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Code on tanker operations to be issued
Marine Pollution Bulletin
IMO To Speed Up Measures The Secretary-General of the International Maritime Organization, Mr William A O'Neil, announced concern recently with the lack of speed of implementation of IMO initiatives and is considering ways of accelerating the process to improve maritime safety and prevent pollution from ships. He said that over the last few years IMO has initiated a number of measures and has looked into ways of ensuring that existing regulations are more effectively enforced but recent incidents have raised worldwide doubts about shipping safety in general and that of tankers in particular. It is a fact that nearly all of the proposals made in the last few weeks for improving existing standards are already being considered by IMO and some are nearing completion. Mr O'Neil wishes to examine ways and means of getting them into effect as quickly as possible and intends to present a series of proposals to the Maritime Safety Committee (MSC) for consideration at its 62nd session in May as well as to the Council in June and the Marine Environment Protection Committee (MEPC) in July. According to Mr O'Neil, "The existing system has achieved considerable success and the number of accidents and pollution incidents has gone down substantially over the years. Nevertheless, it depends upon all those involved playing their part and there is a great deal more that can be done." Among the measures currently being considered by IMO are the following: • Implementation." It is agreed this is presently the most important factor and IMO members must concentrate on ensuring that existing IMO regulations are fully complied with and effectively enforced. • Management." While governments have overall responsibility for ensuring implementation, shipowners and managers have, in some ways, an even more important front line role. IMO has already issued guidelines on management and in November this year it is expected that a new International Safe Management Code will be adopted. • Operational Factors: Human error is often blamed for causing most accidents. IMO believes that a high standard of crew ability is essential and that present levels need to be improved. • Improved Surveys'." Thorough surveys and stringent inspection schemes are essential to ensure that ships comply fully with IMO requirements. In 1988 IMO adopted a system that is intended to harmonize the survey requirements of a number of conventions and complete survey guidelines will be put to the Assembly next November. • f'ort State Control: Many countries have effective measures for carrying out these inspections to deal with sub-standard ships. • Tanker Design." In March 1992 IMO adopted a series of measures which will apply to all oil tankers ordered after 6 July this year. They include the mandatory provision of double-hulls or an alternative design known as the mid-height deck concept. • Phasing Out Old Ships." The world fleet is ageing and 172
casualty statistics show that older ships are more prone to accidents than younger ones. IMO has already introduced requirements fl)r the mandatory upgrading of older vessels. The tanker design measures adopted last year which are mandatory will apply to all 25 year old ships. • Navigational Safety: At the request of governments IMO has approved more than 100 mandatory traffic separation schemes around the world and has recommended 50 other routeing systems, including deepwater routes for tankers and areas to be aw)ided. • Accidents: IMO has adopted many instruments in order to ensure adequate and timely response to accidents as well as to provide schemes for compensation, manuals on combating pollution and contingency plans. In 1989 a new convention on salvage was adopted to provide salvage companies with proper payment for tackling accidents that threaten oil pollution. In 1990 another convention was adopted whose aim is to establish a worldwide system for responding to oil pollution incidents. • Rat!fication." Of the 37 legal treaties adopted by IMO, 26 are in force. In the last few years several conventions and other instruments have been adopted by IMO but have not yet become international law because they have not been ratified by enough governments. Others, which have entered into force internationally, are not widely implemented because they have not been ratified by large numbers of governments.
Code On Tanker Operations To Be Issued An agreement, announced in February, has been reached in principle on voluntary measures relating to tanker operations in sensitive areas around the UK. After a meeting between Department of Transport officials and representatives of national and international organizations representing oil companies, tanker operators and other organizations representing shipping interests under the chairmanship of Robin Bradley, Surveyor General, it was concluded that interim measures of a w)luntary nature would be promulgated by the industry by mid March in the form or a code. The code would then be transmitted by the United Kingdom government to the IMO for consideration and endorsement by the Maritime Safety Committee in May this year. The measures could be published internationally as an addition to the Ship Routeing document issued by the International Maritime Organization. The main proposal that the meeting agreed to in principle was the adoption of a voluntary scheme whereby tankers would avoid a number of sensitive areas. Detailed agreement on that scheme is planned for the end of February. It is too early to anticipate the detailed provisions of the code but it is intended by those concerned with its development that it will place restrictions on tankers operating in sensitive areas around the United Kingdom coast including the Fair Isle
Volume 26/Number 4"April 19t,~3
Strait, the Isles of Scilly, the Minches and the Pentland Firth. The meeting also agreed that greater attention would be placed on voyage planning and the need for the early advice to coastal states from Masters when tankers experience problems which effect the navigation of their vessels. Representatives of the international oil companies and tanker operators and others associated with tanker operations agreed that published guidance and procedures would be re-emphasized immediately by notification through their organizations. It was also agreed that the Code of Practice should include greater emphasis on the need for towing arrangements that are provided in accordance with the relevant IMO convention. These are interim measures and in no way preempt any recommendations which may result from the Donaldson Inquiry.
BP Sell Off Oil Spill Response Facility Aberdeen based Briggs Marine Environmental Services Limited is to purchase the BP Oil Spill Response Facility (OSRF) at Dundee, substantially increasing the firm's capability and confirming its position as the UK's leading pollution control company. BP will now join Briggs Oil Spill Call Out Club as a full-time member alongside the majority of North Sea oil companies, who along with BP have backed the environmental protection initiative since its inception three years ago. The move is seen by both companies as a natural progression in making the enhanced pollution control package more widely available to the oil industry. Since Briggs acquisition five years ago of BP's dedicated pollution control vessel MV Forth Explorer, which provides cover for the North Sea, the company has enjoyed a substantial growth. Last year Briggs added to its seagoing capability with the purchase of a second oil recovery ship, MV Seaspring, after negotiating a purchase agreement with the Government's Warren Spring Laboratory. Welcoming the move Chris Harris, Head of the Department of Transport's Marine Pollution Control Unit said, "'The integration of these two major resources emphasizes the industry's commitment to be able to respond rapidJy and efficiently to oil spillages;' Mr John Morgan, Deputy Chief Executive, BP Exploration, Europe said, "BP is well aware of its responsibility to the environment and while our efforts are mainly geared to preventing oil pollution, I believe this move will further enhance BP's oil spill response;"
Guillemot stricken by the paraffin spill off the Netherlands coast. Photo: Martijn de Jonge
February 1993 due to pollution with refined paraffinoil. The TNO Laboratory for Applied Marine Research in Den Helder recorded about 600 birds brought into bird rehabilitation centres along the coast. No obvious signs of pollution were found externally, but the birds showed a loose structure of the feathers and loss of waterproof quality. Living birds showed weakness and abnormal behaviour. Internal pathological examination did not prove any signs of underfeeding, parasites or infections, but most victims showed grastrointestinal problems. Chemical analysis of the feathers clearly confirmed pollution with a refined paraffin-oil, composed of C 14C20 alkanes. These compounds are known to dissolved the protective wax layer at the bird's feathers, thus impairing the insulating capacities of the animal. From beach surveys it is roughly estimated that between 10 000 and 20 000 seabirds were killed by this recent paraffin-oil spill. This is the third time that the TNO Laboratory has recorded an unusual high incidence of stranded seabirds due to pollution with oily substances other than crude oil or fuel oil. In 1989 approximately 10 000 guillemots died as a result of a palmoil/nonylphenol emulsion occurring in Dutch coastal waters. In 1990 approximately 1000 guillemots died due to a nonylphenol/ dodecylphenol spill. The findings will be presented by the Dutch government to IMO-platforms in order to promote MARPOLregulations with regard to non- or moderately-toxic oily substances that can be a threat to seabirds. ,VIARTHN SCHOLTEN
New Zealand and Oil Guillemot Stranding Caused by a Paraffin Oil Spillage Numerous seabirds (guillemots and, to a lesser extent, auks and kittiwakes) became stranded on the North Sea coast of the Netherlands between 20 January and 10
News of further oil tanker accidents threatening coastal fisheries and other marine life is yet again concentrating the minds of countries lacking a coherent oil spill contingency plan. New Zealand has thus far avoided a major spill, but with 15 000 kms of coastline and a reliance on oil carried in by increasingly ancient 173
IMO To Speed Up Measures The Secretary-General of the International Maritime Organization, Mr William A O'Neil, announced concern recently with the lack of speed of implementation of IMO initiatives and is considering ways of accelerating the process to improve maritime safety and prevent pollution from ships. He said that over the last few years IMO has initiated a number of measures and has looked into ways of ensuring that existing regulations are more effectively enforced but recent incidents have raised worldwide doubts about shipping safety in general and that of tankers in particular. It is a fact that nearly all of the proposals made in the last few weeks for improving existing standards are already being considered by IMO and some are nearing completion. Mr O'Neil wishes to examine ways and means of getting them into effect as quickly as possible and intends to present a series of proposals to the Maritime Safety Committee (MSC) for consideration at its 62nd session in May as well as to the Council in June and the Marine Environment Protection Committee (MEPC) in July. According to Mr O'Neil, "The existing system has achieved considerable success and the number of accidents and pollution incidents has gone down substantially over the years. Nevertheless, it depends upon all those involved playing their part and there is a great deal more that can be done." Among the measures currently being considered by IMO are the following: • Implementation." It is agreed this is presently the most important factor and IMO members must concentrate on ensuring that existing IMO regulations are fully complied with and effectively enforced. • Management." While governments have overall responsibility for ensuring implementation, shipowners and managers have, in some ways, an even more important front line role. IMO has already issued guidelines on management and in November this year it is expected that a new International Safe Management Code will be adopted. • Operational Factors: Human error is often blamed for causing most accidents. IMO believes that a high standard of crew ability is essential and that present levels need to be improved. • Improved Surveys'." Thorough surveys and stringent inspection schemes are essential to ensure that ships comply fully with IMO requirements. In 1988 IMO adopted a system that is intended to harmonize the survey requirements of a number of conventions and complete survey guidelines will be put to the Assembly next November. • f'ort State Control: Many countries have effective measures for carrying out these inspections to deal with sub-standard ships. • Tanker Design." In March 1992 IMO adopted a series of measures which will apply to all oil tankers ordered after 6 July this year. They include the mandatory provision of double-hulls or an alternative design known as the mid-height deck concept. • Phasing Out Old Ships." The world fleet is ageing and 172
casualty statistics show that older ships are more prone to accidents than younger ones. IMO has already introduced requirements fl)r the mandatory upgrading of older vessels. The tanker design measures adopted last year which are mandatory will apply to all 25 year old ships. • Navigational Safety: At the request of governments IMO has approved more than 100 mandatory traffic separation schemes around the world and has recommended 50 other routeing systems, including deepwater routes for tankers and areas to be aw)ided. • Accidents: IMO has adopted many instruments in order to ensure adequate and timely response to accidents as well as to provide schemes for compensation, manuals on combating pollution and contingency plans. In 1989 a new convention on salvage was adopted to provide salvage companies with proper payment for tackling accidents that threaten oil pollution. In 1990 another convention was adopted whose aim is to establish a worldwide system for responding to oil pollution incidents. • Rat!fication." Of the 37 legal treaties adopted by IMO, 26 are in force. In the last few years several conventions and other instruments have been adopted by IMO but have not yet become international law because they have not been ratified by enough governments. Others, which have entered into force internationally, are not widely implemented because they have not been ratified by large numbers of governments.
Code On Tanker Operations To Be Issued An agreement, announced in February, has been reached in principle on voluntary measures relating to tanker operations in sensitive areas around the UK. After a meeting between Department of Transport officials and representatives of national and international organizations representing oil companies, tanker operators and other organizations representing shipping interests under the chairmanship of Robin Bradley, Surveyor General, it was concluded that interim measures of a w)luntary nature would be promulgated by the industry by mid March in the form or a code. The code would then be transmitted by the United Kingdom government to the IMO for consideration and endorsement by the Maritime Safety Committee in May this year. The measures could be published internationally as an addition to the Ship Routeing document issued by the International Maritime Organization. The main proposal that the meeting agreed to in principle was the adoption of a voluntary scheme whereby tankers would avoid a number of sensitive areas. Detailed agreement on that scheme is planned for the end of February. It is too early to anticipate the detailed provisions of the code but it is intended by those concerned with its development that it will place restrictions on tankers operating in sensitive areas around the United Kingdom coast including the Fair Isle
Volume 26/Number 4"April 19t,~3
Strait, the Isles of Scilly, the Minches and the Pentland Firth. The meeting also agreed that greater attention would be placed on voyage planning and the need for the early advice to coastal states from Masters when tankers experience problems which effect the navigation of their vessels. Representatives of the international oil companies and tanker operators and others associated with tanker operations agreed that published guidance and procedures would be re-emphasized immediately by notification through their organizations. It was also agreed that the Code of Practice should include greater emphasis on the need for towing arrangements that are provided in accordance with the relevant IMO convention. These are interim measures and in no way preempt any recommendations which may result from the Donaldson Inquiry.
BP Sell Off Oil Spill Response Facility Aberdeen based Briggs Marine Environmental Services Limited is to purchase the BP Oil Spill Response Facility (OSRF) at Dundee, substantially increasing the firm's capability and confirming its position as the UK's leading pollution control company. BP will now join Briggs Oil Spill Call Out Club as a full-time member alongside the majority of North Sea oil companies, who along with BP have backed the environmental protection initiative since its inception three years ago. The move is seen by both companies as a natural progression in making the enhanced pollution control package more widely available to the oil industry. Since Briggs acquisition five years ago of BP's dedicated pollution control vessel MV Forth Explorer, which provides cover for the North Sea, the company has enjoyed a substantial growth. Last year Briggs added to its seagoing capability with the purchase of a second oil recovery ship, MV Seaspring, after negotiating a purchase agreement with the Government's Warren Spring Laboratory. Welcoming the move Chris Harris, Head of the Department of Transport's Marine Pollution Control Unit said, "'The integration of these two major resources emphasizes the industry's commitment to be able to respond rapidJy and efficiently to oil spillages;' Mr John Morgan, Deputy Chief Executive, BP Exploration, Europe said, "BP is well aware of its responsibility to the environment and while our efforts are mainly geared to preventing oil pollution, I believe this move will further enhance BP's oil spill response;"
Guillemot stricken by the paraffin spill off the Netherlands coast. Photo: Martijn de Jonge
February 1993 due to pollution with refined paraffinoil. The TNO Laboratory for Applied Marine Research in Den Helder recorded about 600 birds brought into bird rehabilitation centres along the coast. No obvious signs of pollution were found externally, but the birds showed a loose structure of the feathers and loss of waterproof quality. Living birds showed weakness and abnormal behaviour. Internal pathological examination did not prove any signs of underfeeding, parasites or infections, but most victims showed grastrointestinal problems. Chemical analysis of the feathers clearly confirmed pollution with a refined paraffin-oil, composed of C 14C20 alkanes. These compounds are known to dissolved the protective wax layer at the bird's feathers, thus impairing the insulating capacities of the animal. From beach surveys it is roughly estimated that between 10 000 and 20 000 seabirds were killed by this recent paraffin-oil spill. This is the third time that the TNO Laboratory has recorded an unusual high incidence of stranded seabirds due to pollution with oily substances other than crude oil or fuel oil. In 1989 approximately 10 000 guillemots died as a result of a palmoil/nonylphenol emulsion occurring in Dutch coastal waters. In 1990 approximately 1000 guillemots died due to a nonylphenol/ dodecylphenol spill. The findings will be presented by the Dutch government to IMO-platforms in order to promote MARPOLregulations with regard to non- or moderately-toxic oily substances that can be a threat to seabirds. ,VIARTHN SCHOLTEN
New Zealand and Oil Guillemot Stranding Caused by a Paraffin Oil Spillage Numerous seabirds (guillemots and, to a lesser extent, auks and kittiwakes) became stranded on the North Sea coast of the Netherlands between 20 January and 10
News of further oil tanker accidents threatening coastal fisheries and other marine life is yet again concentrating the minds of countries lacking a coherent oil spill contingency plan. New Zealand has thus far avoided a major spill, but with 15 000 kms of coastline and a reliance on oil carried in by increasingly ancient 173