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Pollution Incidents

Pollution Database

Accurate statistical data required for spill response strategic planning provides a valuable resource to assist in responding to an increasing number of enquiries from the media, interest groups and the general public. This data also provides valuable input for risk assessment, government projects and is an indication of the effectiveness of the pollution prevention measures being progressively implemented.

AMSA maintains a marine pollution database, which currently contains over 7,400 records. AMSA uses the following definitions in maintaining the database:

‘Oil discharges’ refers to any discharges or suspected operational discharges of oil from a vessel or vessels 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.

Information is entered from the following sources:

• Oil discharge reports received by AMSA’s, which includes reports from aircraft (Coastwatch, RAAF and civilian) as well as from vessels at sea;
• Records of National Plan expenditure in responding to oil spills;
• Incident reports submitted by State/NT authorities; and
• Reports from other sources (eg Commonwealth agencies, industry, the public).

At least 25 per cent of the reports received by AMSA are 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 some response activity is required and/or National Plan response costs are incurred);
• Coral spawn or marine algae or similar occurrence, taking into account the location of the report and the time of the year;
• Discoloured water with no sheen;
• Washings of coal dust from bulk carriers; or
• Discharge from a sewage outfall.

The completeness of the information included in this database cannot be guaranteed, as only those incidents reported to AMSA are included. AMSA does, however, make every effort to ensure the data is as comprehensive as possible.

Oil Pollution Statistics for 2006-2007

There were 174 oil discharge sightings and oil spills reported during 2006-2007. Some form of National Plan response was required for 82 of these and range from simply advising relevant stakeholders and seeking further information to full mobilisation of personnel and equipment. Figure 1 shows a break up of sources of reported oil spills during 2006-2007.

Figure 1 - Reported Oil Spills during 2006-2007

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Oil Pollution Sources

Figure 2 indicates the types of vessels from which discharges were reported during 2006-2007. The source of six sightings during the period was not identified, although the majority are assumed to be ship-sourced.

Figure 2 - Discharge Sources by Vessel Type

Chemical Pollution Statistics for 2006-2007

There were no ship-sourced chemical spills reported during 2006-2007.

Incidents in Australian Waters 2005-2006

Pasha Bulker , Newcastle, NSW – 8 June 2007

On 8 June 2007 during a fierce storm with gale force winds and high seas the bulk carrier Pasha Bulker was grounded on Nobby’s Beach at Newcastle, New South Wales.  During the three-week salvage operation, which resulted in the ship being refloated on 2 July 2007, there was a risk of oil pollution from the 700 tonnes of fuel oil on board and National Plan personnel and equipment was kept on 24-hour standby. However, apart from a small quantity of lubricating oil that escaped into the sea when the propeller section was damaged during the refloating operation, there was no oil pollution.

When the incident occurred, the National Plan was immediately activated with NSW Maritime taking the role as the lead response agency.  Newcastle Port Corporation’s Harbour Master assumed the role of Incident Controller.  

Newcastle Port Corporation and NSW Maritime were supported by other State agencies as part of the State’s emergency management arrangements including Sydney Ports Corporation, Port Kembla Port Corporation, the Department of Environment and Climate Change and the State Emergency Management Committee.

Two AMSA surveyors performed the role of Casualty Coordinator on the ship in Newcastle.  They provided operational coordination between the salvor and other authorities during the salvage operation. 

National Plan resources were sent to Newcastle, with response personnel traveling from Canberra, Victoria, Queensland, South Australia, Western Australia and New Zealand. National Plan equipment was relocated to Newcastle from stockpiles in Brisbane and Sydney and the Australian Marine Oil Spill Centre (AMOSC) in Victoria to augment local port resources.

The AMSA emergency towage vessel Pacific Responder was released from its contract providing emergency towage services in the Torres Strait and Great Barrier Reef to go to Newcastle. This was in response to a request by the salvage company, which had been unable to source an anchor handling vessel in the commercial sector within the timeframe set by optimum tidal conditions for the attempted refloat of the ship. The Pacific Responder performed the anchor-handling role and assisted putting a tow line onto the vessel during the refloat operation.

The National Plan response was deactivated on 4 July 2007, after the ship was towed into the port at Newcastle and safely berthed.

Following the incident, AMSA coordinated an independent analysis of the National Plan response operation as part of the National Plan’s continuous improvement process.

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