ACCIDENT OF THE OIL TANKER BALTIC CARRIER OFF THE DANISH COASTLINE

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1 ACCIDENT OF THE OIL TANKER BALTIC CARRIER OFF THE DANISH COASTLINE FINAL REPORT European Task Force in Denmark from 1st to 5 April, 2001 Gilles Vincent, (European Commission) Bernard Le Guen, Cedre, France Stéphane Le Floch, Cedre, France European Task Force in Denmark Final Report S. Le Floch B. Le Guen / Cedre

2 ii Table of contents INTRODUCTION 1 PART 1: SUMMARY OF THE ACCIDENT AND ENVIRONMENTAL DATA Summary of the accident: Type of the shoreline and level of pollution Weather conditions 3 PART 2: TASK FORCE VISITS ON SITE Day 1 (2 nd April 2001) Day 2 (3 rd of April) End of the Task Force mission 10 PART 3: RECOMMANDATIONS AND ISSUES ARISING FROM THE VISITS ON SITE AND FROM THE DISCUSSIONS WITH THE DANISH EMERGENCY MANAGEMENT AGENCY The future cleaning operations Monitoring programme 10

3 1 INTRODUCTION This report describes the mission and recommendations of the European Task Force that went to Denmark from 1 st to 5 April 2001 in relation to the oil spill resulting from the collision between the bulk carrier Tern and the oil tanker Baltic Carrier at the maritime border between Germany and Denmark on March 29 th in the early morning (Figure 1). The report contains three parts: Part 1 presents the summary of the incident, the environment and the maritime weather conditions prevailing in this area, Part 2 is the account of the experts visits on site, Part 3 presents their recommendations and issues arising from observations of the response on the shore (techniques used for cleaning and command structure) and from discussions held with the directorate of the Danish Civil Protection. Following a request from the Danish authorities, The European Commission decided to send the European Task Force in order to help the Danish authorities to define the best means of minimising the damage of the spill and to ensure the recovery of affected areas. To this end, G. Vincent (European Commission), B. Le Guen (Cedre) and S. Le Floch (Cedre) were commissioned on site to provide their expertise. Denmark Sweden Polluted area Møn island Falster island Localisation of the accident Figure 1: Localisation of the collision between the Baltic carrier and the Tern.

4 2 PART 1: SUMMARY OF THE ACCIDENT AND ENVIRONMENTAL DATA 1.1. Summary of the accident: In the morning of the 29 th of March 2001 at (L.T.), the cargo Tern and the tanker Baltic Carrier collided in the Baltic sea at the position 54 43N and 12 35E (Figure 1). The bulk carrier Tern, flying the Cyprus flag, which was carrying sugar from Cuba to Latvia by way of Rostock in Germany, ran into the tanker Baltic Carrier, under Marshall Island flag, which was carrying Tons of Heavy Fuel Oil 380 produced by UK Texaco, from Estonia to Sweden. The bulb of the cargo struck sharply the tanker at the level of the tank 6 that contained approximately Tons of oil (Photos 1 and 2). Photo 1: Baltic Carrier after the collision. Photo 2: hole in the starboard side of the tank number 6. The release of Heavy FO began immediately and the 29 th an emergency plan was implemented. An air survey, organised by the Danish air force, enabled to observe a slick at the sea surface. Due to the conditions at sea and the extent of boat damages, the personnel failed to control the release of oil. The slick began to drift with the wind and prevailing ocean currents towards Danish shoreline. At GMT, the slick went across the Grønesund strait and reached the coast of Bogø, Møn and Falster islands (Figure 2). The main working spots were located in this area (Figure 3). On Friday 30 th March, the Danish Environmental Protection Agency arrived in Stubbekøbing area in order to organise the collection of the oil that was stranded on beaches. Four days after the accident, the oil collected at sea was estimated around 940 Tons, 15 vessels were involved in the operations, and the amount of oil collected on the shoreline was estimated around 630 Tons, 220 persons participated in the cleaning operations. During our survey, the total known shoreline affected was estimated between 30 and 50 km but we did not perform a more precise survey due to time constraints.

5 3 Bogø Møn Falster Figure 2: Oil slick drift Type of the shoreline and level of pollution The affected shoreline consisted mainly of wetlands and shingle beaches. During the survey it was possible to estimate that between 10 and 20 km of wetlands were contaminated. From sea to land, the first meter of this specific coastline, which is very sensitive, was highly polluted: oil was trapped by the reed stalks. Fenefjord is an area protected by law (bird sanctuary). The pollution on shingle beaches was heterogeneous and different levels of contamination were observed. The biggest slicks, which were collected by heavy equipment, were located inbays Weather conditions At sea, immediately after the accident, the weather conditions (no wind, 2,5 m waves) made operations at sea difficult. However, during the period of the Task Force mission, the meteorological conditions were ideal for oil recover at sea (no wind, no waves).

6 4 A, site 1 site 2 B, site 3 Bogø C, site 4 E, site 6 Møn site 10 site 5 D, site 9 F, site 8 site 7 G Falster H Figure 3: The main working spots at the 2 nd April 2001 (A, B, C, D, E, F, G and H) and sites that we visited (1, 2, 3, 4, 5, 6, 7, 8, 9 and 10). PART 2: TASK FORCE VISITS ON SITE The experts visited some of the polluted sites during the 2 nd and 3 rd April Day 1 (2 nd April 2001) The expertise started with a briefing at the operational headquarters at Stubbekøbing. The On Scene Commander (from the Danish Civil protection) told us that 16 km of shoreline had been reached by oil and divided for operational reasons in 8 zones (A, B, C, D, E, F,G and H). Taking into account that the weathering processes of the oil were quite limited, the Danish authorities estimated that about 50 % of the oil discharged from the tanker had thus been recovered. About 220 persons from the Civil protection and volunteers were involved on the working sites. After this overview, we moved to the working sites on the island of Bogø to visit 5 sites.

7 5 Site 1: (Photos 3 to 6) The most important one (also the mobile headquarters). It included two slicks of about 100 m 2 contained with booms. The collecting operations were ongoing on one slick. They consisted of the transfer of oil from the shore to a provisional storage container before being transported for treatment (burning in an incineration factory). The Civil protection decided to rent heavy equipment such as backhoe and front-end loader in order to collect the oil on beaches. Photo 3 Photo 4 Photo 5 Photo 6 Site 2: (Photos 7 & 8) On this site, a smaller slick was contained with two small sediment dikes. The recovery was performed with a vacuum truck. In the vicinity, several people collected patches of oil with shovels and dustbins. Photo 7 Photo 8

8 6 Site 3: (Photo 9) A small site where the primary cleaning had just been completed. It illustrated the difficulties for the secondary cleaning phase regarding the cleaning of rocks and of shoreline vegetation. Photo 9 Site 4: Similar to site 1. Site 5: (Photos 10 & 11) The site is highly sensitive due to the nature of the shoreline (marshland) which made the access more difficult. During the survey, a big slick (estimated about 300 tons) was discovered and a nearly continuous pollution of the shoreline over almost 1 km was observed. Photo 10 Photo 11 In the evening of day 1, experts participated in a one-hour debriefing with Kolonnechef F. Nielsen at the headquarters in Stubbekøbing. During the exchange of views, the following questions were addressed: the possibility of further developing pumping techniques less damaging for the environment than backhoe or front-end loader, the need to prevent the dissemination of the pollution, particularly during the transfer operations and around the temporary storage site, in order to facilitate the second phase of cleaning, the specific difficulties associated with site 5, the precautions taken regarding human health aspects in relation to responders, the strategy adopted regarding oiled birds.

9 Day 2 (3 rd of April) This day was devoted to finalizing the operational field survey started the day before and to come back to some specific sites. Back to site 1: (Photos 12 & 13) The collecting operations were in progress and the amount of oil was considerably reduced. If we take into account only the quantities of oil collected, it is clearly apparent that the mechanical shovel was efficient. On the other hand, the amount of recovered sand was huge with regard to the quantity of oil. The beach facies was completely turned up side down due to the mechanical tools. Photo 12 Photo 13 Site 6: (Photos 14 & 15) This site was located on a small dike with a channel for water that connects the Bogø island to the Møn island. In order to prevent the contamination of the Letten sea, two booms were deployed. A vacuum truck pumped a slick between adjacent rocks with success. Photo 14 Photo 15 Site 7: (Photo 16 & 17) A second mobile headquarters was located on this site near a quarry. The headquarters covered the needs for a 4-km long shoreline of shingle beaches. Operations were ongoing due to new oil arrivals, two backhoes were involved in the collecting operations.

10 8 Photo 16 Photo 17 Site 8: (Photos 18 & 19) Back to Bogø, this site was situated near the entrance of the Fanefjord bird sanctuary, which was protected by a long boom (300 metres). At this location, the shoreline included a bed of reeds. Photo18 Photo 19 Site 9: (Photos 20 & 21) A medium-size slick contained with a boom was being collected with two backhoes and one front-end loader. Photo 20 Photo 21 Site 10: (Photos 22 & 23) This site was characterised by the presence of three excavations used as temporary storage for collected oil and sand.

11 9 Photo 22 Photo 23 Back to site 5: (Photos 24 to 27) Considerable work had been performed since the previous day. A boom contained the slick and two backhoes collected the oil. The Civil protection team planned to build a road with sheets of metal in order to facilitate the shoreline access. Photo 24 Photo 25 Photo 26 Photo 27 Day 2 was closed by a debriefing with section leader Hans Bruhn at the headquarters in Stubbekøbing. From a general standpoint, the mechanical recovery could be considered efficient regardless of the environmental impacts of the heavy equipment involved in the operations. For site 5, suggestions were made to adapt techniques to the forecast for the next two days.

12 10 For sites 6 and 8, suggestions were made regarding the positioning of booms. Concerning the amount of oil collected, the Danish authorities gave us the following figures: 250 tons of oil fund in the bulb of the MS Tern 965 tons recovered at sea 250 tons collected on shore during March 31 st 350 tons collected on shore during April 1 st 130 tons collected on shore during April 2 nd 190 tons collected on shore during April 3 rd In total, tons of oil were recovered. Moreover, about dead birds were found at sea and on the shoreline End of the Task Force mission On the 4 th of April 2001, the Task Force mission ended with a debriefing at Copenhagen with the representatives of the Danish Emergency Management Agency (Deputy Director Torben Nilsson and Brigade Commander Peter Wehler). PART 3: RECOMMANDATIONS AND ISSUES ARISING FROM THE VISITS ON SITE AND FROM THE DISCUSSIONS WITH THE DANISH EMERGENCY MANAGEMENT AGENCY 3.1. The future cleaning operations Considering the extent of the oil spill, it appears clearly that several weeks will be needed to achieve the final cleaning operations. For the cleaning of the shingles and pebbles from beaches, we can recommend the use of a concrete mixer truck. Cleaning agents could be added to the water for these operations. Aromatic free solvents are recommended. For wetlands, that have a very specific ecosystem due to their high sensitivity, the cleaning operations should be performed with special care. We recommend in order to adapt the cleaning techniques to call for scientific expertise to avoid irreversible damages to flora and fauna Monitoring programme Due to the sensitivity of some polluted shoreline (wetlands), it appears relevant to elaborate a monitoring programme in order to determine the actual impact on the environment.

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