This  one will take place  at the J.W.  Marriott Hotel  in Shanghai, China on Friday, August  24th, 2012.  Joining ECM in presenting the “Shanghai Seminar” will be Resolve Marine Group (RMG), a Salvage and Marine Firefighting (SMFF) provider  based in the  US, in partnership with  Resolve Shengmin OSRO Company, offering Spill Prevention and Response  Organization (SPRO) services as required under recent Chinese regulations. In addition to RMG, the Managing Director GARD (HK) Ltd, Richard Corwin and the Managing Director of Marine Pollution Technical Advisory  Services  Asia-Pacific, Natasha  Lippens will be  appearing  as guest speakers.

ECM invites all of itsclients to join ECM at this free Seminar entitled “Maritime Regulatory Compliance – The China and US Perspective – Where We Are….and What is on the Horizon”

Complete details are provided in the attached flyer and agenda.  ECM looks forward to seeing you there.

MARPOL Compliance Seminar Shanghai 2012 – flyer

MARPOL seminar agenda – Shanghai

This exercise program will provide exercise requirements for all plan holders including compliance with California (CA) Office of Spill Prevention and Response (OSPR) drill/exercise regulations. They are the most cost-effective means of meeting your exercise requirements. ECM’ s goal for exercises is to try and focus on the issues that are of consequence to the ship owner/operator/manager and where the ship owner/operator/manager will have the most involvement regarding the response.

The SMT/TTX Agenda for all European Locations can be found at the bottom of the page.

While ECM must develop and implement an exercise on your behalf that will meet all objectives of the National Preparedness for Response Exercise Program (NPREP) and applicable CA OSPR requirements, ECM will orient as many aspects of the scenario to those issues that will be of special interest to its clients.

As always, we look forward to visiting with you again at one of these scheduled exercises.

Registration for exercises is available on the ECM website at www.ecmmaritime.com.

If you have any questions, please contact us at  info@ecmeurope.net .

We are looking forward to meeting you in October!

Source and Further reading:

• Download the SMT/TTX Agenda for all European Locations
• Regulatory Reference : 33 CFR 1060 Exercise, NVIC 01.05 Ch.1
• Federal Emergency Management Agency (FEMA)
• PREP guidelines

Greek Shipping Company was sentenced today in federal court in New Orleans for violating the Act to Prevent Pollution from Ships (APPS) and obstruction of justice, announced Assistant Attorney General Ignacia S. Moreno and Jim Letten, U.S. Attorney for the Eastern District of Louisiana.

The company operated a 738 foot, 36,573 ton bulk carrier cargo ship that hauled grain from New Orleans to various ports around the world.  According to the plea agreement, from April 2009 until April 2011, oily bilge waste and sludge was routinely discharged from the vessel directly into the sea without the use of required pollution prevention equipment.  During that time, the crew intentionally covered up the illegal discharges of oil waste by falsifying the vessel’s oil record book.  The master of the vessel previously pleaded guilty to and was sentenced for conspiracy to obstruct justice for his role in destroying evidence and instructing crewmembers to lie to the Coast Guard during an inspection of the vessel in April 2011.  According to the master, a senior manager of the company directed the destruction of computer records and ordered him to tell crewmembers to lie to the Coast Guard.

The chief engineer of the vessel previously pleaded guilty to and was sentenced for conspiracy to obstruct justice for his role in falsifying the vessel’s oil record book and directing the discharge of oily bilge waste and sludge directly into the sea.  According to the chief engineer, a senior manager of the sentenced company directed him to discharge the vessel’s oily waste into the sea and refused to provide funding for the proper discharge of the oily waste to shore-side facilities.  Both the master and the chef engineer were sentenced to three years of unsupervised release and are not permitted to re-enter the United States during that time.

“The Department of Justice will continue to prosecute shipping companies who break the laws that protect our oceans,” said Assistant Attorney General Moreno.  “The penalty imposed by this sentence holds the Greek company fully accountable for violating the Act to Prevent Pollution from Ships, and a part of the penalty will fund projects that will help restore precious marine and aquatic resources in Louisiana.”

“We owe a debt of gratitude to the men and women of the U.S. Coast Guard, their partners in the Environmental Protection Agency and our brethren in the U. S. Department of Justice Environment and Natural Resources Division, along with our own U.S. Attorney’s Office professionals, for their continued vigilance in this and other cases protecting our precious environment, coastline and water resources from those unscrupulous companies and individuals who clandestinely and wantonly discharge oily waste into our waters,” said U.S. Attorney Letten.  “We will not falter in our commitment to do everything within our power to apprehend and punish these violators in defense of our environment.”

“Unfortunately, we continue to see many environmental crimes cases involving ocean-going commercial vessels.  The Coast Guard will continue to hold non-compliant companies and operators accountable when they break the law and endanger the marine environment or public health.  I applaud the efforts of Coast Guard Sector New Orleans, the Coast Guard Investigative Service, our Eighth District legal staff and the Department of Justice for their tireless efforts in investigating and prosecuting this case,” said Rear Admiral Roy A. Nash, Eighth Coast Guard District Commander.

All discharges of sludge or oily bilge waste from a vessel are required to be recorded in the vessel’s oil record book.  However, none of the illegal discharges were recorded in the oil record book for the vessel of the sentenced Greek company.

The court ordered the company to pay an overall criminal penalty of $2 million.  The National Fish and Wildlife Foundation will receive $250,000 to fund projects aimed at the restoration of marine and aquatic resources in the Eastern District of Louisiana.

As a condition of probation, the company is required to implement an environmental compliance plan which will ensure that any ship operated by the company complies with all maritime environmental requirements established under applicable international, flag state and port state laws.  The plan ensures that the sentenced company’s employees and the crew of any vessel operated by this company are properly trained in preventing maritime pollution.  An independent monitor will report to the court about the company’s compliance with its obligations during the period of probation.

This case was investigated by the U.S. Coast Guard and the Environmental Protection Agency.  The case was prosecuted by Emily Greenfield and Dorothy Manning Taylor from the U.S. Attorney’s Office of the Eastern District of Louisiana and by Ken Nelson in the Environmental Crimes Section of the Environment and Natural Resources Division of the Department of Justice.

Source: US Department of Justice

The seminar hosted by Confitarma (Italian Shipowner Association) was attended by executives from several Italian companies at the Managerial and Departmental Head level.

This one-day seminar was provided as an additional tool to protect to the maximum possible extent Companies’ assets against violation of environmental requirements by ship, office and shipboard personnel. Since Environmental Compliance Program (ECP) ensures the company’s compliance with environmental laws and regulations, thus avoiding, to the maximum extent possible, requests for criminal prosecution by USCG, it was agreed that ECP adoption on voluntary basis will improve financial, legal and marketing benefits for shareholders and fleet managers.

ECM continues to expand its presence in the field of Environmental Management System Compliance Plan (ECP) implementation (as mandated by the U.S. Department of Justice – DoJ), following Plea Agreements between the DoJ and companies found in violation of MARPOL/APPS.

Lately, ECM has also been appointed to serve as auditors in the execution of an “Enhanced” Compliance Plan under the ISM Code (following a serious maritime incident), to audit company procedures relating to safe navigation, loss prevention and personnel awareness & training.

Following our first involvement with such Plea Agreements during 2004, ECM’s audit teams have now worked with over 40 companies in providing EMS-related audit, review, analysis and consultancy services, either on a voluntary or government-mandated basis. Our personnel have served in all three roles specified under Plea Agreements/ECPs – as the External Audit Group (EAG), Court Appointed Monitor (CAM) and Third Party Auditor (TPA).

Some of our clientele have already undergone EMS gap analysis under the general scope of a typical Environmental Compliance Plan (ECP), and used our feedback to develop and/or upgrade their SMS/EMS to reflect the requirements of such ECPs. This in turn equips them to seek protection under the U.S. Coast Guard Voluntary Disclosure Policy, in the unfortunate event that a MARPOL/APPS violation occurs/comes to light.

For further information please contact Bruno Di Lascio at info@ecmeurope.net

The MEPC also continued its intensive discussion on market-based measures for greenhouse gas emissions from international shipping.

During the busy session, the MEPC also adopted amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL) relating to regional arrangements for port reception facilities; and adopted guidelines related to the implementation of the revised MARPOL Annex V (Garbage) and the Hong Kong Convention for the recycling of ships.

The MEPC also granted basic and final approval to a number of ballast water management systems that make use of active substances.

Guidelines for implementation of energy efficiency measures adopted

The MEPC adopted four sets of guidelines intended to assist in the implementation of the mandatory Regulations on Energy Efficiency for Ships in MARPOL Annex VI, which are expected to enter into force on 1 January 2013:

• 2012 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships;
• 2012 Guidelines for the development of a Ship Energy Efficiency Management Plan (SEEMP);
• 2012 Guidelines on survey and certification of the Energy Efficiency Design Index (EEDI); and
• Guidelines for calculation of reference lines for use with the Energy Efficiency Design Index (EEDI).

The guidelines adopted will support Member States in their uniform implementation of the amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships, adopted in July 2011, which add a new chapter 4 to Annex VI on Regulations on energy efficiency for ships to make mandatory the Energy Efficiency Design Index (EEDI), for new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships.

The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a specific ship design to the industry. As long as the required energy-efficiency level is attained, ship designers and builders would be free to use the most cost-efficient solutions for the ship to comply with the regulations.

The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships.

Finalization and adoption of the supporting guidelines was a significant achievement and also provides sufficient lead time for Administrations and industry to prepare.

The MEPC also agreed an updated work plan for the development of further guidelines and the development of energy efficiency frameworks for those ships not covered by the current EEDI regulations.

Technology transfer resolution debated

Linked to the implementation of energy efficiency measures was the draft MEPC resolution on the Promotion of technical co-operation and transfer of technology relating to the improvement of energy efficiency of ships, where it was agreed to further discuss the draft at the next session.

MBMs discussion continues

The MEPC continued its intensive consideration of proposed market-based measures (MBMs), which would complement the technical and operational measures already adopted. Further debate will continue at the next session (MEPC 64, 1 to 5 October 2012). The MBM proposals under review range from a contribution or levy on all CO2 emissions from international shipping or only from those ships not meeting the EEDI requirement, via emission trading systems, to schemes based on a ship’s actual efficiency, both by design (EEDI) and operation (SEEMP).

The Committee considered the undertaking of an impact assessment of the MBM proposals and considered in detail the methodology and criteria it should be based on. Towards the end of the meeting, the Chairman presented draft terms of reference for the impact assessment which will continue to be considered at the next session in October.

NOx technical code amendments adopted

The MEPC adopted amendments to the NOx Technical Code 2008, relating to engines not pre-certified on a test bed and NOx reducing devices.

MARPOL amendments MARPOL on regional port reception arrangements adopted

The MEPC adopted amendments to MARPOL Annexes I, II, IV, V and VI which are aimed at enabling small island developing Statesto comply with requirements for port States to provide reception facilities for ship waste through regional arrangements. Parties participating in a regional arrangement must develop a Regional Reception Facilities Plan and provide particulars of the identified Regional Ships Waste Reception Centres; and particulars of those ports with only limited facilities. The amendments are expected to enter into force on 1 August 2013.

A resolution containing Guidelines for the Development of a Regional Reception Facilities Plan was also adopted.

Resolution on sewage treatment equipment under MARPOL Annex IV adopted

An MEPC resolution was adopted on the development of technical onboard equipment in relation to the designation of the Baltic Sea as a Special Area under MARPOL Annex IV Prevention of pollution by sewage from ships, which calls for the development, without delay, of proven, adequate and cost-effective technical onboard equipment to make it possible to meet the discharge standards for passenger ships operating in special areas under that Annex.

This follows the adoption by MEPC 62 of amendments to MARPOL Annex IV to include the provisions establishing “Special Areas” under MARPOL Annex IV and designating the Baltic Sea as a Special Area under this Annex. Those amendments are expected to enter into force on 1 January 2013.

MARPOL Annex V guidelines adopted

The MEPC adopted the 2012 Guidelines for the Implementation of MARPOL Annex V and 2012 Guidelines for the Development of Garbage Management Plans. The guidelines are intended to assist in the implementation of the revised MARPOL Annex V Regulations for the prevention of pollution by garbage from ships, which was adopted at MEPC 62 in July 2011 and is expected to enter into force on 1 January 2013.

Recycling of ships – guidelines adopted

The MEPC adopted the 2012 Guidelines for Safe and Environmentally Sound Ship Recycling and the 2012 Guidelines for the Authorization of Ship Recycling Facilities.

These guidelines, along with the 2011 Guidelines for the development of the Inventory of Hazardous Materials and the 2011 Guidelines for the development of the Ship Recycling Plan that were adopted by MEPC 62, are intended to assist ship-recycling facilities and shipping companies to commence introducing voluntary improvements to meet the requirements of the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, which was adopted in May 2009.

The MEPC established a correspondence group to further develop the draft text of Guidelines for Survey and Certification under the Hong Kong Convention and Guidelines for Inspection of Ships under the Hong Kong Convention.

Ballast water management systems approved

The MEPC granted basic approval to three, and final approval to five ballast water management systems that make use of active substances, after considering the reports of the 18th, 19th and 20th meetings of the Joint Group of Experts on the Scientific Aspects of Marine Environment Protection (GESAMP) Ballast Water Working Group, which took place 2011.

The MEPC also adopted the revised Guidelines on design and construction to facilitate sediment control on ships (G12), one of the 14 sets of guidelines developed to assist in the implementation of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004 (BWM Convention). The revised Guidelines (G12) update the previous version adopted in 2006.

With regard to the availability of ballast water management systems, the MEPC noted that there were now 21 type-approved systems available. While some delegations expressed concerns regarding the implementation of the BWM Convention, due to lack of approved technologies, limited shipyard capacity, time availability and the costs involved, other delegations were of the view that there are sufficient ballast water treatment technologies and shipyard capacity and encouraged shipowners to start installing ballast water management systems on their ships in order to avoid possible bottlenecks at a later stage.

The Committee noted that there was consensus regarding the need for additional information on the implementation pace, availability of technologies and shipyard facilities and invited Member States to provide updated information regarding the status in their respective countries. A template was agreed to provide this information.

The MEPC reiterated the need for those countries that had not already done so to ratify BWM Convention, at their earliest possible opportunity, to achieve its entry into force. To date, 33 States, with an aggregate merchant shipping tonnage of 26.46 per cent of the world total, have ratified the Convention. The Convention will enter into force twelve months after the date on which not fewer than 30 States, the combined merchant fleets of which constitute not less than 35 percent of the gross tonnage of the world’s merchant shipping, have become Parties to it.

Amendments to the IBC Code

The MEPC approved draft amendments to chapters 17, 18 and 19 of the International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code), subject to MSC 90’s concurrent decision, with a view to adoption at MEPC 64.

 Oil pollution response manuals approved

The MEPC approved a number of guidance manuals developed by the OPRC HNS Technical Group: IMO/IPIECA Guidance on sensitivity mapping for oil spill response; Guideline for oil spill response in fast currents; Operational guide on the use of sorbents; and Oil spill waste management decision support tool.

Polar Code – environmental aspects discussed

The Committee reviewed progress in the Sub-Committee on Ship Design and Equipment (DE) in developing the draft text of the mandatory Code for ships operating in polar waters (Polar Code), which is intended to cover the full range of shipping-related matters relevant to navigation in waters surrounding the two poles and the protection of the unique environment and eco-systems of the polar regions. It was noted that the intention was to develop an environmental protection chapter in the draft Polar Code.

Member States and international non-governmental organizations in consultative status were invited to submit relevant proposals related to environmental provisions proposed to be included in the Polar Code to the next MEPC session in October 2012, with a view to providing additional guidance to the DE Sub-Committee for its next session in March 2013.

The MEPC agreed that the Polar Code should be made mandatory thorough the adoption of appropriate amendments to the relevant annexes of International Convention for the Safety of Life at Sea (SOLAS), MARPOL, and other relevant environmental instruments.

Sources: International Maritime Organization

Revised pollution fines tariff for 2012 as of 1/12/2012 up tp 30/12/2012

 Petrol and Petroleum products discharged to sea by tankers:

1. Up to 1000 (inclusive) gross tons: Per Ton* : 62.80 TL
2. Between 1000 and 5000 (inclusive) gross tons: Per Ton* : 15.67 TL
3. Over 5000 gross tons: Per Ton* : 1.52 TL

 Dirty ballast discharged to sea by tankers:

1. Up to 1000 (inclusive) gross tons: Per Ton* : 47.09 TL
2. Between 1000 and 5000 (inclusive) gross tons: Per Ton*: 9.39 TL
3. Over 5000 gross tons: Per Ton* : 1.52 TL

 Petrol/Petroleum products and dirty ballast discharged to sea by vessels or any other sea vehicles:

1. Up to 1000 (inclusive) gross tons: Per Ton* : 31.39 TL
2. Between 1000 and 5000 (inclusive) gross tons: Per Ton* : 6.26 TL
3. Over 5000 gross tons: Per Ton* : 1.52 TL

 Garbage and sewage discharged to sea by vessels and any other sea vehicles:

1. Up to 1000 (inclusive) gross tons: Per Ton* : 15.67 TL
2. Between 1000 and 5000 (inclusive) gross tons: Per Ton*: 3.10 TL
3. Over 5000 gross tons: Per Ton* : 0.61 TL

The Exchange Rates of the Turkish Central Bank can be checked here.

Additional information

As per the relevant Law, in case of the repetition of the pollution offence by the same ship within 3 (three) years time;

• At the first repetition, the fine amount is increased by one time more, and,
• At the second and more repetition the fine is calculated and imposed twice as much.

In case of discharge of any dangerous substances or disposals to sea, the fine will be calculated 10 (ten) times as much taking the category of Petrol and Petroleum Products fines as basis.

If the fine is paid immediately (in any case before the vessel’s sailing / within max, 30 days) 25% reduction will be benefitted.

Source: Vitsan, S.A.

In Section 4.2, part 9 of the NPDES regulations it states that vessels are required to keep on board, “All other documentation requirements stated in the Permit (VGP)”. The EPA interprets this to mean that even though the VGPmay not specifically require a certain document to be kept on board, this “catch all” sentence in the regulations requires any documentation related to the VGP to be kept on board. For example, each ship is required to submit a Notice of Intent (NOI) but the VGP does not specifically require the NOI to be kept on board. However, the EPA is citing Section 4.2, part 9 as a requirement to maintain the NOI on board. The EPA has likewise stated that a vessel crew cannot comply with the many requirements of the VGP if they do not have some kind of guidance on board.

This could be a copy of the VGP itself (not recommended, but acceptable), instructions, company circular, NPDES guidance or other written procedures for compliance. For NPDES compliance material prepared by ECM and submitted to our clients, such guidance documentation is included and should be placed on board your vessels.

If you have not provided written guidance to your ships on how to comply with the VGP, we recommend that you do so at this time. The US Coast Guard is reviewing VGP compliance during their routine Port State Control examinations. Any deficiencies in the compliance program on board will be documented and referred to the EPA for action. Failure to comply could result in penalties. However, to date, we have not seen nor heard of the EPA actually issuing any fines or penalties, regardless of what the USCG is finding and/or reporting to the EPA. Nevertheless, the EPA’s NPDES regulations do allow the EPA to issue fines/penalties.

As a reminder, there are several documents required for Vessel General Permit (VGP) compliance:

• A valid Notice of Intent (NOI).
• The EPA Confirmation Letter for the NOI
• Copies of weekly inspections conducted on board while in US waters. If quarterly inspections are required, copies must also be retained on board
• Copies of Annual Inspections conducted since 2010.
• A Dry Dock Report prepared in the VGP format if the vessel has drydocked since 6 February 2009.
• A record of VGP training conduct on board for the crew.
• A copy of the One Time Report* submitted to the EPA, and a copy of the receipt from the EPA.

ECM would recommend that all of this documentation be kept in some sort of binder i.e “VGP Manual” on board your vessel, readily available to the Master upon a USCG Port State Control (PSC) inspection. Although NPDES regulations do not require a VGP Manual, that seems to be what the USCG are looking for during the PSC exam.

REMINDER: One Time Reports (OTRs) are due 6 February 2012 for ships which submitted their NOI’s between 19 June and 19 September 2009.

ECM offers assistance in submitting NOI’s and One Time Reports. We also prepare ship-specific instructions and checklists for ships. Our experienced surveyors can conduct VGP Annual Inspections here in the US and overseas. For information on any of these programs, please contact us at info@ecmeurope.net

The U.S. Environmental Protection Agency (EPA) is establishing a No Discharge Zone (NDZ) for marine waters of the State of California for sewage discharges. Beginning in mid-March 2012, the following vessels will be prohibited from discharging all sewage, whether treated or not, while in California marine waters:

• Large Passenger Vessels over 300 gross tons or more that have berths or overnight accommodations for passengers.
• Large Oceangoing Vessels over 300 gross tons, including private, commercial, government, or military vessels equipped with a holding tank with remaining capacity at time of entry or containing any sewage generated prior to entry to California marine waters.

This regulation will not impact:

• Large Oceangoing Vessels without holding capacity.
• Large Oceangoing Vessel discharges beyond holding tank capacity.
• Small Vessels without holding capacity.

Note: a vessel can choose to enter the NDZ without first emptying its holding tank, but then it may not discharge any sewage.

California Marine Waters are defined as the territorial sea measured from the baseline as determined in accordance with the Convention on the Territorial Sea and the Contiguous Zone and extending seaward a distance of three miles, and all enclosed bays and estuaries subject to tidal influences from the Oregon border to the Mexican border (see map below). Note: boundaries for this regulation are not to be confused with Regulated California Waters (RCW) for CARB regulation compliance, which extend to 24 miles seaward from the baseline.

Holding Tanks include any tank specifically designed, constructed, and fitted for the retention of treated or untreated sewage that has been designated and approved by the ship’s flag Administration on the ship’s stability plan; a designated ballast tank is not a holding tank for this purpose.

Other California NDZs for ten bays and marinas remain in effect for all vessels. This No Discharge Zone overlaps with portions of the four NOAA National Marine Sanctuaries, adjacent to the California coast (see map), and is consistent with the existing prohibitions on vessel sewage from large passenger and large oceangoing vessels within the Sanctuaries.

Enforcement of the No Discharge Zone: The U.S. Coast Guard will inspect vessels for compliance with the no discharge zone pursuant to section 312(k) of the Clean Water Act. In order to verify compliance, the U.S. Coast Guard will use existing vessel examination and inspection authorities. It may incorporate compliance components within existing inspection and Port State Control exam protocols and procedures to verify vessel compliance with the applicable laws and regulations. The compliance examinations and inspections may include review of inspection records, visual inspections, evaluation of holding tank limits and review of any sewage logs, if applicable. The State of California can also enforce the NDZ.

Effective Date: The Final Rule will become effective 30 days after publication in the Federal Register. The EPA expects publication by mid-February with an effective rule date in mid-March, 2012.

The turbulent nature of UK waters means it is rarely possible to recover the spilled oil. However, treatment products work with the wave action by mixing the product with the oil and encouraging it to disperse.

Oil spill treatment products

If you want to use an oil spill treatment product, you will need to get approval from the Marine Management Organisation (MMO). For more information, see the page in this guide on MMO approval to use oil spill treatment products.

Use in the sea in any area with a depth of less than 20 metres, or within 1 mile of any such area also requires specific permission. The only exception being if permission is preapproved in a contingency plan. Find information on contingency planning on the MMO website – Opens in a new window.

Treatment products include:

• dispersants – chemicals which, when applied to oil floating on the surface of the sea, greatly increase the rate of dispersal and therefore breakdown of the oil
• surface cleaners – chemicals which, when applied to oil-covered hard surfaces, increase the rate of dispersal from the surface, aiding cleaning
• bioremediation products – these contain, or enhance the growth of, oil-degrading bacteria
• loose sorbents – usually in the form of powder, granules or beads which absorb oil
• degreasers – products used for cleaning grease from machinery of ships and marine structures

Equipment that may be used to control, contain or recover oil without approval or permission includes:

• Booms – barriers that sit on the surface of the water and block the movement of floating pollution, protecting certain areas, and making mechanical recovery of pollutants such as oil much more effective. Booms work best in calm conditions where oil and water do not splash over or move under the boom.
• Skimmers – machines that separate liquids or matter from the surface of a water body.
• Sorbent mats or pads – bags containing absorbent products, usually in the form of granules or beads, which are porous and allow water and pollution in without allowing the product to escape.

For advice on marine pollution, contact the MMO Marine Pollution Response Team on Tel 0191 376 2666 or email them at dispersants@marinemanagement.org.uk.

MMO approval to use oil spill treatment products

If a request to use an oil spill treatment product is made within English or Welsh waters, the Marine Management Organisation (MMO) will give a formal response within one hour. To ensure a rapid response, they have trained responders available 24 hours a day, 365 days a year.

Other organisations that are consulted in marine pollution incidents include:

MMO district offices – these provide information on marine and fishery activities in the local area the Centre for Environment, Fisheries and Aquaculture Science – this advises on the likely impact of the pollution

• Natural England or Countryside Council for Wales – these provide advice on whether the local area is environmentally protected or sensitive (in cases where the pollution is within 12 nautical miles of land)
• the Joint Nature Conservation Committee – this advises on whether the local area is environmentally protected or sensitive (in cases where the pollution is more than 12 nautical miles of land)
• the Food Standards Agency – this advises on nearby fisheries that may be affected, and can take action to prevent contamination

You can contact the Marine Pollution Response Team by writing to the following address:

Marine Pollution Response Team

PO Box 1275

Newcastle upon Tyne

NE99 5BN

You can also call the MMO Marine Pollution Response Team on Tel 0191 376 2666 or email them at dispersants@marinemanagement.org.uk.

To report marine pollution incidents, you can contact:

MMO Marine Pollution Incidents Line (office hours) on Tel 0870 758 1050

MMO Marine Pollution Incidents Line (out of office hours) on Tel 07770 977 825

Defra Duty Room Helpline (Out of Hours) on Tel 020 7270 8960 (at all other times if other numbers are out of order)

Source:

Business Link

MMO

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