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Marine Oily Handling Devices and Pollution Prevention

Marine Oily Handling Devices and Pollution Prevention. Chapter 8 Lesson 3 Case 3 JOLLY RUBINO, South Africa, 10th September 2002. 8.3 Case 3 JOLLY RUBINO, South Africa, 10th September 2002.

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Marine Oily Handling Devices and Pollution Prevention

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  1. Marine Oily Handling Devices and Pollution Prevention Chapter 8 Lesson 3 Case 3 JOLLY RUBINO, South Africa, 10th September 2002

  2. 8.3 Case 3 JOLLY RUBINO, South Africa, 10th September 2002

  3. Since 15th September 2002, one of ITOPF's technical team has been working with the South African authorities to deal with pollution issues arising from the grounding of the ro-ro vessel, JOLLY RUBINO (29,119 GT, 1978 built, Italian flag) . • Our role has been to provide technical advice to all parties involved with the pollution response, and has involved regular overflights and shoreline inspections, as well as meetings with all the relevant parties.

  4. The Incident • On the 10th September 2002 a fire broke out in the engine room of the Ro-Ro JOLLY RUBINO which subsequently spread to cargo areas. • The crew were safely evacuated from the ship. On 12th September, still on fire, the ship ran aground on the South African coast, some 25 nautical miles (46 km) north of Richards Bay. • The ship is believed to have been carrying 1,100 tonnes of IFO 180 bunker fuel in two wing tanks and a further 250 tonnes in other tanks at the time of the incident.

  5. Oil Spillage • The wreck lies some 300m from the shore, in an exposed position in the surf zone. • A vertical crack in the port side released bunker oil from the wing tank on that side, the first spillage occurring at the time of the grounding on 12th September. • Fires have continued to burn fiercely in the cargo areas since the vessel grounded, and the position of the vessel and heavy seas have foiled any possibility of getting the fires under control. • This has also made it impossible for salvors to attempt any removal of oil from the vessel, or to verify how much has been spilled or what remains on board. • In the days following the grounding, oil was being released slowly to the sea, forming dark bands in the surf zone within a few kilometres of the ship, where it was being naturally dispersed by the heavy seas.

  6. South-westerly winds initially moved the oil northwards along the coast, but with winds changing to north-easterly on 16th September, the oil has since being carried south by the Aghulas Current, away from the shore and out into the open sea. • Long, narrow slicks which were breaking down to sheen and naturally dissipating, were seen to extend some 20 nautical miles from the casualty. No clean up response at sea has so far been necessary. • A few tonnes of oil have been found on the shoreline within about 2 km of the wreck, and are being cleaned up. • To date, sensitive environmental resources have not been affected by the spillage.

  7. Whilst initially it seemed possible that the vessel could be refloated and towed away from the coast, a combination of heavy seas and the continuing fierce fires have resulted in deterioration of the casualty so that this option is no longer available. • The salvors remain ready to attempt to board the vessel for fire fighting, damage evaluation and eventually, bunker and cargo removal, but for the moment the fires are preventing this.

  8. Protection of Sensitive resources • Internationally significant wildlife sanctuaries, which are important for crocodiles, hippopotamusses, flamingos, mangroves and a variety of bird life are located to the north and the south of the wreck, in the St. Lucia area and the Nhlabene estuary. • The entrances from the sea have been protected from potential oil ingress by using heavy mechanical equipment to reinforce and consolidate natural sand bars to close the openings. • It has not been possible to protect mangrove areas in Richards Bay because strong currents and difficult access prevent the deployment of booms. • So far, no oil has come near to these areas. Some areas of this coast are also important for recreational surf fishing and tourism, but it is currently low season. • There are no mariculture facilities in the area or major commercial wild stock fisheries.

  9. Containerised cargo • A variety of flammable goods form part of the cargo of the ship which, along with other consumables, have contributed to sustaining the fires. • The authorities have been provided with a full cargo manifest and loading plan by the ship-owner. • Some containers were lost from the upper deck of the vessel whilst she was adrift, which contained some packaged chemicals as well as general cargo. The potential fate of these containers is being investigated.

  10. 8.4 Case 4 BALTIC CARRIER, Oil Pollution, Falster, Denmark, 29th March 2001

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