Vol. 514 No. 2
6 Mr. M. Higgins asked the Minister for the Marine and Natural Resources the investigation, if any, which has been held into the collision between two vessels off the Aran Islands on 2 January 2000 which resulted in an oil pollution scare; if the skippers of the two vessels concerned have been interviewed; and if he will make a statement on the matter. [3634/00]
44 Mr. Finucane asked the Minister for the Marine and Natural Resources if he will reconcile the different statements on the extent of the oil slick arising from the recent collision off the Aran Islands; if he has instituted an investigation into the collision; and the remedial action, if any, he will have in place in order to ensure that an oil spillage does not affect the coastline. [3568/00]
58 Mr. Bell asked the Minister for the Marine and Natural Resources the outcome of the collision of two vessels off the Aran Islands; the damage, if any, caused by the oil spillage; the reason the two vessels were not retained; the cost, if any, to his Department of this accident; and if he will make a statement on the matter. [3837/00]
60 Mr. McCormack asked the Minister for the Marine and Natural Resources the claims of compensation, if any, his Department has initiated against the two vessels involved recently in the oil spillage off the Aran Islands; the damages, if any, being sought to compensate for the pollution and damage caused; and if he will make a statement on the matter. [3840/00]
I propose to take Questions Nos. 6, 44, 58 and 60 together.
The incident referred to is a collision which occurred on 22 January 2000 at 8.45 a.m. between the Dutch fishing vessel Friesland and the Spanish fishing vessel Jose Luisa y Mary in international waters within the Irish search and rescue region and the Irish pollution responsibility zone. The collision was reported to the Irish Coast Guard at 9.41 a.m. by the owner of the Freisland in The Netherlands, who stated that 90 metric tonnes or 23,580 gallons of fuel oil had spilled.
The captain of the Friesland confirmed that assistance was not required as both vessels and their crews were safe. He reported that his vessel had sustained damage to his fuel tank above the waterline and lost 130 metric tonnes or approximately 34,000 gallons of fuel oil. He also reported that the Spanish vessel was damaged above the waterline but did not have a pollution problem. The captain was instructed to transfer any remaining oil in the damaged tank to another tank. The 130 tonnes of fuel oil was a serious threat of significant pollution to the marine environment, the Irish coastline and related interests.
The Air Corps Casa maritime patrol aircraft, which was in the Shannon area, was requested to divert to the incident position to carry out a vessel and pollution surveillance, take photographs of the pollution and the vessels and report to the coastguard. In addition, the navel vessel LE Aisling was diverted to the incident position to monitor the situation.
At 11.53 a.m. the Marine Rescue Co-ordination Centre in Holland confirmed that it had been advised by the captain of the Friesland that all the fuel oil, 130 metric tonnes, had leaked from the tank. At 12.21 p.m. the Casa reported that the pollution was within an area 400 metres by 100 metres with approximately 70% coverage. The reported description and extent of the pollution was smaller than expected from a spill of 130 metric tonnes of fuel oil. At 1.52 p.m. the Casa reported that the coverage was reducing and was now 50% with big and small streaks.
At 8 a.m. on 23 January 2000 the director of the Irish coastguard and the deputy chief surveyor of the Marine Survey Office on board a contracted remote sensing aircraft surveyed 2,500 square miles off the west coast and found three slicks of approximately two metric tonnes. A few hours later, the owners of the vessel confirmed that a maximum quantity of 100 metric tonnes was spilled. At 8 a.m. on 24 January the remote sensing aircraft surveyed the area again and found nothing.
The Netherlands Shipping Inspectorate and the Netherlands Marine Pollution Control Unit were advised of the incident and requested to quantify the amount spilled. Both agencies replied that the Friesland was declaring a maximum of 45 metric tonnes of fuel oil in the tank. On 27 January 2000 the owners of the Friesland declared that 45 metric tonnes of fuel oil was in the tank before the collision and some was spilled but that it was difficult to determine the quantity spilled.
It is the opinion of Irish coastguard that only a small quantity of fuel oil was spilled. This conclusion is based on the Casa report shortly after the collision, the remote sensing reports and the Spanish vessel's report that it did not see nor was it contaminated by any oil during or after the collision and that no oil contamination was visible on the vessels in the aerial photographs.
The Marine Survey Office has no power to investigate collisions in international waters which do not involve Irish flag vessels. We have offered every assistance to the Netherlands and Spanish authorities in their investigation of the incident and have asked to be informed of the outcome of their investigations.
The Department's policy is that the polluter pays. The cost of the pollution response is being compiled and will be presented to the owners of the Friesland. The only damage may be to the environment which cannot be quantified due to the probable small quantity of fuel oil dispersed.
I am satisfied there has been no environmental damage reported arising from this incident. Radio broadcasts were made requesting vessels to report any oil pollution sighted and no reports have been received. There is an obligation on any vessel or aircraft sighting pollution to report it to the coastguard. Samples were taken of the spilled fuel oil and a sample was collected in the Netherlands of the fuel oil on board. These are retained for comparison purposes should pollution reappear.
Despite initial reports from both the owner and the captain of the Dutch vessel that a relatively large quantity of oil was involved, I am now satisfied that the quantity of oil spilled was very small and that only minimal damage to the marine environment is involved.
I thank the Minister for his comprehensive reply to the question. Fortunately the pollution did not finish up on the Mayo coast. I was going to ask why both ships were not held, but the Minister answered that by saying the accident occurred in international waters. In the event of the pollution ending up on the beaches in Mayo, what recourse do we have for the cost of cleaning it? What discussions have taken place with the Spanish and Dutch Governments to pay for the cost of the services provided by the State in that unfortunate accident?
A careful monitoring programme was carried out and there was no major difficulty. Where damage is done by oil pollution, compensation is paid by insurers. As for pollution and its causes, each case is different. Certainly, anyone who causes pollution ultimately must pay.
Is it the Department's intention, in consultation with the Spanish and Dutch Governments, to secure a report on the cause of the accident? When can we expect to get the details of that?
It is our intention to get the report when it has been completed and we would be happy to make it available to the Deputy.
The first report from the Department said the spillage was 34,000 gallons and the second report the following day said it was 500 gallons. It is difficult to understand the difference. A recent comprehensive report investigated the feasibility of an emergency towing vessel suitable for use in cases of pollution. As the Minister is aware, it is predicted that our pollution responsibility zone has about 28 merchant ships and 100 trawlers at any time in its area. Does the Minister agree that, in response to preparing for an incident in the future, we should have at this stage an emergency towing tugboat suitable for pollution control? Will the Minister prioritise this to ensure we do not have an oil spill on our coastline?
The initial report of 130 metric tonnes came from the captain of the Friesland by way of the Marine Rescue Co-ordination Centre in Holland. Subsequently, that was revised when it was evident that the spill was much smaller.
The towing vessel is the subject of another question. It is an important priority to progress the proposals for the provision of a towing vessel to ensure we can deal more effectively with possible spills.
