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Oil Pollution Statistics

Oil discharges occur from ships as well as from a number of sources, such as industrial discharges and urban run-off, natural resources, exploration and production and the atmosphere (see Figure 1).

Figure 1 - sources of oil entering the marine environment

Figure 1 - US Academy of Sciences estimate of the sources of oil entering the marine environment

The International Oil Spill Intelligence Report Data Base shows that spills of oil in the calendar year 1995 attributable to maritime activities are linked to a variety of sources including vessels, pipelines, storage tanks, rigs and facilities (see Figure 2).

Figure 2 - sources of oil spills worldwide 1995

Figure 2- Sources of Oil Spills Worldwide 1995, derived from the International Oil Spill Intelligence Report

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The Oilspill Database

Accurate statistical data required for strategic planning is also needed to respond to an increasing number of queries from the media, interest groups and the general public. It also provides valuable input to Government projects such as the State of the Marine Environment Report. Statistics also provide a measure of the effectiveness of the pollution prevention measures being progressively implemented.

AMSA uses the following definitions in maintaining the database:

'Oil discharges' refers to any discharges or suspected operational discharges of oil from (a) vessel(s) in excess of the permitted discharge rate under MARPOL (generally 15 parts per million oil in water).

'Oil spills' refers to accidental spills resulting from incidents such as groundings or collisions as well as spills during bunkering resulting from overflow of tanks, burst hoses, etc.

AMSA's OILSPILL database currently contains almost 3800 records. Information is entered from the following sources:

oil discharge reports received through AMSA's Maritime Rescue Co-ordination Centre (MRCC), which includes reports from aircraft (Coastwatch, RAAF and civil) as well as from vessels at sea;
records of National Plan expenditure in responding to reported spills;
monthly incident reports submitted by State authorities;
other sources (eg Department of Primary Industries and Energy, industry).

At least 25% of the reports received by AMSA are ultimately not entered onto the database. Reasons for not entering a reported pollution sighting include where the sighting is or is strongly suspected to be one of the following:

land sourced, including tank farms, road tanker accidents, drains or road runoff after heavy rain (unless National Plan response costs are incurred); or
coral spawn, taking into account the location of the report and the time of the year; or
discoloured water with no sheen; or
washings of coal dust from bulk carriers which have departed from a coal port; or
discharge from a sewage outfall.

Reports of maritime incidents where there is no reported pollution are not entered unless there are preventative measures taken which incur costs under National Plan arrangements.

While AMSA makes every effort to ensure the OILSPILL database is as complete as possible, the reliability and completeness of the data cannot be guaranteed, as only those incidents reported to AMSA can be included.

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Oil Pollution Statistics 1991/1992 to 1995/1996

There were 1329 oil discharge sightings and oil spills reported in the five year period from the 1991/1992 financial year to 1995/1996 inclusive. Of these, the National Plan was involved in 113. The breakdown for each year is shown in figure 3.

Figure 3 - oil discharge sightings

Figure 3 - Oil Discharge Sightings

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Oil Pollution Sources

Figure 4 indicates the types of vessels from which discharges were reported during the five year period. Fishing vessels continue to be the main single source of oil discharge sightings. Where a vessel type is not identified, this generally means that a large vessel has been seen from the air and cannot be classified.

Figure 4 - discharge sources by vessel type

Figure 4 - Discharge Sources by Vessel Type

The sources of 755 sightings during the period were not identified, although the majority are assumed to be ship-sourced.

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Incidents in Australian Waters 1995/1996

During the reporting year, AMSA received 349 reports of oil discharge sightings, both confirmed and unconfirmed, including 28 accidental spills resulting from incidents such as grounding, collisions and tank overflow during bunkering. Over 74% of reported oil discharges occurred within port limits and appropriate cleanup or monitoring action was undertaken by the port authority or relevant oil terminal. In 12 incidents, AMSA was involved under National Plan arrangements. Of the 349 sighting reports, 86 were ship, oil rig or land sourced. The source of the remainder could not be identified, although the location and nature of these incidents indicated a ship source. The National Plan was mobilised to respond to several incidents where pollution was threatened but did not eventuate, including the oil tanker Aladdin which suffered structural damage en route to Port Stanvac, South Australia, in August 1995; the bulk carrier Sea Crane, which grounded near Wallaroo, South Australia, in December 1995 and the bulk carrier Pernas Arang which suffered engine failure off Coffs Harbour in February 1996.

Three incidents were reported to the flag State of the vessels involved. Legal action was concluded under Commonwealth legislation in respect of one incident during the reporting period. This action resulted from an incident on 27 September 1993 when an RAAF Orion aircraft reported observing and photographing the Australian dry bulk carrier River Torrens trailing a slick 15 nm west of Kangaroo Island, SA. The matter was heard in the SA Magistrates Court on 10 July 1995 and the owners of River Torrens were convicted and fined $10,000. At the conclusion of the reporting period, legal action was being considered in respect of four pollution incidents, including two involving the disposal of garbage.

A brief outline of some significant incidents is provided:

Iron Baron Incident

*Further details of this incident are provided in the Tasmanian section

On 10 July 1995, the BHP-chartered bulk carrier Iron Baron ran aground on Hebe Reef at the entrance to the Tamar River in northern Tasmania. Shortly after the grounding, it was confirmed that bunker fuel oil, later estimated at around 325 tonnes, had escaped.

The ship's crew were safely evacuated, while National Plan response arrangements were initiated by the Port of Launceston Authority. Weather conditions further deteriorated and with the prevailing tidal conditions, oil affected foreshores along the Tamar River estuary and some beaches to the east of Hebe Reef. Oil also impacted shorelines to the west as far as Port Sorell and the Rubicon River estuary. There was significant impact on wildlife, particularly on little (fairy) penguins.

The response to the oil spill was one of the largest ever mounted under the National Plan and the first major test since a comprehensive review of the National Plan was completed in 1993. More than 500 people from a number of organisations around Australia were involved in the response. AMSA prepared and provided On Scene Spill Model predictions of how and where the oil slick could move and deployed 21 AMSA and interstate personnel to the site over the period of the response. AMSA also supplied National Plan booms, skimmers, spray bucket and dispersants.

Pumping oil into oil recovery tanks on board the Iron Baron.

While work continued to refloat the Iron Baron, clean-up of affected shorelines was under way. On 11 July 1995, a wildlife centre was established at Low Head Pilot Station and treatment and rehabilitation of affected wildlife began. Over the period of the incident, some 2060 little penguins and a number of cormorants, pelicans and water rats were treated at Low Head. Of the penguins treated (not including penguins euthanased or dead on arrival, of which there were less than 100), 99% were successfully rehabilitated and released.

Little penguins awaiting pool rehabilitation
Little (fairy) penguins awaiting pool rehabilitation.

The ship was refloated on 16 July 1995 and the vessel moved to an anchorage, some two miles offshore. The Port of Launceston Authority imposed a number of conditions to be met in relation to port safety and environmental protection before the vessel could enter port.

There was further oil released from under the ship following the refloating, some of which was successfully collected at sea while some impacted Bakers Beach and the Rubicon River estuary in the vicinity of Port Sorell. Several Bass Strait near shore islands were impacted. These islands were also the scene of a concentrated wildlife collection effort.

Cleaning the foreshores at Low Head.

Following advice that major structural damage had occurred to the Iron Baronand, with the ship's condition reported to be deteriorating and adverse weather predicted, BHP Transport sought approval from the Environment Protection Agency (Commonwealth) for a disposal permit. A suitable site some 53 nautical miles east of Flinders Island was identified by the EPA. After being towed to the site, the Iron Baron sank around 7.30 pm, 30 July 1995.

A review was subsequently conducted into the response to the Iron Baron oil spill and completed in January 1996. The review group included senior representatives from the Port of Melbourne Authority, AMSA's Ship and Personnel Safety Services, the WA Department of Transport, The Marine and Coastal Community Network and a former director of the Tasmanian National Parks and Wildlife.

Breakdown Incident, Explorer LT, Torres Strait

On 9 November 1995, the motor tanker Explorer LT, carrying a cargo of bulk caustic soda liquid, 400 tonnes of heavy bunkers and 200 tonnes of diesel fuel, reported engine failure during its passage through the Torres Strait bound for Gove. In view of the environmental sensitivity of the Torres Strait, AMSA issued a notice under the Protection of the Sea (Powers of Intervention) Act 1981 to the owner, charterer and master of the ship to arrange for the vessel to be removed from its anchorage in the Torres Strait to Gove to discharge its cargo and be assessed for fitness. The notice included a requirement for tug escort of the vessel while transiting the Torres Strait. Following temporary engine repairs, the vessel successfully navigated Torres Strait under its own power and with the required tug escort. The salvage tug was released on completion of the Torres Strait transit in order to attend another emergency in the Torres Strait.

Oil slick and investigation, Cape Otway

On 15 December 1995, the sighting of an oil slick measuring approximately 7 nautical miles long by 200 metres wide at a position 7 nautical miles ssw of Cape Otway lighthouse, Victoria, was reported to AMSA. On AMSA's behalf, the Port of Melbourne Authority initiated and coordinated the response, which included the spraying of an estimated 800 litres of oil dispersant over the slick.

An oil tanker registered in the Bahamas was sighted in the vicinity of the slick and investigations by AMSA with a view to prosecuting are continuing.

The incident occurred outside the jurisdiction of the Victorian Pollution of Waters by Oil and Noxious Substances Act 1986 but within Australian territorial waters and is therefore subject to the Commonwealth Protection of the Sea (Prevention of Pollution from Ships) Act 1983.

Wharf tar spill, Whyalla

On 4 February 1996, during ship loading operations, an estimated three tonnes of coal tar leaked into Whyalla Harbour from a pipe under the wharf. A significant amount of tar settled on the bottom of the harbour. Initial actions were to stop the pumping and drain the tar line. Suction trucks were used to remove floating globules of the tar contained by a mooring line boom. National Plan equipment including sorbent material was used in the cleanup which, favoured by weather conditions, was completed by BHP, Santos and SA Ports Corporation staff within the day.

Pernas ArangSpill threat, Coffs Harbour

A significant pollution incident was averted in February following coordinated salvage of the Malaysian registered bulk carrier Pernas Arang. On 14 February 1996, the ship, with 860 tonnes of heavy fuel oil and 130 tonnes of diesel on board, suffered engine failure. In gale force winds and high sea and swell conditions, the vessel drifted and dragged its anchor at intervals off Coffs Harbour, near the environmentally sensitive Solitary Islands Marine Reserve. A National Plan coordinated effort included the formulation of a response plan in the event of an oil spill and assessment of environmental protection priorities. Under threat were extremely sensitive areas consisting of mangroves, saltmarshes and areas used for feeding and roosting by protected species of birds. Also threatened were highly sensitive areas consisting of oysters, seagrass beds and areas used by non-protected birds and commercial shipping. National Plan, Newcastle Port Corporation and Sydney Ports Corporation equipment, including shoreline and general purpose boom, was deployed to the area and placed on standby. The Pernas Arang was successfully taken in tow on 17 February 1996 by the United Salvage tug, Austral Salvor. It was towed into Newcastle harbour, where repairs were effected.

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last updated:
18 June 2001