10mg per day) a re transformed t o the l e s s t ox i c t h iocyana t e . The p o t e n t i a l danger to human l i f e as a r e s u l t of the acc iden t would occur near a ruptured drum caught i n a t r awl ing net or washed ashore . No such i n c i d e n t s have been r e p o r t e d . Since the acc iden t occurred sometime ago, any such c lose con tac t with unreacted cyanide becomes inc reas ing ly u n l i k e l y .

I k e Probable Fate oX Cyanide i n iHe Container

Two forms of r e l e a s e of l o s t cyanide in the con ta ine r s - slow and rap id - were cons idered . Rapid r e l e a s e meant the sudden rup ture of the con ta ine r and drums so t h a t a l l cyanide d ispersed from a fu l l con ta iner load in 25 hours . Slow r e l e a s e r e s u l t s from the slow cor ros ion of con ta ine r and drums given cond i t ions under which the sodium cyanide was slowly mixed with seawater . Cyanide d i spe r s ion under both forms of r e l e a s e was examined by means of a mathematical plume model. Two c a t e g o r i e s of cyanide t o x i c i t y were des igna ted . These were chronic and acu t e . Cyanide a t chronic t o x i c i t y (2-30 ppb) can have slow, long-term e f f e c t s on the physical development and breeding h a b i t s of f i s h . At acute l e v e l s ( g r e a t e r than 30 ppb), cyanide r e s u l t s in f i s h death .

Water behaviour in the Gulf of Papua was simulated by a computer model, which showed t h a t acute e f f ec t l e v e l s of cyanide would be near the con t a ine r s (wi th in 50-100m) while chronic e f fec t l e v e l s would be d i spersed a few k i lomet res from the point of slow r e l e a s e .

Under cond i t i ons of rapid r e l e a s e ( a l l cyanide from a conta iner d i s p e r s i n g wi th in 25 hou r s ) , acute e f f ec t l e v e l s would extend up to 8 kms from the poin t of r e l e a s e and chronic l e v e l s of cyanide up to 25 kms from t h i s p o i n t .


Conclusion

The effects of cyanide in seawater are probably t ransi tory because cyanide i s qui te react ive and forms re la t ive ly harmless thiocyanate. Nevertheless, the poss ib i l i ty cannot be overlooked that a ful l drum could come in close contact with people or a v i l lage area.

The consultants commissioned to do a study reported that the most adverse release of the los t cyanide in the marine environment would have a low degree of ecological damage compared with the personal r i sks involved in recovery and disposal .

The Papua New Guinea Government's l eg i s l a t ion i s currently under review so that similar accidents do not occur again. The shipping company i s in breach of the Merchant Shipping Act 1975 because of the i r fa i lu re to conform with procedures when transporting dangerous goods and substances. I t i s also s t ipulated in the Mining (Ok Tedi Supplemental Agreement) Act of 1980 that a l l necessary precautions should be taken in the transport of cyanide to the mining area.

Environmental l eg i s l a t ion i s also relevant . These include the Environmental Contaminants Act of 1978 and the Dumping of Wastes at Sea Act of 1979, which r a t i f i e s the London Dumping Convention. The Dumping of Wastes at Sea Act binds the s t a t e of Papua New Guinea to internat ional agreements when i t i s a member of organisations making agreeements.

9 . 4 IHE MANHATTAN PUKE INCIDENT - PAPUA NEW GUINEA A. Flores

Papua New Guinea does not l i e adjacent to any major tanker route . The tanker, Manhattan Duke, after discharging i t s oi l cargo in New Zealand was on i t s way to Singapore via Port Moresby to pick up a p i lo t to guide i t through the Torres S t r a i t s . Unfortunately, i t ran aground on a reef at the entrance to Port Moresby Harbour.

The o i l tanker was carrying only ba l las t water when th i s occurred on 16 July 1983* The bal las t water was discharged and about 2-4 tons of crude oi l were released with i t . The prevailing winds and current conditions prevented the oi l s l ick from dr i f t ing towards the shore, but a small amount of dispersant (about 400-500 l i t r e s ) was also used.

There was no visible impact on the marine park or shore (a recreation area) which is just some kilometres away from where the incident occurred. The impacts on the reef and fisheries have not been investigated but are presumed to be negligible.


Page 67

9.5 CASE HISTORIES OF MARINE POLLUTION IN THE SOLOMON ISLANDS Juvence Selevale

The f i r s t incident occurred a t the Port of Honiara. The vessel , Ligomo I I , was about 80ft in length and bui l t of ferr0-cement. The incident happened when the vessel was coming in to berth. Due to mechanical fa i lure and a strong southeast wind with heavy swells, the vessel was forced ashore, bumped onto the j e t ty and then onto the shore. Assistance was sought, for the vessels fore peak, hull and engine room were flooding rapidly. In less than half an hour, the vessel was sunk.

Some general cargoes which were already loaded floated up, in addition to diesel fuel, the vesse l ' s bunker fuel. I t s fuel capacity was approximately two hundred gallons.

Afiiiojj

Nothing was done concerning the oil spill because of high swells and wind with a continuous south easterly wind on the following days, Mother Nature did most of the cleaning up. When the weather was fine, our fire brigade sprayed down oil that was washed ashore on the gravel by waves. Again Mother Nature cares for us.

The second incident involved a government vessel, Laumua, which collided with a rock. She is about 80ft in length. The accident happened at about 0330 hours, and the first message was received at 0400 hours, requesting immediate assistance. A vessel in the vicinity also received the message and arrived at the scene after one hour. The vessel took some of the passengers to the nearby village, particularly women and children.

The search and rescue boat arrived one hour after. At that time the vessel was already sunk. All the ship's crew including some male pasengers were still waiting on the rock. All passengers and crew survived. The sea was flat calm. Some of the light cargo, including diesel fuel, begin to float out. The On-The-Scene Search and Rescue Officer reported that the vessel was a total loss. He also reported that floating cargo and diesel fuel were floating ashore towards the nearest village and likely to reach shore before dark. Instructions were given to go to the village and collect vines that usually grow along the seashore and some coconut leaves. Vines were tied together to trap the large amount of oil that could cause pollution on the shore line.


The fear was that villagers would ask compensation because about 95J of land in the Solomon Islands is customary land. The Government has no allocation for such compensation. Most of the oil was collected and by 1600 hours the tide changed and the oil flowed out. The flow of collected oil was closely monitored until it was away from the islands. The vines were cut open and let the oil spread, hoping Mother Nature would finish up the job.

Conclusion

By using the national resources at hand, the operation was successful. (1) The vines act as booms, (2) coconut leaves placed in the centre of the vines (a) slowed down the flow of the collected oil and (b) controlled splashing.

Improvements

After the Guam workshop in 1982 and by meeting with our two oil companies regarding needs and dangers of oil spills, one of the oil companies has now set up a contingency plan and equipment to control small oil spills. The real problem is that the government should appoint a ministry to be directly involved and set up an organisation with a national contingency plan and legislation. I would request IMO expert to visit Solomon Islands for first hand assistance in the near future.

9.6 ANRO ASIA INCIDENT - AUSTRALIA D. Kay

BackKrpwnd

The RORO container vessel Anro Asia grounded near Caloundra, Queensland, a t about 1940 local time on 29 October 1981. The vessel was about to enter the north west channel in Moreton Bay on her way to berth in Brisbane. Approximately 1,100 tons of heavy fuel oi l was on board in fuel tanks. The grounding presented a pollution threat to the nearby amenity beaches and environmentally-sensitive coas t l ine .

I t i s estimated that between 70 and 110 tonnes of bunker fuel was released during the incident and, although some oi l reached the shore, l i t t l e s ignif icant pollution damage occurred. The vessel was eventually refloated on 6 November 1981.


Page 69

Ib£ incident

Local and national oil pollution combat plans were activated as soon as notification of the grounding was received. Initial reports were that the vessel's bottom was pressed up over an area of seven tanks, two of which contained fuel oil. Equipment readily available in the Brisbane area included a VIKOMA boom suitable for sheltered and semi-exposed waters and a MARCO oil recovery vessel. All were immediately despatched to Caloundra, where the advanced operators' centre was established. A second VIKOMA boom and fenders to assist with transfer of oil from the casualty were sent from the Sydney stockpile.

On 1st November, the engine in the first boom failed and the second was deployed. The inoperative boom was left anchored in its deflated condition prior to repairs being carried out on site. Prior to deployment of the second boom, some oil had passed through the entrance and entered Pumicestone Passage between the northern tip of Bribie Island and the mainland. The MARCO was moved to a position at the entrance to the passage to minimise the amount of oil impacting the beach in that area.

On the night of 3 November, despite a forecast for light southeast winds, the wind backed to the northeast and averaged 30-35 knots. During this period, the second boom dragged into the surfline. Access to its booms from seaward was impossible, and ultimately one was washed ashore and badly damaged whilst the other sank and has not been located. Although bad weather caused major problems with equipment, it did aid degradation of the oil, which continued to leak from the vessel. The heavy swell dispersed the oil and little came ashore during this time.

Release of oil from the vessel during 3-4 November was minimal, so clean-up efforts were concentrated in Pumicestone Passage. By the time the weather moderated, oil had been transferred internally from the ruptured tanks and little further escaped. That which did was cleaned off the beach using manual labour.

On 5 November, helicopters off-loaded containers from the vessel to the beach and, with the aid of tugs, the vessel was moved a short distance astern to test stability and effect temporary repairs. By 6 November, the vessel was refloated. No oil was transferred from the vessel, although arrangements had been made for a tanker to be available.

Annex 9/Case Histories Page 70

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Page 71

Le,s,s,ons

1. The skimmer worked well both inside the passage and in conjunction with the boom. Lack of a supporting barge made it necessary to off-load ashore and significantly reduced effectiveness.

2. The position of the vessel dictated that the booms were deployed in a less than favourable position and with the onset of bad weather were actually in the surf zone. Wind and sea conditions made any salvage effort unsafe.

3. The choice of the Caloundra signal station as the Operations Centre caused some problems in that the extra activity caused distraction to both the signalmen and combat team.

9.7 CASE HISTORIES QT MARINE POLLUTION IN NEW ZEALANp H.D.M. Jones

Three incidents were described briefly. These were the grounding of the Liberian registered bulk carrier Pacific Charger and a Taiwanese fishing vessel Yung Pen near the entrance to Wellington Harbour, and the grounding and subsequent sinking of a Korean fishing boat outside Auckland Harbour.

The implementation of the oil spill contingency plan was described, as were some of the lessons learned. Some changes to the contingency plan and to operational procedures were made as a result of these incidents and some new equipment purchased - the lack of which had been demonstrated in the case of Pacific Charger.

Amongst the lessons learned were the need to collaborate closely with salvors and to maintain good relationships with the news media. Reference was also made to difficulties, in the case of the fishing boats, of establising quickly who the owners were and how much and what type of oil was on board.


9 . 8 MARINE POLLUTION IN TUVALU Capt. S. Pat ia le

The Tuvalu Group consis ts of nine is lands which l i e between the Kir iba t i and F i j i Groups, and extend some 370 miles from Niulakita in the southeast to Nanumea in the northwest. Funafuti, which i s the capi tal of Tuvalu, i s also the port of entry. About 3-4 tankers of size 950 gross tonnage v i s i t the island each year, in addition to 26 general cargo vessels of maximum tonnage of 18664 and minimum tonnage of 300 tons. I t i s estimated that 2 to 3 ships a month will cal l a t the port of Funafuti and every safety precaution concerning the spi l lage of oi l i s observed in accordance with our l eg i s l a t ion . Even though the port of Funafuti i s not yet equipped with booms, skimmers and other oi l sp i l l equipment, sh ip ' s agents and masters of vessels are well aware of the consequences of oil sp i l l age . Funafuti port and off-shore areas are s t i l l free from oi l pol lut ion.

Pollution of coastal and off-shore areas occurred during and after the Second World War. Empty oil containers (44 gall drums) as well as ammunition were dumped in nearby lagoon waters. As a r e su l t , today cer ta in areas in the lagoon are discoloured, especially in places where dumping took place. Fish poisoning also occurred after the Second World War, especial ly in places occupied by a l l ied forces.

Most o i l spi l lage in Tuvalu i s from fishing boats. Three fishing boats were wrecked during Hurricane Bebe in 1972. Two fishing vessels were completely damaged, with even the hull and tanks completely smashed up. The only one l e f t was the mother ship. Invest igators found no fuel l e f t in i t s tanks. Small holes in the fuel tanks were the only evidence regarding how the fuel was released.

Most incidents have occurred at outer i s lands . This i s usually from Korean and Taiwanese long l i n e fishing vessels . Three cases were through negligence and one was an intentional act to save crew from f i r e . The only exception here was a Solomon cargo freighter which went aground as a r e su l t of negligence on the part of the officer of the watch. In most cases, these vessels were le f t to Mother Nature to clear up the o i l sp i l l ed . No report of any damage to coastal and off-shore vegetation was received, lucki ly .

I t should also be noted that the position of a wreck in most cases makes i t d i f f i cu l t to reach e i ther a t low or high t ide . Some wrecks' fuel tanks were known to be punctured af ter a few weeks on the edge of the reef. The use of booms and skimmers i s not pract ical in the outer is lands of Tuvalu. The only pract ical methods here are the use of pumps and containers, such as the 44 gallon drums. However, most outer islands are not equipped with enough containers. In one wreck incident, shortage of containers was the main problem, and, as a r e s u l t , the remaining fuel had to be l e f t to the is landers to deal with.


Page 73

The use of booms and skimmers is only applicable to Funafuti. In outer islands, pumps and empty containers are used to transport all the fuel and bilge water from the ship. The remaining oil on board in the punctured tank would have to be left to the breakers and Mother Nature to deal with.

9.9 MARINE POLLUTION IN THE FEDERATED STATES OF MICRONESIA Eldan Hellan

Introduction

The Federated States of Micronesia (hereinafter FSM) i s a country comprising many islands spanning some 2,000 miles of the North Central Pacific. There are four island groups which form the four separate and semi-autonomous s t a t e s of Kosrae, Ponape, Truk and Yap. Although differences in language and aspects of culture are noticeable among these island groups, there are s imi l a r i t i e s which have worked to bring them together, making i t possible for a unified and workable federation.

Water Pollution Problems

Oil Pollution incidents in ports of the Federated States of Micronesia continue to be a problem. Off-shore oi l s p i l l s or bilge pumping by vessels of unknown regis try occur sometimes. Collectively, these events have reduced the recreat ional value and jeopardized valuable marine habi tat areas in the FSM.

Pollution AbatBient Act iv i t ies

Federated States of Micronesia has created an Environmental Protection Board which i s responsible for protection and enhancement of quali ty of a i r , land and water. Presently there i s an exist ing Environmental Protection Board in the Trust Territory Government, which i s responsible for environmental protection a c t i v i t i e s . Their function will be transferred to the FSM Board. Regulations promulgated by the TT Board will be carried on in the FSM Board. These exist ing Regulations are being enforced as follows:

1. Eartfrmoy&ng Regulation

TT Code Title 63, Chapter 13, Subchapter III. This regulation was put into effect to: a. safeguard food resources and fishing grounds; b. control erosion and protect property, coral reefs

and marine natural resources; c. keep the islands of Federated States of Micronesia

beautiful and enjoyable.


2. Hater Quality Refiuiatign

TT Code, Ti t le 63, Chapter 13, Subchapter VII. This regulat ion was put in to effect t o :

a. protect public health and safety; b. c lassify marine environment for specif ic use; c. keep clean water free of pollut ion; d. prevent exploi tat ion of coastal areas reserve

for marine l i f e hab i ta t .

These regulat ions are some of the tools used to cope with the water pollution problems in the Federated States of Micronesia. A Water Use Classi f icat ion in the FSM has been implemented. This c lass i f i ca t ion has identif ied areas according to uses.

Class A; the uses to be protected in th i s c lass of water are recrea t iona l , including f ishing, and the support and propagation of aquatic l i f e .

Class B: the uses to be protected in th is class of water are small boat harbour, commercial and indust r ia l shipping, bai t f ishing, comfortable recreat ion, support and propagation.

Bach s t a t e in the FSM has a designated On-Scene Co-ordinator. The ro le of t h i s OSC i s to co-ordinate oil s p i l l emergency operation. An o i l s p i l l plan has been developed in each s t a t e and these plans identify equipment and personnel, so that they can be easi ly co-ordinated during an emergency s p i l l . Also, each s t a t e has purchased an oi l s p i l l boom which i s to be used during major oi l s p i l l s .

9.10 ACCIDENTAL POLLUTION Of PAPEETE HARBOUR H. Dufour

On Monday 9 January 1984 at 0700hrs, o i l was discovered in Papeete harbour a t the in-shore wharf level (Figure 1), located in the centre of town.

This came from a city sewer and originated from the E.D.T plant (E lec t r ic i ty Authority of Tah i t i ) . The to ta l volume was approximately 1,000 l i t r e s .


Page 75

Two booms were immediately s e t up by the Port Autonome depar tments , i n order to confine the s p i l l . In s p i t e of these measures, a p o r t i o n of the o i l was ab le to escape and s t a r t e d to d r i f t south-west toward the "Sigogne" beach, Tah i t i Hotel and lagoon beaches s t a r t i n g from Auae, the end of the a i r p o r t runway.

Working with the National Navy, the Captain of the Port sent l i g h t boats on the spot with coagula t ion- induc ing powders. At the same t ime, the mari t ime gendarme fo rces of Papeete were proceeding to sample the water . These samples were then taken to the L.E.S.E. (Labora to i r e d ! Etudes e t de Surve i l l ance de l 'Environnement -Environment Laboratory of Study and Survey) for a n a l y s i s and i d e n t i f i c a t i o n of the p o l l u t a n t .

During the a f te rnoon, the major pa r t of the s p i l l had spread. However, p o l l u t i o n of nearby beaches could not be avoided.

In the meantime, the products which kept on pouring from the sewers were t r e a t e d with d i s p e r s a n t s through equipment f i t t e d with a mixing dev ice . The d i s p e r s a n t products used, "OSR 5" and "Cold c lean 500", proved very e f f i c i e n t .

On the fol lowing day, the s p i l l cont inued. Treatment with d i s p e r s a n t products was cont inued. By Wednesday 11 January, the outpour was dec reas ing . On Thursday 12 January, about 0730 hours , a break in the booms was observed, probably due to the heavy r a i n s of the preceding n i g h t . A small quan t i t y of the products escaped dur ing the night escaped before i t was pos s ib l e to t r e a t i t . This would be t r e a t e d l a t e r on with powders poured from l i g h t boa t s .

Booms were removed Friday 13 January a t 1500 hours a f t e r checking t h a t the s p i l l completely ceased and t h a t a l l r i s k of fu r the r p o l l u t i o n was e l imina t ed .

PoUutiP.n, 2L &L£ water surface

I t was d i f f i c u l t t o e s t ima te the exact amount of o i l involved. I t was i n the range of 1,000 l i t r e s , ha l f of which escaped from the sewer mouth without being t r e a t e d .

Pushed by winds and s t reams, the o i l then pol lu ted the beaches s t a r t i n g with the "Sigogne" beach, and extended to the Auae lagoon. A l a r g e q u a n t i t y of coagu la t ion- induc ing powder was poured in t h i s a r e a .

Resu l t s o£ a n a l y s i s

( see Figure 2)


Acknowledgements

We are very grateful for the Port Autonome of Papeete, management and particularly Mr Bonette, Assistant to the Manager, for providing details of this incident and necessary documents.

APPENDIX 1

Analysis aL & ss& water ssmsl&

Place of sampling : about 50 meters from the sea side of Tahiti ho te l .

Sampling done by : maritime gendarmes of Papeete - PV No.02 of 9 January 1984.

Samples received in the laboratory on 13 January 1984.

I n i t i a l appearance : . Strong heterogeneousness ; 3 d i s t inc t phases with hardly

noticeable in ter faces . . On the surface, a black layer composed of curds; weak

density probably due to the pouring of coagulation-inducing powders.

. In the middle, a r e la t ive ly clear water layer .

. At the bottom, a brown-black layer composed of higher density curds.

. No sawdust in the sample.

Character is t ics af ter extraction with carbon te t rachlor ide : - density : 1,59 - 100ml of carbon tetrachloride + 125ml of sample. - Three layers obtained:

. water phase, re la t ive ly clear on the surface;

. a brown layer, almost sol id , certainly containing coagulation-inducing products and resembling paraffin,

. on the bottom, an organic black phase (dissolved o i l ) .

Chromatographic analysis : The black organic phase (oil dissolved in carbon tetrachloride), as well as an oil sample from an E.D.T. tank, were analysed under similar conditions by gas chromatography.

We were not able to definitively identify the various elements. It is, however, possible to state that the chromatograos obtained are similar, based on the presence of constituents having the same retention time (time of appearance of the element on the chromatogram).

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SPREP/Marine Pollution Workshop/Report Annex 10/Contingency Plans

Page 79

MUEUU5

EXAMPLES OF COUNTRY CQNHHGENCr PLAN?

10.1 National Plan to combat Pollution of the Sea by Oil

10.2 National Contingency Plan -New Zealand

10.3 Marine Pollution -

Western Samoa

10.4 Marine Pollution in New Caledonia

10.5 Australia-New Zealand Bilateral Agreement

10.6 Joint Canada/U.S. and U.S./Mexico Contingency Plans

Dept.of Transport Australia

H.D.M. Jones

S. Stewart

J.-L. Boglio

D. Kay

Lt.Cdr D.D. Rome

SPREP/Marine Pollution Workshop/Report Annex 10/Contingency Plans Page 80

10.1 NATIONAL PLAN TO COMBAT POLLUTION OF THE SEA BY OIL Department of Transport, Australia

Introduction

The National Plan to Combat Pollution of the Sea by Oil, "National Plan", has been in operation since October 1973. I t represents a combined effort by Commonwealth and State governments, with the assis tance of the oi l industry, to help provide a solution to the threat posed to the coastal environment by oi l s p i l l s from ships.

BaokKround

The grounding of the OCEANIC GRANDEUR in Torres S t r a i t in 1970 accelerated the implementation of a nationwide plan to ensure that Australia would be prepared to respond to ship-sourced pollution incidents , not only from oi l tankers, but also from large bulk ca r r i e r s and container vessels which may be carrying s ignif icant quan t i t i e s of bunker fuel . At a meeting between Commonwealth and State ministers in September 1971, agreement was reached on the basic divisions of responsibi l i ty for combating pollution of the sea by o i l from ships.

Commonwealth/State Administrative Arrangements

An i n i t i a l requirement for the successful handling of oi l s p i l l incidents in Australia was a clear defini t ion of the r e spons ib i l i t i e s of the two major par t ic ipants , the Commonwealth and the Sta tes . This was provided in a set of Commonwealth/State administrative arrangements which includes such matters as access to Commonwealth s tockpi les , f inancial arrangements and jo int use of resources. Based on these arrangements, the prescribed role of the Commonwealth, through the Department of Transport, i s one of co-ordination, t ra ining and the provision of technical and log i s t i c support, mater ia ls , equipment and finance.

PJLYiPJLOng fit Responsibility

Because of the varying capab i l i t i e s to take action to prevent or clean-up pollution by oil from ships, the Commonwealth/State administrative arrangements provide that the responsible authority may request another authority to accept prime responsibi l i ty for act ion. This concept has been implemented already in certain t e r r i t o r i a l seas. Prime responsibi l i ty for action l i e s with:

(D within a pprt or harbour; the administrative authority of that port or harbour;

SPREP/MarineiPollution Workshop/Report Annex 10/Contingency Plans

Page 81

(2) on beaches and foreshores: the relevant state government or territorial authority;

(3) in territorial seas:

(a) in Western Australia, Victoria and Tasmania, the relevant state government authority;

(b) in all other states and the Northern Territory, the Commonwealth Government authority (represented by Commonwealth regional authorities), at the request of the relevant state government or territorial authorities;

(4) CJJ the high seas: the Commonwealth Government authority, represented by Commonwealth regional authorities.

Responsible authority is defined as that authority having the appropriate legislative jurisdiction over a pollution incident.

Prime responsibility for action is defined as the responsibility for controlling and co-ordinating operations to combat a pollution incident.

Operation

The basic concept of the plan was to provide spraying equipment and dispersant material a t s t r a teg ic locations around the coast. This has since been supplemented by the purchase of control and recovery devices and a central stockpile of ship-to-ship cargo transfer equipment.

Stockpiles of dispersant and associated spraying equipment are established at Cairns, Brisbane, Sydney, Melbourne, Hobart, Devonport, Adelaide, Perth, Port Hedland and Darwin. The dispersant used i s BP-AB and the spraying equipment, based on the Bri t ish Warren Spring Laboratory equipment, i s designed for use aboard fishing vessels , harbour tugs and other similar-sized craf t . Use of dispersants wi l l , however, be limited to incidents where the damage to the coastal and marine environments by the oi l would be greater than that caused by any dispersant /o i l mixture. In the event of a major o i l s p i l l , a depleted stockpile can be replaced from any or a l l of the other stockpiles with further supplies available from commercial sources.

The ship-to-ship t ransfer equipment, located in Sydney, i s for use in l ightening vessels in the event of a co l l i s ion , stranding or similar incident . I t consis ts of submersible pumps, hoses, fenders, l igh t ing and power generating equipment.

SPREP/Marine Pollution Workshop/Report Annex 1O/Contingency Plans Page 82

Oil control booms of varying capaci t ies are held at s t ra teg ic stockpile locat ions together with a number of self-propelled oil recovery vessels and s t a t i c o i l recovery devices. All are used in exercises a t regular in te rva l s . This equipment i s complemented by equipment hel-d by port au thor i t i es and oi l companies.

In the event of a major oi l s p i l l , th is country could cal l upon assis tance from overseas as has been done in similar incidents abroad. Provision has been made for speedy entry in to the country of equipment and manpower from overseas, if required. Although technology may develop bet ter methods of dealing with oil s p i l l s , each incident i s unique and requires the development of i t s own plan of action.

An Operations and Procedures Manual se t s down the various procedures required to implement the National Plan and i s complemented in each s t a t e by an appropriate supplement.

Funding

The National Plan i s based on the "polluter pays" pr inciple , and to achieve t h i s a levy similar to that applied to maintain navigational aids i s imposed on commercial shipping using Australian ports . In addition to providing funds for maintenance and administration of the Plan, the levy provides contingency funds to cover those costs which:

(1) could not be a t t r ibuted to the pol luter ; or, (2) upon conviction, the polluter proved unable to meet.

Where a ship-sourced incident involves the use of more than 500 l i t r e s of dispersant, or where costs of clean-up are in excess of $500, the cost of combating the incident i s borne by the National Plan pending recovery from the pol lu ter .

Legislation

In November 1972, the Pollution of the Sea by Oil (Shipping Levy) Act 1972 and the Pollution of the Sea by Oil (Shipping Levy Collection) Act 1972 were passed by the Australian Parliament. These Acts were replaced by the Protection of the Sea (Shipping Levy) Act 1981 and the Protection of the Sea (Shipping Levy Collection) Act 1981 which were proclaimed in 1982. The Acts apply to vessels which are in excess of 100 net registered tons, having at l eas t 10 tons of oi l on board.

Regulations made under the l eg i s l a t ion have set the current r a t e of levy a t 2 cents per net registered ton per quarter and have also set the minimum levy a t $10 per quar ter . The levy was f i r s t imposed on 1 October 1973, the date on which the National Plan became operational . The ra t e of levy i s reviewed annually.


Page 83

Related pollution legislation has recently been proclaimed. The Protection £f .fc&e. Ssa (Civil Liability) Afit 1911 and its Regulations impose strict liability on ships carrying oil in bulk as cargo for oil pollution damage caused by the ship. Shipowners are able to limit their liability and in certain cases must take out insurance for this purpose. The Protection of the Sea (Powers of Intervention) Act 1Q81 and Regulations authorises the Minister or his delegate to take necessary measures to prevent or limit pollution damage caused by a ship in Australian territorial waters or on the high seas.

SJIEESEI QrKanisatipP

To ensure maximum involvement of those concerned with the effective combat of oil spills in all areas of responsibility and to maintain an awareness of developments in the state of the art and equipment technology, the National Plan receives input from two committees. A Working Group on the National Plan (WGNP) established under the auspices of the Marine and Ports Council of Australia makes decisions on funding, equipment and training. The WGNP includes respresentatives from relevant operational areas of Commonwealth and state governments and meets at regular intervals.

The Maritime Services Advisory Committee - Marine Pollution, with representatives from Commonwealth Government departments and the oil and shipping industries, provides advice of a more scientific nature and may be required to nominate areas of research for the ongoing development of the Plan.

Training

Three levels of o i l s p i l l response training are conducted.

(1) Oil s p i l l clean-up operations: personnel from port and marine au thor i t ies and the oi l industry are trained in the operation of equipment available in thei r area and are shown the basic techniques for combat of a s p i l l .

(2) On-Scene Co-ordination: Officers who may be required to assume the dut ies of an On-Scene Co-ordinator attend a forum at which a l l aspects of clean-up management are addressed.

(3) Contingency planning: th i s t ra ining explores the various requirements for protection of a section of coast l ine , grades the area according to sens i t iv i ty and assesses the resources necessary to mount a combat operation. Local involvement of shire councils, press, police and emergency services organisations i s encouraged.


Selected Pollution Equipment Availabili ty Register

The Selected Pollution Equipment Availabili ty Register (SPEAR) i s a computer-based reg i s t e r of selected oil s p i l l combat equipment available in Austral ia. I t contains de ta i l s of equipment held at National Plan stockpiles as well as equipment owned by s t a t e and port au thor i t i e s , the oi l industry and others, including d i s t r ibu t ion agencies. SPEAR i s incorporated in CSIRONET, the CSIRO's national computer network, and may be searched by an On-Scene Co-ordinator to determine the location and ava i lab i l i ty of equipment to a s s i s t with combat operations.

Oil Pollution Risk Analysis

A detailed o i l pollution r isk analysis has been carried out by the Bureau of Transport Economics (BTE). The purpose of the analysis was to provide an assessment of the desirable d i s t r ibu t ion of an t i -pol lu t ion material and equipment around Australia during the 1980's and an indicat ion of stockpile holdings. Uti l izing a l l available data, the analysis aimed at identifying the most appropriate s t a t i s t i c a l d i s t r ibu t ions governing Australian oi l s p i l l s .

Qn-soene ££iii Hotel

The On-Scene S p i l l Model (OSSM) i s a computer model, a l s o a c c e s s i b l e v i a CSIRONET, which s imula tes the movement of o i l s p i l l s . Developed in the United S t a t e s , the model enables a u t h o r i t i e s to take countermeasures to minimise damage to the marine environment. U t i l i z i n g f o r e c a s t s of wind, t i d e and c u r r e n t movements, and tak ing i n t o account the na tu re of the o i l , OSSM i n d i c a t e s where the o i l w i l l spread for severa l days ahead and what form i t w i l l be i n .

The model has been used success fu l ly in the United S t a t e s and was f i r s t used on a t e s t ba s i s a t an ac tua l s p i l l , in Aus t r a l i a fol lowing the grounding of the conta iner ship ANRO ASIA i n October 1981. A segment on OSSM i s incorpora ted in the National Plan t r a i n i n g cou r se s .

10.2 NATIONAL CONTINGENCY PLAN. NEW ZEALAND H.D.M. Jones

The New Zealand contingency plan has been developed over a period of some ten yea r s or so . Beginning with simple hand spraying equipment for spreading d i s p e r s a n t , we have now e s t a b l i s h e d a s t o r e of equipment, a fund of ready cash to deal with s p i l l a g e and c lean-up of o i l , and t r a i n e d key personne l .


Page 85

The plan has been developed based on a philosophy of providing equipment and r e sou rce s to deal with an o i l s p i l l of up to 1,000 t o n s . In the event of a s p i l l l a r g e r than 1 ,000 tons , New Zealand would immediately seek a s s i s t a n c e from A u s t r a l i a in terms of the agreement between New Zealand and A u s t r a l i a and the o i l companies, which have ready access to l a r g e resources of equipment and e x p e r t i s e .

We have endeavoured to purchase a range of equipment which w i l l enable us t o :

a) remove o i l from a damaged sh ip by pumping; b) con ta in s p i l l e d o i l by booms; c) recover s p i l l e d o i l by skimmers and s o r b e n t s ; d) d i s p e r s e o i l us ing chemical d i s p e r s a n t s .

In g e n e r a l , we have adopted a pol icy of s t o r i n g equipment (o ther than d i s p e r s a n t s ) on t r a i l e r s or in t r a i l e r - s i z e packs which can be t r anspor t ed by road or c a r r i e d in C-130 (Hercules) a i r c r a f t . The bulk of the equipment i s held in Auckland with small s tocks of d i s p e r s a n t and spraying gear held in Chris tchurch and d i s p e r s a n t a t Whangarei ( t h e o i l terminal p o r t ) .

The reason for choosing Auckland a s our main s to rage was f i r s t l y because the C-130 a i r c r a f t are based in Auckland. Secondly, s to rage space was a v a i l a b l e a t low c o s t , and t h i r d l y , t he re were a number of t ruck o p e r a t o r s a v a i l a b l e who were w i l l i n g a t shor t no t i c e t o tow the t r a i l e r s . Even i f a l l the equipment goes by road, we can ge t i t t o any pa r t of the country wi th in 48 hours .

In order t o provide f inance for purchase of equipment and t r a i n i n g of personnel and t o e s t a b l i s h a fund of ready cash for payment of i n i t i a l c lean-up a c t i v i t i e s , an o i l p o l l u t i o n levy was e s t a b l i s h e d by r e g u l a t i o n . The levy i s paid by every ship e n t e r i n g New Zealand p o r t s or engaged in the New Zealand Home Trade and ca r ry ing more than a c e r t a i n amount of o i l as cargo or bunkers. The amount of the levy i s based on sh ip s i z e and amount of o i l c a r r i e d . For Home Trade s h i p s , the levy i s payable on an annual b a s i s .

The r a t e of levy i s reviewed each year by a committee composed of r e p r e s e n t a t i v e s from M.O.T., o i l companies, shipowners, and shipping agen t s . The levy has been s e t a t a r a t e which, in a d d i t i o n to providing for equipment and t r a i n i n g , has b u i l t up a fund of approximately $3 m i l l i o n . This money i s inves ted in a Trust Fund which can be used to provide an immediate source of money for o i l s p i l l c l ean-up . You w i l l a p p r e c i a t e t h a t recovery of c o s t s from an offender through the c o u r t s , or through CLC can take time and c i v i l c o n t r a c t o r s want ea r ly payment - or they w i l l not be so keen t o respond i n f u t u r e .


The contingency plan r e l i e s to a great extent on asssi tance from a number of organisations and agencies within New Zealand. Not only do these provide expert ise , but, more important, they provide manpower and equipment.

Our ADAPTS pumping equipment i s manned ent i re ly by personnel from the New Zealand Fire Services. Trained teams are available at the main ports and they receive regular practice with the equipment. In re turn , the Fire Service has access to the ADAPTS equipment for other emergencies and, in fact , the pumps have been used on several occasions in c iv i l emergencies such as flooding. The Ministry of Works provides heavy machinery for beach cleaning and also arranges for contractors to provide additional men and machines. The defence forces provide men and transport f a c i l i t i e s . If necessary, they can provide f ie ld kitchens, tents and additional communications equipment - a l l a t short not ice. Maintaining regular l i a i son with people involved within those organisations i s e s sen t i a l , especially to keep l i s t s of key personnel up to date.

One of the problems now facing us i s that of replacing ageing equipment. Some of our dispersant i s now 10 years old and may be de ter iora t ing . Some of the drums containing dispersant have rusted and had to be replaced. Whenever Northland Harbour Board uses dispersant at the Whangarei oi l terminal, they replace i t from our stock, but the r a t e of turnover i s very small. Our ADAPTS pumps are now 7 years old and show signs of wear and tear , not so much from being used in anger, but from being used in t raining exercises and regular t e s t running.

One major di f f icul ty in any contingency plan i s keeping i t up to date. People change jobs and posi t ions, and, because the oi l pollut ion contingency plan i s not something that i s in the front of people's minds, they neglect to l e t the oil pollution officer know of these changes. One of the regular tasks of the M.O.T. oi l pollut ion officer i s to keep l i s t s of key personnel up to date. Everyone who has a prominent role in the plan has a 2-volume check l i s t which contains names and telephone numbers of those people who have to be contacted, de t a i l s of where equipment i s kept and so on. The information i s in loose leaf binders which can readily be amended. A task we embarked upon a year or two ago was the compilation of a Coastal Atlas.


Page 87

The Commission for the Environment undertook the ac tua l work in c o l l a b o r a t i o n with Department of Lands and Survey, F i s h e r i e s and o t h e r s . The Oil P o l l u t i o n Trust Fund paid for i t . The r e s u l t was a very useful At las which shows a t a glance the o i l s p i l l s e n s i t i v i t y for any p a r t of the New Zealand coas t . Fishing and s h e l l f i s h grounds, b i rd and mammal s a n c t u a r i e s or breeding a r ea s are shown, as a r e the geo log ica l and o ther f e a t u r e s of the c o a s t l i n e .

New Zealand has been f o r t u n a t e in having only a few o i l s p i l l s and those have been small in magnitude. So far as i t has been t e s t e d , the contigency plan has worked reasonably we l l . We have t r i e d to keep the plan s imple, with c l e a r l y - d e f i n e d l i n e s of communication and command. The cost of equipment and t r a i n i n g has not been a d i r e c t charge on the taxpayer , but has been funded by those most l i k e l y t o cause p o l l u t i o n in the f i r s t p l ace : the shipowners whose sh ips carry, o i l fuel or cargo. Shared among a l l sh ip s , the cost has not been exces s ive .

10.3 S. Stewart

10.3.1 BACKGROUND

Western Samoa is an independent sovereign larger and more westerly portion of the Samoan lies approximately centred on latitude 13°45' 172 J West. There are two main islands, namely the smaller islands of Apolima and Manono a islets. The land area of Western Samoa is a square miles and the archipelago lies approx from Sydney and Hawaii, 1,800 miles northeas with Fiji lying approximately 800 miles to the of Eastern or American Samoa are closest, sit 80 miles to the East.

s t a t e . I t i s the Archipelago, which

South and longi tude S a v a i ' i and Upolu,

nd f ive uninhabi ted pproximately 1 ,100 imately 2,300 miles t of New Zealand, West. The i s l a n d s

uated approximately

I t should be pointed out t h a t for sometime now a Maritime Zone Act has been in the course of p repa ra t ion in the context of the exc lus ive economic zone and t e r r i t o r i a l seas l e g i s l a t i o n for Western Samoa.

Marine PpUuti-op Prevent ion ajld Control

Conscious of the need for marine p o l l u t i o n prevent ion and cont ro l i n Western Samoa, the Government in 1980 i n i t i a t e d ac t i on towards ob ta in ing the s e r v i c e s of a consu l t an t under the sponsorship of the United Nations Development Programme (UNDP). In September 1980, Cdr. Terrence M. Hayes was assigned to t h i s country to undertake a study of marine p o l l u t i o n prevent ion and c o n t r o l , under the fol lowing terms of r e f e r ence :


"The consultant was tasked with advising officials from the various Ministries of the Government of Western Samoa, regarding marine pollution prevention and control; development of regional arrangements to deal with spillages of oil; the procurement of oil spills counter measures equipment and the preparation of a national contingency plan for Western Samoa. Discussions were also held regarding the applicability and relevance of the national legislation and the interface between various governments departments.".

Legislation Regarding Pollution

Whilst there is legislation with respect to pollution in the context of Health ordinances, the Fishery Pollution Act, the National Parks and Reserves Act, the Forestry Act and the Water Act, there is no legislation which is relevant to such problems as run-off, agricultural activities and discharge of effluent into the sea, nor is there any specific legislation relating to shore sources of pollution.

Marine. Sources g£ PpllutJQ-D

It cannot be said that Western Samoa experiences significant pollution from passing traffic. Indeed, there have been only two reported oil spills from tanker discharge operations in Apia Harbour, one in 1974 and the other in 1978. However, appropriate steps have been taken to deal with matters of this kind. Bunkering operations are normally done by tank truck and there have been no reports of any significant pollution from this source. In fact, most vessels in the trade utilise light diesel which does not constitute a pollutant under the International Convention for the Prevention of Pollution of the Sea by Oil of 1954, as amended in 1962 and 1969. Shortly, a new merchant shipping bill will be passed into law. It will include provisions regarding prevention of pollution of the sea by oil, etc., on the basis of relevant international maritime conventions.

Recommendations .ajjd. Draft National Marine Plan

The Government of Western Samoa no doubt would be guided by the recommendations inherent in the Report on Marine Pollution Prevention and Control already mentioned earlier in this paper, particulars of which follow as 10.3.2 and 10.3.3 and accordingly form part of this paper. It is understood that the guidelines contained in the report would be reflected in Government's overall official policies with respect to a National Marine Pollution Plan for Western Samoa.


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10.3.2 RECOMMENDATIONS

1. That the Marine and Shipping Division of the Department of Transport be formally tasked with the co-ordination of surveillance, prevention and response to marine pollution in Samoan waters.

2. That the Attorney General's Department examine the New Zealand Marine Pollution Law, 1971*. and utilize this law as a basis to prepare national legislation to give effect to the various IMCO Conventions relating to marine pollution.

3. That the Oil Companies co-operate to secure stocks of oil spil l response equipment with a minimum of 500 ft. of inshore boom, a skimming device and 10 drums of concentrated dispersant together with dispersant spray equipment.

H. That training in pollution prevention control and clean-up training be provided either by the Port of Singapore Authority or in conjunction with the United Nations Environmental Programme Regional Seas Activity for selected personnel from the Marine and Shipping Division, Department of Transport.

5. That the draft contingency plan (10.3.3) be reviewed, amended as necessary and implemented by the Disaster Relief Committee.

6. That the Government of Western Samoa follow up on the initiatives of the joint Australia/New Zealand Mission on Civil Surveillance and examine the possibility of the provision of the required resources by external aid programmes.

7. That the Government of Western Samoa participate in the forthcoming United Nations Environment Programme activities to promote the concept of regional co-operation to combat marine pollution.

10.3.3 DRAFT NATIONAL MARINE POLLUTION CONTINGENCY PLAN FOR WESTERN SAMOA

fifioerjal.

The vessel traffic, especially oil tankers, into Apia Harbour presents some risk of marine pollution from collisions, stranding and other marine accidents. Such pollution can threaten amenity beaches, marine parks, sea birds, marine l i fe in the inter-tidal zones and the fishery, with subsequent loss of revenue and protein sources.


The Department of Transport has been designated as the government agency responsible for the implementation and enforcement of the Marine Pollution Prevention Law and this contingency plan has been prepared by the Assistant Secretary, Marine and Shipping Division, on behalf of the Minister.

Scope and introduction

This plan i s intended to del ineate r e spons ib i l i t i e s for the operational response to marine incidents which could r e su l t in spi l lage of oi l or other noxious materials into the waters of Western Samoa. Such waters will be defined in the Ter r i to r ia l Seas and Exclusive Economic Zones Act. The Department of Transport will have lead agency responsibi l i ty for any incidents involving shipping and i s empowered by law to intervene and take whatever measures are deemed necessary to prevent pollution or to expedite the flow of marine t r a f f i c when an accident occurs.

This plan provides the framework for co-ordination of an integrated response by government agencies to protect the environment from the deleter ious effects of pollution from spi l lages of oi l or other noxious substances. Overall policy di rect ion will be provided by the National Disaster Relief Committee and th i s plan will be i n i t i a l l y reviewed by th i s Committee and subsequently exercised and assessed on a periodic basis .

The objectives of th i s plan are:

1. to develop appropriate systems for the detection and reporting of sp i l lages of oil or other noxious materials or of incidents related to the operation of shipping which could resu l t in such a sp i l l age ;

2. to ensure prompt response i s made to e i ther prevent pollution or to r e s t r i c t the spread of the contaminants;

3 . to ensure that adequate protection i s provided for the public health and welfare and the marine environment;

4. to ensure that the correct response techniques are used to clean up the pollution and that disposal of recovered product i s carried out in an environmentally acceptable manner;

5. to ensure that complete and accurate records are maintained of a l l expenditures to f a c i l i t a t e cost recovery.

SPREP/Marine Pollution Workshop/Report Annex 1O/Contingency Plans

Page 91

The following government departments wil l act as resource agencies as required to support the actions of the Department of Transport:

The Police Department will make the f a c i l i t i e s of thei r Watch House available to receive and disseminate repor ts of marine accidents or pol lut ion. If i t i s deemed necessary, one or more patrol vehicles will be dispatched to the incident s i t e to act as the shore on-scene command centre.

The Department of Agriculture wil l provide sc ien t i f i c advice to the Marine and Shipping Division regarding shoreline s ens i t i v i t y , environmental p r i o r i t i e s , beach cleaning methods, e t c .

The Department of Economic Planning Chief Fisheries Officer will provide advice on species a t r i sk and use of dispersant chemicals.

The Prime Minis ter ' s Department will be responsible for a l l negotiat ions with the vessel and cargo owners and insurers and will also conduct a l l negotiations regarding compensation and indemnification with legal advice from the Attorney General 's Department.

The Petroleum Industry may provide tank trucks for storage of recovered oi l or o i l in water emulsions and will arrange for storage and eventual disposal of recovered o i l .

The Petroleum Industry will a s s i s t by the provision of technical expert ise and resources as required.

Notification and Alerting Procedures

When an incident occurs which could result in marine pollution or there is an actual spillage of oil this should be reported to the Police Watch House who will advise firstly the Harbour Master, for action and other departments, for information, in accordance with the following list. The reports may also be made to the nearest police station, which will then relay the report to the Police Watch House for dissemination.


Reporting and Alerting Listings

Agency. Telephone Numbers Business Home

Marine & Shipping Division First Alternative Second Alternative

Department of Agriculture First Alternative Second Alternative

Chief Fisheries Officer First Alternative Second Alternative

Prime Minis ter ' s Office F i r s t Alternative Second Alternative

Petroleum Industry F i r s t Alternative Second Alternative

QrRaKLsatiQn

The Assistant Secretary, Marine and Shipping Division, has the overall responsib i l i ty to ensure the appropriate response i s made to any incident in the waters. He will di rect the various aspects of the operations and will be assisted by the Harbour Master who will be on-s i te representat ive for the Marine and Shipping Division and act to co-ordinate a l l a c t i v i t i e s . He will pass regular s i tua t ion repor ts to the Police Watch House and will also relay requests for additional resources through th i s f a c i l i t y .

The Harbour Master or the designated members of his s taff are responsible for:

(a) d i rect ing the employment of needed resources for prevention of pollut ion, containment, clean-up and disposal of any pol lutants and res tora t ion of the s i t e ;

(b) providing a focal point of information for a l l agencies concerned;

(c) preparing cost analyses and a detailed report covering a l l aspects of the s p i l l ; and,

(d) collecting samples for possible analysis.

SPREP/Marlne Pollution Workshop/Report Annex 1O/Contingency Plans

Page 93

In order to f a c i l i t a t e the foregoing d i v i s i o n of tasks , the National Disaster Rel ief Committee should form a Sub-Committee with representation from a l l the foregoing agencies . This Sub-Committee wi l l formulate procedures for provision of resources -and technical ass i s tance and w i l l address the various administrative and l o g i s t i c problems which can be foreseen.

Typical Oil S p i l l Response Organization

GOVERNMENT MINISTER or COMMITTEE

ON-SCENE COMMANDER

PUBLIC WORKS DEPARTMENT

INFORMATION/ PRESS OFFICER

DEPARTMENT OF ECONOMIC PLANNING

(FISHERIES)

AGRICULTURE DEPARTMENT

POLICE DEPARTMENT

PETROLEUM INDUSTRY

PRIME MINISTER'S OFFICE

S P i l l £ojtirJ2l flfld. Clean-wp Procedures

An accurate assessment of a s p i l l incident i s e s sen t ia l before appropriate s p i l l controls and clean-up procedures can be implemented. Generally, containment and recovery are preferred, but in some ins tances , i t may be necessary to use dispersant chemicals. Deta i l s of these various methods of o i l s p i l l clean-up may be found in Part IV of the IMCO Manual on Oil Pol lut ion , "Practical Information on Means of Dealing with Oil Sp i l lages" .


Disposal aL ContainAPEPts

Arrangements should be made for reception, storage and disposal of recovered oi l or oi l in water emulsions. Depending on the type of o i l , eg. crude, refined or res idual , i t can be stored, separated and e i ther refined or sold as fuel . With regard to contaminated debris , th i s can be disposed of by burning or burying. Technical assis tance should be obtained from the Department of Agriculture in the select ion of disposal s i t e s close to the shoreline resources.

The available resources are l i s t ed below; agencies should provide periodic up-dates to the Marine and Shipping Division ref lect ing any new acquis i t ions .

Resource Inventory

Pualele 60ft. LOA Tugboat ) Savai»i 40ft. LOA Workboat )

Operated by Marine and Shipping Division

2-Landing Craft

120ft. LOA Operated by Western Samoa Shipping Corporation

Tauti Samoa

Inshore Launch

70ft.

16ft. LOA

Department of Economic Planning

Operated by Police Dept.

Aircraft

The following local a i r l i n e s operate to Faleolo Airport and i t i s presumed some of thei r smaller a i r c ra f t , such as Hawker-Siddeley 748, Cessna and Normandy Is landers , could be made available in the event of a major incident:

Polynesian Airl ines 2 Normandy Islanders 2 Cessna

Pacific Island Airways 4 Twin Otter a i rc ra f t

SPREP/Marine Pollution Workshop/Saport Annex 1O/Contingency Plans

P«*» 95

10.4 MARINE POLLOTION IN NEW CALEDONIA Capt. J.-L. Boglio

Marine pollution is caused by mining, delivery of fossil fuels and the activity of an industrial and urban society.

A. Mining and Working of t h e Nicke l Ore

Marine pollut ion comes from the s i l t carried by r i ve r s , whose mineral content jeopardises the l i f e of the coral and the lagoon, a t the mouth of the r i ve r .

Opencast mining for nickel , as i s done in New Caledonia, en ta i l s complete destruction of the scrubland or maquis over large areas (for access roads, excavations, storage areas, e t c . ) . The barren topsoll covering the ore i s scraped off and piled up, or thrown on the h i l l - s l o p e s . Rains then cause extensive erosion, the r e s u l t s of which are a l luvia l deposits which s t e re l i ze the lagoon. This pol lut ion i s checked by f i l t e r i ng dams, which have been bu i l t to allow the s i l t to s e t t l e and the clear water to pass through.

Likewise, s t e r i l i s a t i o n of the lagoon water also oocurs in a l l the roadsteads where ore i s loaded. In actual fact , many tons of ore f a l l from the ships during transhipment from barge to ship, In the course of cleaning the ships and the deck after loading operations. There i s also spi l lage near the wharf from which the barges are loaded. This pol lut ion i s not checked.

B. Oil

New Caledonia's supplies of heavy o i l are brought in tankers of 100,000 to 150,000 tons (deadweight), and l igh t products are brought from ei ther Singapore or Australia by tankers of 27,000 tons (max. deadweight).

The foss i l fuel t r a f f i c i s divided in to :

- Supplies for S.L.N, and ENERCAL: Heavy fuel No.2, carried by 4 tankers per year, unloading a t the entrance of the main roadstead, moored to a S.B.M. buoy; transfer being done through a 5,200 m sea l i n e .

- Oil companies suppl ies: Carried by 27,000 tons deadweight •parcel t ankers ' , 10 per year (95} l igh t products, 5% heavy fuel ) , unloading ei ther a t the Bale des Dames terminal for MOBIL and TOTAL or a t the D0NIAMB0 terminal for SHELL.

- Supply of the domestic harbours, the dependencies and other Pacific Is lands: This involves only l i gh t products.

V-f*

SPREP/Marine P o l l u t i o n Workshop/Report Annex 1O/Contingency Plans Page 96

NEPOUI and WE (Lifou I s l and) depo t s , suppl ied from Baie de Dames by one small 500 ton t anker ;

PORO and THIO depots , suppl ied ex Singapore by the same 27,000 ton t a n k e r s , every 3 months;

Depots in the New Caledonia dependencies , suppl ied in 200 1 drums;

Re-expor ta t ion to some Pac i f i c i s l a n d s : Norfolk, P o r t - V i l a , Wa l l i s , e t c . , by 1,000 t o 2 ,000- ton t anke r s (deadweight ) .

The only r i s k concerns an o i l s p i l l of heavy o i l (No.2) , e i t h e r :

- dur ing the t r a n s i t through the passages where, to avoid a breakdown, the p i l o t boards 5 ' off reef ;

- dur ing d i scharge of fuel a t t he S.B.M. (breakage o p e r a t i o n s , a c c i d e n t s on the buoy, e t c . ) .

iifiaXX £U£l: I n t r o d u c t i o n

The Soc ie t e Meta l lurgique Le Nickel (SLN), and ENERCAL a re the l a r g e s t consumers of f o s s i l fuel energy.

In 1972: over 10,00,000 M/T In 1983: 278,000 M/T

- SLN f o r : - predrying of o re , - r o a s t i n g before the ore i s put in the k i l n s , - mel t ing in powerful e l e c t r i c k i l n s , - f u e l l i n g of the company's c a r r i e r s ,

NICKEL I and NICKEL I I . 15,000 ton .

- ENERCAL for the purpose of supplementing e l e c t r i c energy produced by the YATE and NEA0UA (H0UAIL0U) dams.

In order t o reduce t h e cos t of fuel de l ive red t o Noumea, sea f r e i g h t i s used. The terminal c o n s i s t s of an S.B.M.-type buoy and a p i p e l i n e .

This form of supply, which u n t i l 1977, was done with 35,000 to 40,000- ton t anke r s (deadweight ) , has increased the r i s k of marine p o l l u t i o n because the t ankers now used a r e up to 150,000 tons deadweight. This has n e c e s s i t a t e d a study of the s i t e , and very s t r i c t bu i ld ing and i n s t a l l a t i o n r e g u l a t i o n s .


Page 97

Site

- depth : 19 metres - maximum height of the waves : 2.5 m and cycles of

6 to 8 seconds - current : 2 knots - winds : 40 knots - tide level : 1.90 m

Estimation sL Rlste aL Pollution

The risks of accidental oi l pollution resulting from operation of the terminal are limited to times when the tankers are being unloaded at the S.B.M. buoy. After each unloading, the undersea pipeline, the f lexible coupling and the floating hose are cleaned by sea water being pumped under pressure from the ship until clear water appears at the shore end of the pipeline. During unloading, there are various incidents that could occur, entailing a risk of pollution of different degrees of seriousness, according to the origin of the incident and the damage caused to the pipeline.

CASE No.1 : Minor pollution - accidental discharge of a small quantity

of fuel . a leak in a coupling of the floating hose . malfunction of the rotating coupling . fault in the connection between the ship

and the unloading hose.

CASE No.2 : Major pollution - this i s a large discharge

. the floating hose breaks

. the flexible coupling breaks

. pipeline breaks.

Depending on the time when the operation take place (day or night), the quantity of fuel discharged into the sea would vary, but only in accordance with the time taken to react.

The SLN's ANTI-POLLUTION MEASURES

Introduction

The Societe Metallurgique Le Nickel (SLN), i s equipped with some of the most eff ic ient modern anti-pollution f a c i l i t i e s . Other f a c i l i t i e s belonging to the SLN and used for other purposes can be mobilized upon request for setting up and operating specific anti-pollution f a c i l i t i e s . Furthermore, SLN personnel can supply sufficiently skil led crews to man and maintain al l such equipment.


Equipment

(1) Floating boom, Balear type. Available length: 700 metres. Kept on a barge.

(2) Vortex VL1. Maximum capacity: 25 cubic metres per hour.

(3) Ingersol l Rand compressor (GYR0FL0 DR600). Maximum capacity: 1.020 cubic metres per hour - operating pressure 7 bars.

(4) Diesel VM pump. Used for the d i s t r ibu t ion of cleaning emulsifying agents, and f i r e f ight ing. Capacity: 30T/h

(5) Storing barge.

(6) Dispersants. The use of dispersants is now strongly discouraged in water less than 50 metres deep, because of their harmful effect on the marine biological environment. However, SLN has a certain quantity of such products. Their use would be limited to more detailed cleaning operations after removal of the maximum by pumping.

Auxiliary Equipment

(1) Tug boat LEON VINCENT II. (2) Launches, and hired launches.

Structures

I - Single buoy mooring: used as mooring-buoy and end of the pipel ine. Diameter: 11.51 m, height: 3 m. Anchorage by H chains of 235 mt with 9,080kg anchors.

I I - Pipeline: Length 5,200 m, buried in the sand in the area of sh ip ' s swinging and protected by a cement shel l over 150 m near the SBM.

Despite the very s t r i c t measures of use imposed on SLN (pressure t e s t , underwater inspection, e t c . ) , a MARPOL plan has been developed by the Territory to complete the SLN's MARPOL Plan.

Preventive Measures

Ships must comply with current internat ional conventions, regarding construction, gear, e t c . (Solas 1974/1978 and Marine Pollution 1973 and 1978);

- Ships should have a TOVALOP insurance c e r t i f i c a t e and an insurance ce r t i f i c a t e or other f inancial security covering c iv i l l i a b i l i t y for damages caused by oi l pollution (1969 CLC Convention).

- Oil supplier must hold a CRISTAL insurance c e r t i f i c a t e .


Page 99

All information regarding these certificates must be telexed to the harbour authorities, through the shipping agency. These certificates must also be presented to the pilot who takes the tanker in charge, and must be checked by the harbour department or the maritime affairs department immediately after mooring, and before the beginning of discharging operations.

Precautions

- In order to control the potential danger of her cargo, the ship must ind icate her pos i t i on , des t inat ion , e t c . , and any damage as soon as she reaches a point 50 miles off the coast .

- Taking i n t o account the cargo carried and the s h i p ' s draught, recommended courses have been determined and checked by hydrographlc sounding and with towed sonar (sources ins ide the lagoon) .

- Manoeuvers for approaching the SBM are determined, depending on weather condit ions .

- Permanent contact between the vesse l and the SLN terminal in Doniambo must be maintained unt i l she ge t s underway.

The SLN MARPOL Plan

The SLN MARPOL Plan has been drawn up in compliance with the law requiring that any rec ip ient with i n s t a l l a t i o n s near the sea or near a r iver must have a plan of act ion to deal with accidental pol lut ion of the water. The SLN MARPOL plan makes use of SLN means only. However, provision i s made for external contacts so that the au thor i t i e s are informed as soon as any pol lut ion occurs, whether ser ious or not. If the o i l s p i l l were to spread and become ser ious , the head of the Territory would take over d irect ion of operations and the Terr i tory's MARPOL plan would come in to force .

QibSZ. a n t i - p o l l u t i o n meaps

1. Oil Companies - MOBIL and SHELL have l i g h t emergency equipment,

i n s t a l l e d on a t r a i l e r and ready for use; - Dispersant: 10 drums of LIMISTROL.

2 . Noumea Port Authority - Special c lothing to equip twenty people; - Small emergency equipment to c o l l e c t po l lut ion

products and to clean shores and wharves. - Dispersants: 3 M/T, Chalk: 29 M/T; - 1,200 HP tug - a l so equipped for f i r e - f i g h t i n g ; - a 500 ton pontoon.

3 . Navy - Personnel - Essential nautical equipment.


MARPOL PLAN

MARPOL PLAN AT SEA I

1. Anti-pollution Campaign: Organisation and Means

- def in i t ions - preventive measure in force - preparations for action - organisation of

command - organisation of communications - means of action - estimation of main pollution r i s k s .

2 . Operation of the Anti-pollution Campaign

- a l e r t ; immediate measures - possible an t i -po l lu t ion action - various types of pollution - informing the au thor i t ies - reports -

information addressed to the public.

MARPOL PLAN ON SHORE

This complements the MARPOL PLAN AT SEA through the ORSEC plan (emergency plan for rescue and c iv i l p ro tec t ion) .

10.5 ADSTRALIA/NEW ZEALAND BILATERAL AGREEMENT D. Kay

This agreement allows the national authority responsible for oil s p i l l combat in ei ther country to request the other*s assistance in the event of a s p i l l incident. I t i s a brief document which defines:

- channels through which requests are to be communicated; - conditions under which equipment, material and personnel will be loaned.

I t further provides for co-operation in t ra ining programmes, information exchange and for l i a i son v i s i t s .

To date neither party has found i t necessary to use i t s agreement in a s p i l l s i tua t ion . The Training and Liaison Provisions have, however, proved valuable.

SPREP/Marine Pollution Workshop/Report Annex 1O/Contingency Plans

Page 101

INFORMAL UNDERSTANDING BETWEEN AUSTRALIA AND NEW ZEALAND ON CO-OPERATION IN THE CONTROL OF MARINE OIL POLLUTION

1. General

This paper contains the d e t a i l s of the informal understanding between the Australian Department of Transport and the New Zealand Ministry of Transport (who are the national au thor i t i e s responsible for o i l po l lut ion control) on mutual co-operation in the control of marine o i l po l lu t ion . The co-operation i s primarily directed at o i l s p i l l s emanating from ships but does not necessar i ly exclude o i l s p i l l s from other sources.

2 . Requests for Assistance

2.1 Only the national authority responsible for marine oil pollution control can request assistance from the other party. This authority will be the sole judge of the need for such assistance.

2.2 Requests for assistance will be directed through the same channels as are used for Maritime SAR incidents, i.e.:

Australian Coastal Surveillance Centre (ex Marine Opertions Centre)

New Zealand Ministry of Transport Marine Division Marine Duty Officer.

2.3 The national authority will advise the other party of the designations of officers who are authorised to request assistance under this understanding.

3. Equipment. Material and Personnel

3.1 This understanding is restricted to the provision of equipment, material and personnel under the direct control of the national authority. Equipment, material and personnel under the control of industry, state governments, ports authorities, etc., may be made available following a special approach by the national authority receiving the request.

3.2 No hire charge or salaries will be charged for the loan of national equipment and personnel except where such costs are recoverable from the polluter. Special arrangements may apply for other than national equipment and personnel.


3.3 The requesting authority will bear all other costs including those for transport, damage, losses and expended material irrespective of whether or not recovery from the polluter is possible.

3.4 Experienced personnel will accompany certain types of equipment at the discretion of the providing authority.

4. Customs

4.1 To f a c i l i t a t e customs requirements, a l l material and equipment will be entered on behalf of the national government concerned. This also applies to equipment and material from sources other than the national authori ty .

5. Transport

5.1 Transport of equipment, supplies and personnel will be the most convenient means and will be arranged at the time of each incident after consultation between representatives of the National Authorities.

5.2 In cases of urgency, transport will be by military aircraft of either the Australian or New Zealand Defense Forces depending upon availability. The requesting authority will determine the most suitable airfield to be used at the time of each incident after discussion with and between the respective Defense Forces.

6. Oil Storage

6.1 Recognizing the problem of providing adequate storage for recovered oil, every assistance will be given to obtain a suitable vessel. All costs associated with obtaining such a vessel will be subject to negotiation between the owners of the vessel and the requesting authority.

7. TraiPipg

7.1 Training courses conducted by either national authority are open to the personnel of the other on request.

7.2 National authorities will advise each other of their training programmes.

7.3 Training material will be made available for loan where this does not interfere with current training programmes.


Page 103

8. Information

8.1 National authorities will supply each other with:

(a) information on changes in equipment and material; (b) copies of any information bulletins they prepare; (c) copies of contingency plans and legislation relating

to oil pollution; (d) information on significant oil pollution incidents.

9. Liaison

9.1 To promote an adequate understanding of national oi l pollut ion prevention a c t i v i t i e s o f f ic ia l s will make annual exchange v i s i t s i f possible on an a l te rna t ing bas is .

1 0 . 6 JOINT CAMAPA/p.S. AMP U.S./MEXICO CONTINGENCY PLAHS Lt.Cdr. D.D. Rome

In the development of internat ional contingency plans and jo in t co-operation between countries for oi l s p i l l response, the following items must be negotiated:

a. What i s the purpose and objective of the plan?

b. Who i s responsible for cleanup of a s p i l l i f a s p i l l can cross internat ional borders?

c. Once responsibi l i ty i s established, who pays for the cleanup?

d. What resources does each country have which will hep in the overall cleanup (equipment and people)?

e. How do you assess these resources?

f. How do you get the resources in to your country?

g. Who i s in charge of the cleanup and what organisational e n t i t i e s are necessary?

h. How do you ac t iva te the reponse organisation?

i . How are communications to be handled?

j. Who handles public information?

k. Who is responsible for updating the plan?


These question have been negotiated by the U.S. with both Canada and Mexico. In short , i f a sp i l l occurs which will threaten the waters of another country, both countries will jo in t ly par t ic ipa te in the s p i l l cleanup. A Joint Response Team i s provided for in the plans which will resolve the problems of communications, movement of people and equipment across borders, who i s in charge, and resource agencies which will help in an internat ional accident.

The joint contingency plans also provide for the use of equipment and resources i f a s p i l l s tays within a country's borders and i s too large for tha t country to handle with i t s exis t ing resources. For example, i f Mexico had a major oi l s p i l l within i t s waters and needed additional s p i l l cleanup equipment from the U.S. , then Mexico could invoke the Joint Contingency Plan and request resources from the U.S.

The important point in jo in t contingency planning i s to solve the l og i s t i c s and communications problems before they occur during a s p i l l . Holding jo in t exercises helps to update the plan and allows the participants to meet their counterparts. Successful contingency plans promote successful cleanups.

SPREP/Marine Pollution Workshop/Report Annex 11/Spill Exercise

Page 105

ANNEX 11

SPILL EXERCISE

11.1 SPILL DETAILS

1. The Port Office in Suva received a report at 1326 on 29 November 1984 that the tug Rigorous which was towing the Pacific Salvage oil barge from Suva to Malau experienced failure of main propulsion. Under the influence of the wind, the tug and tow were driven towards the reef. The tug slipped the tow and anchored, but the barge has now grounded on the reef just off Suva point. Some oil is observed to be leaking from the barge. The spilled oil is moving generally in a westward direction (Figure 1).

Q.1 You have been appointed as On-Scene Commander to deal with this spillage and your response team has assembled in the Port Control Office. Outline your initial plans to respond to the situation described in the above scenario, covering as many aspects as you can think of.

2. At 1700 a report is received from the aircraft and launch despatched to survey the spill indicating that the oil extends approximately 2 1/2 miles to the west of the barge (Figure 2).

Q.2 What action will you take?

3. At 1800, the Rigorous reports that she has completed repairs to main engine, the barge has been inspected and found to be holed between 2 and 3 Starboard Tanks (Figure 3). It is estimated that between 50 and 100 tons of oil have been lost.

Q.3 The Minister of Communications, Transport and Works asks the O.S.C. to prepare a press release.

1. At 0530, a report is received from the Tradewinds Hotel that oil is on the beach and the hulls of the pleasure boats have all been fouled. The manager wants to know who is going to clean the beach and boats, and compensate him for loss of business.

Q.4 What is your answer?

5. At 0630, the helicopter reports that the oil has impacted the Western shoreline of Suva harbour.

Q.5 What action will you take?

Q.6 The Minister of Fisheries requests advice on restricting fishing activities. Prepare a brief for the Minister.

SPREP/Marine Pollution Workshop/Report Annex 11/Spill Exercise Page 106

6. At 1230, the helicopter reports disappeared into the mangrove.

that the oil appears to have

Q.6 What action will you take.

GROUP 1 GROUP 2 GROUP 3 GROUP 4 GROUP 5

Patel Iuta F a i ' a i Enever Tiobech

Bel l Ravo Damian Boglio Salu

EXPERT GROUP

Pavia Kay Jones Zucker

Wind and Current Data - 2Q

Gangaiya Tukia Bani Stewart Madranchar

November 1984

Dufour Lum Pat ia le Bishop Garisau

Flores HelIan Koto Ny i t i e j Se levale

Winds

Surface currents

South East - 15 knots Forecast increasing to 20 knots by midday then diminishing to 10 knots by evening

Off-shore Within Harbour

1-1.5 knots westerly Clockwise circulation 0.2 knots

Harbour entrance 1.5 knots on flood and ebb

H4&& 2Q Nov. :

30 Nov.:

Low High Low High

Low High Low

0522 1153 1746 2349

0645 1249 1848

0.4 1.4

0.7

SUNRISE SUNSET

29 Nov. 0515 1822

WATER TEMPERATURE AIR TEMPERATURE

3Q NOV. 0515 1823

26.2 C 25-30 C


Page 107

API Speoi f ic gravity Pour point Flash point Viscos i ty at 38 C I n i t i a l bo i l ing point Final bo i l ing point

17.5 0.950 0 C

93 C 26.4 Cs

215 C 361 C

The F i j i draft National Contingency Plan appears at 11.2

Temperature curves are shown in Figure 1.

11.2 fiLflEI JiAUQMAL MARINE POLLUTION CONTINGENCY £LM - WI

General

The density of marine t r a f f i c to the ports of F i j i , and the offshore d r i l l i n g and exploration programmes which are underway, present a f a i r ly high r isk of marine pollution from co l l i s ions , stranding and other marine accidents. Such pollut ion can threaten amenity beaches, sea birds, marine l i f e in the i n t e r - t i d a l zones and the f ishery, with subsequent loss of revenue and protein sources.

The Ministry of Tourism, Transport and Civil Aviation has been designated as the government agency responsible for the implementation and enforcement of the Harbour Ordinance Act, as amended, and th i s Contingency Plan has been prepared by the Director of Marine on behalf of the Minister. This Plan i s subject to review and approval by the Emergency Services Committee (EMSEC) prior to promulgation.

2£oj2£ and introduction

This Plan is intended to delineate responsibilities for the operational response to marine incidents which could result in spillage of oil or other noxious materials into the waters of Fiji; such waters are defined in the Marine Spaces Act 1977. The Director of Marine will have lead agency responsibility for any incidents involving shipping and is empowered by law to intervene and take whatever measures are deemed necessary to prevent pollution or to expedite the flow of marine traffic when an accident occurs.


This Plan provides the framework for co-ordination of an integrated response by government agencies to protect the environment from the deleterious effects of pollution from spillages of oil or other noxious substances. It is intended to promote the development of local plans in the two major ports to respond to such incidents.

The objectives of th i s Plan are:

1. to develop appropriate systems for the detection and reporting of sp i l lages of oi l or other noxious materials or of incidents re lated to the operation of shipping which could r e su l t in such a sp i l l age ;

2. to ensure prompt response i s made to e i ther prevent pollut ipn or to r e s t r i c t the spread of the contaminants;

3 . to ensure that adequate protection i s provided for the public health and welfare and the marine environment;

4. to ensure that the correct response techniques are used to clean-up the pollution and that disposal of recovered product i s carried out in an environmentally acceptable manner;

5. to ensure that complete and accurate records are maintained of a l l expenditures to f a c i l i t a t e cost recovery.

The following government departments will act as resource agencies as required to support the actions of the F i j i Marine Department:

1. the Ports Authority of F i j i 2. the Royal F i j i Military Force 3. the Royal F i j i Police Force 4. the Petroleum Industry 5. the Department of Foreign Affairs 6. the Ministry of Fisheries 7. the Fire Services 8. the Ministry of Health

Notification aM a le r t ing procedures

When an incident occurs which could resu l t in marine pollution or there i s an actual spi l lage of o i l , t h i s should be reported to the Police Operations Centre who will advise f i r s t l y the Director of Marine for action and other agencies for information, in accordance with the l i s t in 11.5. Reports may also be made to Suva Radio, the appropriate Harbour Control Centre or Air Traffic Control Centre, who will then relay the report to the Police Operations Centre for dissemination.


Page 109

11.3 ORGANISATION (see chart , 11.6)

The Director of Marine has the overall responsibi l i ty to ensure that appropriate response i s made to any vessel re lated incident in the waters of F i j i . He wil l d i rect the various aspects of the operation and will be ass is ted by the appropriate surveyor, who will be the on-s i te representat ive for the Marine Department and act to co-ordinate a l l a c t i v i t i e s . He will pass regular s i tua t ion repor ts to the Police Operations and will also relay requests for additional resources through th i s Centre.

The Ports Authority of F i j i Port Master and his designated off icers wil l lead i n i t i a l response to incidents within the port l im i t s ; i f additional assistance i s required, they should request same through the Director of Marine.

The designated off icers are responsible for:

a) d i rect ing the employment of needed resources for prevention of pollut ion, containment, clean-up and disposal of any pol lutants and res tora t ion of the s i t e ;

b) providing a focal point of information for a l l agencies concerned;

c) preparing cost analysis and a detailed report covering a l l aspects of the s p i l l ; and,

d) col lect ing samples for possible analysis .

The Royal F i j i Military Force Maritime Component wi l l , subject to operational requirements, make a vessel available for dispersant spraying operations. If i t i s deemed necessary, a patrol craft may be dispatched to an incident s i t e to act as the on-scene command centre with the mandate to intervene if so ordered by the Minister of Tourism, Transport and Civil Aviation.

The Royal F i j i Police Force wil l make the f a c i l i t i e s of the i r Operations Centre available to receive and disseminate reports and updates on marine pollution incidents . If necessary, they will a s s i s t in evacuation from res ident ia l or indus t r ia l premises and exercise crowd and t r a f f i c control procedures at a s p i l l incident adjacent to the shore.


The Fire Services, as custodian of the s p i l l containment and recovery equipment, will arrange for transport to the s p i l l s i t e and provide operators for the equipment with the Marine Department, providing small support vessels for any required boom deployment.

The Ports Authority of F i j i wi l l , if required, provide a tug a t the incident s i t e f i t t ed with dispersant spraying equipment and pillow tank(s) .

The Petroleum Industry will provide tank trucks for transport of recovered oil or oil in water emulsions and will arrange for storage and eventual disposal of recovered o i l .

The Department of Foreign Affairs assisted by the Crown Law Office will be responsible for a l l negotiations with the vessel and cargo owners and ensurers and will also conduct a l l negotiations regarding compensation and indemnification.

The Ministry of Fisheries will provide sc ien t i f i c advice to the Director of Marine regarding species at r i sk , shoreline sens i t i v i ty , use of dispersant chemicals, beach cleaning methods, e t c .

The Ministry of Health will designate disposal areas for oily debris which are environmentally su i tab le .

In order to f a c i l i t a t e the foregoing division of tasks, the Director of Marine will form a sub-committee with representation from a l l the foregoing agencies. This sub-committee will formulate procedures for provision of resources and technical assistance and will address the various administrative and l o g i s t i c problems which can be foreseen. The sub-committee will meet at l eas t twice yearly and subsequent to any major spi l lage to review response procedures and necessary amendments to the Plan.

&P_U1 control and, clean-up procedures

An accurate assessment of a s p i l l incident i s essent ial before appropriate s p i l l controls and clean-up procedures can be implemented. Generally, containment and recovery are preferred, but in some instances i t may be necessary to use dispersant chemicals. Details of these various methods of oi l s p i l l clean-up may be found in Part IV of the IMCO Manual on Oil Pollution, "Practical Information on Means of Dealing with Oil Spil lages" and the Canadian publication "Basics of Oil Spi l l Clean-up".


Page 111

Disposal aL contaminants

Arrangements should be made for reception, storage and disposal of recovered oil or oil in water emulsions. Depending on the type of oil, eg. crude, refined or residual, it can be stored, separated and either refined or used as fuel by Carpenter Steel. With regard to contaminated debris, this can be disposed of by burning or burying. Technical assistance should be obtained from the Ministries of Health and Fisheries in the selection of disposal sites close to shoreline resources.

11.5 REPORTING AMP ALERTING LISTINGS

Agency

Director of Marine 1st Alternate 2nd Alternate

Ports Authority of Fiji 1st Alternate 2nd Alternate

Fire Services (24 hrs)

Fisheries Department 1st Alternate 2nd Alternate

Department of Foreign Affairs 1st Alternate 2nd Alternate

Crown Law Office 1st Alternate 2nd Alternate

Petroleum Industry 1st Alternate 2nd Alternate

Ministry of Health 1st Alternate 2nd Alternate

TelPbgae Number flans Bu-gioesa


11.6 TYPICAL OIL SPILL RESPONSE ORGANISATION

GOVERNMENT MINISTER or COMMITTEE

MARINE DEPARTMENT

ROYAL FIJI POLICE FORCE

ROYAL FIJI MILITARY

FORCE

FOREIGN AFFAIRS

INFORMATION/ PRESS OFFICER

FISHERIES DEPARTMENT

FIRE SERVICES

PORTS AUTHORITY

QF FIJI

CROWN LAW OFFICE

PETROLEUM INDUSTRY

MINISTRY OF HEALTH

1 1 . 7 AVAILABLE RESOURCES

Vessels

Roval F i l i Military Force

3 - wooden minesweepers LOA 48 metres SOA 12.5 knots (ex USN Bluebird c la s s )

1 - s t e e l survey vessel LOA 30 metres SOA 12 knots.

Marine Department

This Department operates a number of small cargo/passenger v e s s e l s and landing craft up to 100 f t in length, with some on permanent s ta t i on for the Divis ional Commissioner. The larger v e s s e l s have a well deck forward and would be su i table for use in dispersant spraying operations. Four tank barges -each of 4,000 - 6,000 ga l lons capacity.


Page 113

Fi1i Ports Authority

Harbour Tug CUMU 1250 HP LOA 30 metres.

Fishery Department

This Department has seven vessels ranging in size from 8 to 17 metres which could be utilized for water sampling and baseline studies in the event of a major incident.

Pacific Salvace Cpmpapy

PACIFIC SALVOR LOA 3^ metres 311 gross tons WALLACIA LOA 19 metres 100 gross tons RIGOROUS LOA 23 metres 80 gross tons

Three tank barges approximately 400 tons capacity.

Aircraft

There are no government aircraft, but there are a number of fixed wing aircraft and helicopters available for charter.

1 - Queenair 1 - Beechcraft Baron 2 - Britten-Norman I s l a n d e r s 1 - Twin Ot te r 1 - Bel l 206B Hel icopter 1 - Astar AS 350D - 850/1,000 l b s cargo capaci ty 1 - H i l l e r 12EJ4 - 1700 lbs cargo capaci ty

Note: He l i cop te r s a r e VFR equipped, l im i t ed t o 50 mi les over water with fuel caches e s t a b l i s h e d by Marine Department on in t e rmed ia t e i s l a n d s .

P o l l u t i o n Response Equipment

Petroleum Indus t ry : 2 - emergency t r a i l e r s in Suva, 1 in Vuda,

con ta in ing f i r s t a id equipment for s h o r e l i n e c lean-up

500 g a l l o n s of Spersol d i s p e r s a n t a t Vuda with backpack sp raye r s

1,000 f t . of 36" in shore boom 1 - Kcmara Disc Skimmer 15 TPH.

» l

10.000

8.000

6.000

5.000

4.000

3.000

7.000

1.000

< 800

§ 500

•< 400

300

80

70

60

50

10

30

1.000

800

600

500

400

300

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40

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4.000

3.000

2.000

1.500

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800

600 500

400

300

200

• 60

Temperature

too i?o 160 180 700

60 70 80 90 100 110

FIGURE 2 Annex 11/SDIII Exercise Page 115

C«M«» H> .

See Plan

Annex 11/Soill Exercise Page 116

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Annex 11 /Sp i l l Exercise Page 117

B O W

I P

2 P

3P

4 p

P U M P

R A K E

I S

2 S

3 S

4 S

H O U S E

CAPACITY 400 T o n n e s

E q u a l Volumes Each Tank

Annex 11/SDIII Exercise Paoe 118

FIGURE 5

rvr-T"'""'"'1""/""/".^ \ «9f N. ViT

SPREP/Marine Pollution Workshop/Report Annex 12/Critique

Page 119

MHBLJ2

SEMINAR CRITIQUE FORM

1. WHAT DID YOU LIKE BEST ABOUT THE SEMINAR?

2. WHAT DID YOU LIKE LEAST ABOUT THE SEMINAR?

3. WHICH METHOD OF PRESENTATION DID YOU PREFER?

(a) Video tapes with commentary?

(b) Lecture supported by slides and overhead transparencies (if any)

4. OTHER THAN LANGUAGE PROBLEMS, HOW WELL COULD YOU FOLLOW THE PRESENTATIONS?

WELL FAIR POOR

5. WERE THE ADMINISTRATIVE ARRANGEMENTS SATISFACTORY? (Comnent)

6. DID THE PROGRAMME COVER ALL THE MATTERS WHICH YOU EXPECTED? IF NOT, WHAT OTHER TOPICS SHOULD BE INCLUDED?

7. HOW, IN YOUR POSITION, COULD THE SEMINAR BE IMPROVED?

SPREP

A N N E X 1 J

CMTIFICHi

Annex 13/Certificate Paee 120

m IMO

This is to certify that

has participated in

THE SEMINAR ON MARINE POLLUTION PREVENTION, CONTROL AND RESPONSE

26 -30 November 1984 Suva, Fiji

organised by the

International Maritime Organization

and

South Pacific Regional Environment Programme

sponsored by

United Nations Environment Programme and

United States Coast Guard

M. Tupouniua Director, South Pacific Bureau for Economic Co-operation and

Chairman, SPREP Co-ordinating Group

T.M. Hayes Adviser on Marine Pollution Marine Environment Division International Maritime Organization London

SPREP/Marine P o l l u t i o n Workshop/Report Annex i V C l o s i n g Address

Page 121

ANNEX lit

CLOSING APPRESS

by

William H. Zucker South P a c i f i c Regional Environment Programme

On behalf of the South P a c i f i c Regional Environment Programme, I wish to thank a l l r e source people and p a r t i c i p a n t s for t h e i r s i g n i f i c a n t c o n t r i b u t i o n s t o t h e success of t h i s workshop. The wide range of exper t t e chn i ca l papers , country case h i s t o r i e s , contingency plans and l ega l a s p e c t s covered have provided a va luab le overview of one of the most cha l l eng ing environmental problems in the r eg ion . This was fu r the r h igh l igh t ed by the s p i l l e x e r c i s e which helped us focus on the many important d e t a i l s one has to consider when dea l ing with an ac tua l i n c i d e n t .

Our s p e c i a l thanks go to Cdr T. M. Hayes for h i s many c o n t r i b u t i o n s to both the t e c h n i c a l and o r g a n i z a t i o n a l a s p e c t s of the programme, inc lud ing the s p i l l e x e r c i s e . I wish a l so t o acknowledge the a d m i n i s t r a t i v e a s s i s t a n c e provided by SPC and by Honourable Mahe Tupouniua, Di rec tor of SPEC and Chairman of the SPREP Co-ord ina t ing Group, along with the Deputy D i r e c t o r , Dr P. Adams, in providing an e x c e l l e n t venue and the a s s i s t a n c e of t h e i r l e g a l o f f i c e r , Mr G. Linge, for l o c a l arrangements .

I hope t h a t t h i s Workshop s e rves as both a source of useful informat ion to a s s i s t in dea l ing with marine p o l l u t i o n and t o he ighten awareness of the p o t e n t i a l for co -ope ra t ive reponse in the P a c i f i c . Hopefully, you w i l l be ab le t o a t t e n d fu tu re workshops to main ta in information exchange and s t r e n g t h e n c a p a b i l i t i e s for handl ing marine p o l l u t i o n i n c i d e n t s .

$$*$$$$$$$$$$$$$$$$$$$* *$*$$$$$$$$$$$$$$$$$$$*$$$$$$