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1 NewsR Reel 1/2012 In this issue Claiming the Arctic PAGE 6 Black Tide in Bay of Plenty PAGE 16 Operation Kyrkesund PAGE 26 EMSAs Oil Pollution Response Vessel Network PAGE 31 Liaison with France PAGE 32

2 Your oil spill solution expert Lamor (Larsen Marine Oil Recovery) Corporation offers solutions for optimal oil spill response and recovery. With offices, staff and equipment strategically located around the world, Lamor is able to deploy on scene rapidly and effectively to best serve the environmental needs of governments, corporations and the general public, minimizing environmental footprints and salvaging eco-systems. The company develops, manufactures, and supplies best available technology oil spill recovery equipment and services. Included in its portfolio of solutions, Lamor offers contingency planning, risk assessments, equipment maintenance and service coupled with training. Lamor s headquarters is located in Finland, with 100% owned subsidiaries in the US, China and UK and with joint-ventures in Russia, UAE and Oman. Moreover, Lamor has agent and distributor networks in over 90 countries. During the past 20 years, the company has sold equipment to more than 120 countries. Lamor is proud to introduce an Arabic language version of its web site. Lamor is proud to introduce a Chinese language version of its web site. Lamor is proud to introduce a Finnish language version of its web site. Olemme ylpeitä voidessamme esitellä Lamorin uudet suomenkieliset kotisivut. Lamor is proud to introduce a Spanish language version of its web site. Lamor se enorgullece en presentar una versión en español de su sitio web.

3 contents NewsReel 1/ Fred s Review Claiming the Arctic Increased interest in the Arctic Ocean s vast treasures of natural resources yet to be exploited and continued claims of sovereignty. Fighting Oil Spills in Arctic Conditions A surge in shipping traffic activities due to the retreat of sea ice requires reliable and efficient OSR equipment in the region. Black Tide in Bay of Plenty M/V Rena struck the Astrolabe Reef off North Island in New Zealand and considered to be the worst environmental disaster in NZ. Christmas Island torn from moorings M/V Tycoon broke from its moorings and smashed against the cliffs resulting in a fuel oil leak. AMSA issues Oil Spill Risk Assessment The 10 yearly review titled Assessment of the Risk of Pollution from Marine and Oil Spills in Australian Ports and Waters Swedish Coast Guard: Operation Kyrkesund Worst oil spill in 20 years on south west coast of Sweden triggers Operation Kyrkesund that includes Lamor OSR equipment. The Christmas Pine Oil Slick Pine oil leaked from chemical refinery in Sweden resulting in a 2 km long oil slick resulting deployment of YAG Louhi. Lamor Delivers New Vessel to Gazprom Neft Shelf in Russia Lamor delivers a 19m multi-purpose vessel for OSR operations to Prirazlomnoye offshore oil field in the Barents Sea. M/T Alexandria Joins EMSA Fleet European Maritime Safety Agency successfully concludes acceptance tests of M/T Alexandria off the coast of Cyprus. EMSAs Oil Pollution Response Vessel Network EMSA continues building its network of vessels, equipment and other resources to help EU members deal with pollution from ships Liaison with France CEPPOL and Bourbon Offshore visit Lamor and share knowledge with a common goal for effective OSR operations. Commissioning in New Caledonia French naval base and Koniambo Nickel in New Caledonia orders Lamor s containerized OSR equipment. Qatar s Organized Responders to OSR Qatar Petroleum Oil Spill and Emergency Response Department is responsible for the country s OSR operations. Responsible Preparedness is Necessary Training of OSR personnel is an integral part of preparedness and response, and environmental responsibility incorporates being professionally prepared. Black Sea OSR Exercises The Operational Black Sea Delta Regional Exercise was hosted in Batumi, Georgia for training in OSR activities on the Black Sea. 43 News Page 10 Page 26 Page 32 Lamor NewsReel Q1/2012 Publisher Lamor Corporation, Urakoitsijantie 12, FI Porvoo, Finland, Tel: , info@lamor.com, Lamor Corporation, All Rights Reserved Editor Thomas Barbieri ( Ann-Charlotte Fogde Layout Heku Printed in Finland by Kyriiri Oy, Cover paper MaxiSilk 200g/m 2, inside pages MaxiSilk 130g/m 2. Cover M/V Rena LAMOR NEWSREEL 3

4 Fred s Review A Comprehensive Risk Analysis let s SWOT it out! We all acknowledge, recognize and proactively participate in oil spill response (OSR) operations no matter where they occur. This we have witnessed in Norway and Sweden with their respective coast guards and response to incidents. New Zealand s fight against the stricken M/V Rena and support from other nations with equipment and personnel. That said, we need to ensure our communications are set up clearly and effectively to activate responders who can lessen oil spill damage, and save eco-systems. Claiming the Arctic region is not just about proving who has legal sovereignty to the large quantities of oil and gas on the seabed, it is about setting up activities in a responsible manner. Transparency and again communications need to be crystal clear, but so does having the right equipment and trained personnel to operate the equipment. I have said this before it is not if an oil spill occurs, it is when it occurs, the contingency plans need to be activated and nations in the area should be ready to assist promptly. At Lamor we welcomed distinguished guests from CEPPOL France, to familiarize them with our latest oil recovery technology. The guests were also were given a demonstration onboard YAG Louhi, Finland s newest OSR vessel, which was recently deployed to the Gulf of Bothnia. On the Black Sea, Georgia hosted an important meeting to discuss OSR in the region due to heavy sea traffic. Qatar identified the responsible authority for incidents in their region and in Goa, India the Oil Spill India 2011 was 4 LAMOR NEWSREEL

5 hosted. All these are solid steps forward. Taking a proactive role in preparedness and identifying needs is moving forward responsibly. That said, conducting a comprehensive risk analysis coupled with an environmental risk analysis using a business SWOT (strengths, weaknesses, opportunities and threats) is in place for all to implement. Then take stock of what is needed and invest in equipment and ensure the responders have the latest training in OSR use. Collectively, let s be ready, do the right thing and have the best available technology and equipment in any climatic condition or region to tackle oil spills around the world. You can read more in this latest edition of Lamor s NewsReel. I hope you find it informative and interesting. Fred Larsen Fred Larsen, CEO LAMOR NEWSREEL 5

6 CLAIMING THE ARCTIC -mare liberum Text: THOMAS BARBIERI A frozen treasure is soon to be discovered since its fortification is melting rapidly. T he Arctic Ocean is becoming more accessible and the momentum is rising as several countries are vying for a claim to the Arctic seabed and its vast purported natural resources. The United Nations Convention on the Law of the Seas (UNCLOS) is the umbrella organization that defines the rights and responsibilities of nations in their use of the world s oceans, establishing guidelines for businesses, the environment coupled with the management of marine natural resources. Countries in the region are increasing their lobbying efforts and activities providing their perceptions of evidence and justifications to UNCLOS to determine who will eventually gain the rights to legally acquire the riches from the seabed of the Arctic. The UNCLOS replaced the 17th Century rule known as Freedom of the Seas that was developed by a Dutchman utilizing what was coined as the canon shot to determine the national boundaries of a country with coastal territorial waters. The waters beyond the canon shot were considered mare liberum (free seas). Countries that border the Arctic region are Russia, Norway, Denmark (Greenland), Canada and the US and they are disputing who owns what of the continental shelf. Tensions and verbal diplomatic spats have escalated between the nations. Under international law, no country currently owns the North Pole or the region of the Arctic Ocean surrounding it and those countries bordering it are limited to an exclusive economic zone (EEZ). UNCLOS allows foreign vessels including naval vessels the right of innocent passage in the EEZ. The Arctic nations have a vested interest in pursuing their rush to claim these oil and gas resources because under the Arctic Ocean there is estimated to be 25% of the world s current oil and natural gas resources. The question that remains is who has the rights to drill where and who will profit from these natural resources. To settle this dispute, UNCLOS has set out, with the expertise of geologists and other specialist scientists, to determine if the continental shelf is part of the seabed that can be proven that it belongs to any single country. Trying to bridge the ridges cientifically In mid-2009 Russia s President Medvedev stated in a television interview: Our main 6 LAMOR NEWSREEL

7 goal is to transform the Arctic into a resource base for Russia in the 21st Century. In 2007, Russia made the first move by planting a flag on the ocean floor beneath the North Pole. This caused additional tensions. That said, Neil Armstrong placed an American flag on the moon in And Norwegian Roald Amundsen placed a flag on the geographic South Pole in However, scientists from Russia have also been busy trying to prove that the Lomonosov Ridge, a 1,240-mile underwater mountain range that cuts across the Arctic Ocean, is geologically part of the Russian mainland coupled with Mendeleev Ridge that are extensions of the Eurasian continent. Denmark (via Greenland), also has its interests in claiming the ridge, stating it is an extension of Greenland, which is a selfgoverning province of Denmark. This is followed by Canadian scientists submitting a paper to the respected Journal of Geophyical Research claiming proof that the Lomonosov Ridge is part of the North American land mass. Former Canadian Natural Resources Minister Gary Lunn stated: We will be reaffirming our commitment about defending and protecting our sovereignty in the Arctic. The Arctic coastal nations are submitting their claims to the UN Commission on the Limits of the Continental Shelf (CLCS) for evaluation whilst the dispute of ownership and sovereignty continues. Currently all nations are trying to solve this issue through the umbrella organization UNCLOS, however, in accordance with article 287, any nation can opt to settle the dispute via the International Tribunal for the Law of the Seas, to date this has not happened. A new geopolitical battleground In early 2011, at an Arctic conference held in Tromsö, Norway, U.S. Rear Admiral Dave Titley stated: We believe that sometime LAMOR NEWSREEL 7

8 8 LAMOR NEWSREEL An Arctic oil spill could set off irreversible chain-reactions of contamination if training and equipment is not in place.

9 Ocean that provides them quicker access to economic dynamos such as China and India. That said, the Arctic Ocean causes more diplomatic rows pursuant to the usage of waterways. Canada, Denmark, Norway, Russia and the US all regard parts of the Arctic seas as national waters i.e. territorial waters out to 12 nautical miles. There also are disputes regarding what passages constitute international seaways and rights to passage along them e.g. the Northern Passage. Temperatures in the Arctic are rising faster than anywhere else in the world. between 2035 and 2040, there is a pretty good chance that the Arctic Ocean will be essentially ice-free for about a month. These longer periods of ice-free waters will likely mean more vessels trying to navigate the narrow straits and channels of the Northwest Passage, a series of waterways along the US coast that wind through Canada s Arctic archipelago of 36,000 islands, including commercial shippers looking for shortened trade routes. By linking the Atlantic and Pacific oceans greatly reduces transit times for ships that have relied on southern route through the Panama Canal. Temperatures in the Arctic are rising faster than anywhere else in the world, making the Arctic region easier to navigate. For shipping companies hoping to shorten trade routes through the Arctic Beyond profits and sovereignty As the need for energy continues to rise and while onshore oil reserves dwindle, the search for oil offshore continues to surge. This increases the risks for accidents. The harsh climatic conditions in the Arctic Ocean make the exploration and extrapolation very dangerous. The waters of the Arctic are particularly extreme for drilling because of the punishing cold, long periods of darkness, dense fogs, and hurricane-strength winds. Lamor s knowledge, expertise and commitment in providing the most advanced oil spill clean-up solutions with equipment, training, and a dedicated response team known as the Lamor Response Team (LRT), is unparalleled with a global reach in any climatic conditions and regions. We have expertise and equipment for tackling hazardous accidents such as oil spills in all terrains and climates, says Fred Larsen, CEO of Lamor Corporation. The Arctic Ocean s ecosystem is considered to be one of the most vulnerable to oil spills in comparison to other regions. The cold weather, the thick ice cover together with slow turnover of eco-systems mean that toxic oil spills could last longer and expose multiple generations of organisms to contamination, he says. An Arctic oil spill could set off irreversible chain-reactions of contamination. The lack of sunlight also impacts the breakdown of spilled oil and other chemicals. Therefore, it is essential for both corporations and governments to be responsible and take the necessary steps by investing in training and equipment to reduce a catastrophic environmental disaster, and this is where we can help, Larsen says confidently and categorically. LAMOR NEWSREEL 9

10 FIGHTING OIL SPILLS I with reliability and efficiency 10 LAMOR NEWSREEL

11 N ARCTIC CONDITIONS Text: VINCE MITCHELL Photos: LAMOR CORPORATION The unprecedented seasonal retreat of sea ice in the arctic has been observed and is presently occurring. This inevitably will create a surge in shipping traffic activities such as tankers, bulkers, container ships, tugs with barges and fishing vessels, in addition to the passenger cruise ships, research and icebreaking vessels. Finnish multipurpose OSR vessel Halli. LAMOR NEWSREEL 11

12 Lamor OSR equipment in icy conditions. T his increased activity will also include oil and gas exploration, development and production activities creating multiple challenges to the environment and those nations boarding the arctic region. Specifically contamination risks include spills of both persistent oils i.e. many crude oils and heavy refined products, to non-persistent oils i.e. diesel and petrol. Behavior of Spilled Oil The foremost physical properties effecting oil when spilled is its density (specific gravity, the oils ability to float) and its viscosity (the oils ability to flow and the thickness). The behavior of any oil spilled in arctic conditions will differ compared to oil spilled in more temperate climates. The major differences that will impact the oil spill responders include: Evaporation: This occurs when the lighter, more volatile components are lost mainly due to the speed of the wind, temperature and the thickness of the oil slick. Evaporation rates of spilled oil in the arctic are less than in warmer sea and air temperatures. Spreading: Discounting the presence of ice, the spreading of oil on the surface of the sea is primarily a function of the water temperature and to a lesser degree the air temperature. Oil spilled in the arctic will be more viscous and spread less than oil spill in warmer waters. These will cause differences in the behavior of the spilled oil that may affect the equipment selection and tactics available for use by the responders. It can be generally stated that the presence of ice reduces the overall efficiency of the response spilled oil recovery operations. There may be other considerations that may in fact be favorable for spill responders when operating in the arctic regions. These may include: an increase in the thickness of the spilled oil, reduced weathering and formation of emulsion (water in oil mixture), reduction of the waves due to the dampening effects of ice and the blockage of shoreline impact due to the presence of land fast ice. Safety of Responders and Equipment In any response to spilled oil the safety of the spill responders is paramount. In addition to the marine safety hazards all responders may be exposed to on oil spills in any location which may include: noise, fire and explosions, ergonomic, crane operations, chemical and respiratory exposures, wildlife and aircraft operations, additional concerns in the arctic regions may also include cold stress (including hypothermia), small boat operations which may involve ice and icing conditions, increased risks of slips, trips and falls and even sunburn. Ample consideration should be given, ahead of an event if possi- 12 LAMOR NEWSREEL

13 The behavior of any oil spilled in arctic conditions will differ compared to oil spilled in more temperate climates. ble, to mitigate or design out, wherever possible, the effects of any potential hazards. Mechanical Containment and Recovery Equipment This is the most traditional of the oil combating techniques and involves what commonly comes to mind when one thinks about response to oil spills; the use of oil containment booms and oil recovery skimmers. The vessel platforms selected for this offshore mechanical containment and recovery should be suitable for the harsh environmental conditions, provide adequate facilities for sustained operations and ideally at a minimum be ice classed and equipped with controllable pitch propellers for sustained slow speed operations. Equipment selected for use in the arctic should be robust, simple and ideally fitted cold temperature adaptations, to prevent equipment freezing (engine oil heaters, hydraulic oil heaters, hot water or steam heating) and the ability to avoid or process any ice that may be encountered. Oil Containment Booms Oil booms can be used to collect oil, contain oil, protect areas at risk and assist in shoreline cleanup if needed. In offshore open water use in the arctic regions (~1-2/10 s ice), oil booms can effectively be used to collect and contain spilled oil increasing the oil thickness for collection by skimmers. All oil booms have common components that give the boom its freeboard, draft and buoyancy to weight ratio. The most common boom construction materials include Polyvinyl Chloride ( PVC ), Polyurethane/Polyvinyl ( PU ) and rubber coated ( Neoprene ). All oil booms have some type of floatation material which can range from air to solid foam and some type of tension member/ballast weight which commonly ranges LAMOR NEWSREEL 13

14 Lamor has advanced arctic oil spill clean-up equipment, knowledge and expertise and continues to strategically invest in its R&D activities. from chain to lead weights. It should be noted that all oil booms will eventually fail in increasing ice conditions due to the tremendous forces produced by the ice on the boom system. Generally, for offshore use in arctic regions a heavy duty neoprene fabric boom with air floatation and a chain tension member/ballast weight provides a highest strength, best performing, robust boom most suitable for offshore service. As the concentration of ice increases, the spreading of the oil will be impeded and reduced as the ice acts as a natural booming material, concentrating the oil into the narrow channels or into pockets in the ice. Oil Recovery Once oil is collected in a sufficient thickness, it can be removed, or skimmed, from the surface of the water. Skimmers are either stationary or advancing and the most common type of oil skimmers is Oleophilic (oil attracting), Weir, Vacuum, Hydrodynamic and Mechanical. While there are many different individual and varieties of oil skimmers, the two most prevalent skimmers used offshore are the oleophilic and weir skimmers. The weir type of skimmer presents a lip or weir at the oil/water interface. The oil then flows, via the influence of gravity, into the collection hopper for pumping into temporary storage. While weir skimmers can have a very high theoretical recovery rate and are relatively inexpensive, they tend to recover a large quantity of water along with the oil, very viscous oils may have trouble flowing over the weir lip and they are vulnerable to clogging from debris or ice making their efficient use only during periods of very low ice concentrations. The oleophilic skimmer presents an oil attracting material to the oil/water interface. The oil adheres to the surfaces and is subsequently scraped from the collecting surface, into the collection hopper for pumping into temporary storage. The skimmers attracting surfaces can include synthetic, metal and fiber materials in rope, belt, brush or disc configurations. The recovery capacity is a direct function of the surface area of the recovery material and the ability to effectively scrape it off. Adaptations of the oleophilic brush skimmer principle that has been specifically adapted for arctic use in broken ice conditions has been developed by Lamor. The company has conducted extensive testing and has a variety of real life experiences in the neighboring Gulf of Finland and Baltic Sea. Lamor is a leader in the development of reliable and effective equipment for use in the arctic by providing efficient and practical solutions based on their experience. Moreover, Lamor has operated in western Siberia, the Arctic Ocean (Prirazlomnoye) and eastern Russia (Sakhalin). In this proven design and technology, the oil attracting brush material is rotated through the oil/water interface with the recovered oil then scraped off for recovery. This brush conveyer can operate at advancing speeds up to 4 knots, recover all viscosities of oil with an extremely low (< 5%) water content. This system can be enhanced with the use of an outrigger jib arm(s), and sweeping booms along with additional deflection booms. These systems can either be side mounted or mounted within the recovery vessel s hull with many degrees of automation. Lamor Oil and Ice Separator (LOIS) In ice conditions, oil will be mixed in with or coating the ice pieces. The LOIS operates on the principle of the vessel moving through the water (from 1-3 knots), the ice pieces are pushed beneath the grids of the LOIS unit. The ice pieces are forced up and down and the surrounding water washes the oil from the ice pieces. The natural buoyancy of the oil floats into the LOIS and to the oleophilic skimmer unit mounted on the LOIS or in the recovery vessels hull. Lamor Arctic Skimmer This skimmer was specifically designed to operate in the extreme cold and under broken ice conditions. It incorporates a static deflection grid or larger pieces of ice and any smaller pieces of ice that are recovered in the recovery hopper are crushed by feed screws which feed the recovered oil to the discharge pump. A steam or hot water connection is standard to assist in the pumping of viscous products. This arctic skimmer can be utilized in free floating or vertically suspended operations. Lamor Oil Recovery Bucket The Lamor Oil Recovery Bucket is designed to be mounted to and deployed from an excavator or crane. This is an active skimming system with complete control of the skimming unit. The bucket itself can be utilized for the heaviest of oil products and solid materials, including the processing of ice pieces. This is best utilized for recovery of pockets of oil found in the ice. Mechanical containment and recovery tactics Oil must be collected in the thickest layer possible for the most efficient skimming to occur. This generally involves longer lengths of deflection booms into a collection pocket where the skimmer is located. In the arctic regions the use of these deflection booms is only possible during open water conditions with ice coverage ~1-2/10 or less. This is due to the ice being deflected and concentrated along with the oil. As the amount of ice increases, shorter lengths to no deflection boom can be used. As the ice further increases, the ice itself acts as a natural containment boom and pocket recovery tactics in areas of oil trapped by the ice become feasible. Lamor does not offer 14 LAMOR NEWSREEL

15 non-mechanical or dispersants methods in their product portfolio for combating spilled oil offshore especially in the arctic region. The bottom line In evaluating the reliable and effective tools for oil spill response operations in the arctic, it becomes clear that except for the equipment developed by a few companies, most notably Lamor, the majority of the response equipment currently in use in the arctic regions is adapted from equipment used in more temperate climates. That said, additional research, testing, field and full scale trials have been initiated with knowledge gained and advancements made. These types of efforts will need to be funded and pursued to provide the absolute best in prevention, preparedness and response to potential oil spill in the arctic regions of the world. Lamor has advanced arctic oil spill clean-up equipment, knowledge and expertise and continues to strategically invest in its R&D activities. Lamor Side Collector (bottom l-r) Viscous oil recovery with LORS built-in 8 brush conveyor system. Lamor Arctic skimmer. LAMOR NEWSREEL 15

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17 Text: THOMAS BARBIERI Photos: MARITIME NEW ZEALAND Black Tide in Bay of Plenty On January 7, severe weather broke M/V Rena in two with the bow section firmly wedged on the reef. By January 10, the stern section stayed perched on the edge of the Astrolabe Reef with about 95% submerged, including the bridge, and a few days later slid off the reef and submerged totally. LAMOR NEWSREEL 17

18 Aerial observation flights confirmed on January 12 a dark metallic sheen of around 600m by 200m within a larger lighter sheen stretching for about ten kms from the wreck. Observers noted these patches of oil appeared to be breaking down naturally in the swells and churning seas. The oil trajectory modelling predicted it was likely to reach beaches at Little Waihi and Pukehina that said, these modelling predictions change with the currents and weather conditions. Three months earlier, on October 5, 2011 at 02:20, the M/V Rena struck the Astrolabe Reef whilst sailing from the New Zealand s North Island port city of Napier to Tauranga. Onboard the stricken vessel was 1,368 containers of which twenty contained hazardous materials such as cryolite, a toxic chemical used as a pesticide, insecticide etc. and is a colorless material that disappears in water due to the proximity of their refractive indices. The M/V Rena also was carrying 1,700 tons heavy fuel-oil and over 200 tons of marine diesel fuel. The initial accident revealed that the vessel had sustained significant damage with large cracks in the hull that eventually split the vessel in two. The weather in early October continued to hamper rescue and oil spill clean-up operations and a large, approx. five km, oil slick was visible. Six days later, on October 11, New Zealand s Minister for the Environment and Minister Responsible for Climate Change Issues, Hon. Dr. Nick Smith declared the M/V Rena to be New Zealand s worst ever maritime environment disaster. On January 8, the vessel split in two, leaving a separation distance of approx. 30 meters between the fore and aft of the vessel, the water surrounding was murky due to powder milk being spilled from a container. Maritime New Zealand (MNZ), formerly Maritime Safety Authority, is the lead agency for the coordination of clean-up efforts and salvage in the M/V Rena grounding and subsequent spill. Overall MNZ s responsibilities include maritime safety, security and marine environment protection for the country. MNZ Salvage Unit Manager David Billington stated while both sections of the M/V Rena were still on the Astrolabe Reef, the stern section had moved an estimated 30m from the bow section in seas of over 7m overnight (January 7), after the stern pivoted about 13 degrees to starboard. While the two sections remain on the reef, both are now open to the sea and vulnerable to more damage. The stern section is also listing heavily at about 24 degrees and is heaving in current swells of about 4.5m. The bow section is still firmly wedged in place on the reef, but it is open to flooding from the sea and is expected to deteriorate further in the rough conditions. Navigational warning: floating containers and debris All vessels in the area were recommended to navigate with extreme caution and the Bay of Plenty Regional Council issued navigational warnings for shipping and boat users to avoid new hazards fallen from the ship. Moreover, all vessels were ordered to proceed at slow speed, keep a good lookout and travel through the area in daylight only. The debris field was extensive and its movement unpredictable and could extend further. The container recovery company onsite had tugs en route to tag containers with buoys as weather conditions were too rough to tow or safely recover them, while vessels with trawl nets would also be sent out to collect debris once conditions improved after the vessel split in two. Navigational warnings had also been is- The M/V Rena was carrying 1700 tons heavy fuel-oil and over 200 tons marine diesel fuel. 18 LAMOR NEWSREEL

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20 sued to shipping, with the port company communicating with individual ships via port radio and warnings issued to recreational vessels via Coastguard radio. Shipping lanes were also being monitored for containers and debris. The Bay of Plenty Regional Council Harbor Master extended the three nautical miles exclusion zone due to the large debris field from M/V Rena. M/V Rena s stern was listing at 24 degrees on its starboard side and had leaked up to 350 tons of oil and less than a third of that had washed ashore and been cleaned up. The 1368 containers onboard, 88 were lost to sea and 20 washed up on the shore. As of December 28, a total of 341 containers have been removed from the M/V Rena and clean-up operations are still ongoing. With the wind and sea storms in early January, an estimated containers had washed overboard when the M/V Rena split in two on January 7. As of early January, salvage crews had removed more than 1,100 tons of oil from the stricken vessel, but an estimated 385 tons remain aboard. New Zealand s Environment Minister Smith said the efforts of rescue officials over the past three months had impacted and limited the damage caused by the break-up. The risk to the environment is a fragment of what it was, with at the most tens of tons of oil rather than hundreds of tons that potentially could be spilled, he said in a press conference in Tauranga. Any oil coming ashore in the coming days is expected to be much less the amount that washed up after the M/V Rena first went aground. Moreover, people should exercise their common sense and not swim or surf where there is likely to be containers, debris or oil coming ashore, said Alex van Wijngaarden, New Zealand s National On-Scene Commander. The environmental damage has caused massive pollution to the marine environment. It has already devastated the community of one of New Zealand s leading seaside and tourist resorts. The economic costs, including the costs of cleaning up the region s coastline, will run into many millions of dollars. Accident waiting to happen sub-standard and human error The M/V Rena was a medium-size container ship built in 1990 and registered in Liberia, a major flag of convenience country of registry. The vessel was considered to be a relatively old container ship and was beginning to deteriorate and fall below an acceptable standard (sub-standard) for safe operation. Moreover, she had bewen cited for numerous navigation and other issues during various inspections. As the investigation unfolded regarding what happened on October 5, it was revealed that the M/V Rena had altered its charted course (Passage Plan), for unknown reasons, several times during the night of the incident heading to meet the Pilot at the Port of Tauranga. The new course heading was directly in line with the well-charted reef in clear visibility. That said, the M/V Rena, due to its age, was not fitted with the newest technologies available e.g. an electronic chart display, thus, any instrumental readings onboard needed to be manually transferred to naviga- 20 LAMOR NEWSREEL

21 A beached container from M/V Rena. MNZ en route to Rena onboard Lamor JBF 420 workboat. Lamor s Steve Reilly on scene during M/V Rena incident. tional maps, and this did not happen. The M/V Rena bridge crew s loss of situational awareness in open water was a contributing factor in the accident. On-scene support MNZ alerted all rescue, salvage and clean-up operators in the area including the New Zealand Defence Forces. Support also came from Australia (AMSA) and Singapore to name a few. Lamor was the only oil spill equipment supplier on-scene in Tauranga to assist MNZ and the many outside agencies that responded to this incident. Lamor s VP Global Business, Steve Reilly, was on scene and filed this report: We were there soon after it happened and worked with the various responders on the water in Tauranga harbor and in the staging areas to ensure all the Lamor equipment and vessels were ready to go. The weather was very difficult for the first week and the response was focused on several key areas and along the beautiful beaches of Bay of Plenty. Two of the Lamor JBF 420 vessels that MNZ acquired several years ago were in great condition and worked mostly in the harbor area every day. The MNZ JBF vessels had on board the Lamor GT A 30 heavy duty screw pumps and diesel hydraulic power packs. These worked in conjunction with JBF Dynamic Incline Plane (DIP) skimming modules over the bow. Our GT A screw pumps were ideal for this kind of weathered heavy fuel oil floating in the water. The larger Lamor DHPP 84 HP power units were also used on several separate oil spill response vessels and were very dependable in the clean-up efforts. Multiple authorities and agencies from Australia sent key OSR personnel and equipment to assist, including some Lamor LSS 420 beach cleaners which worked well collecting some of the heavy oil and debris along the shoreline. LAMOR NEWSREEL 21

22 M/V Rena in figures Source: MARITIME NEW ZEALAND 22 LAMOR NEWSREEL

23 Beach clean-up 997,5 tons of waste collected A total of 8,061 volunteers are registered in the volunteer database Salvage Over 1,300 tons of oil recovered through fuel recovery operations on board Rena 320 tons removed from the starboard no. 5 tank 1,712 tons of oil on board Rena when it grounded Around 350 tons of oil lost overboard off Rena on 11 October stimated 5 10 tons of oil lost overnight on Saturday 22 October 25 crew on board Rena at time of grounding 40 member salvage team from the appointed salvage company Svitzer with local support teams and colleagues providing round-the-clock technical advice and analysis from Australia, Singapore and the Netherlands Containers 1,368 containers on board Rena at time of grounding 547 containers stored above deck at the time of grounding 821 containers stored below deck at time of grounding 121 containers with perishable foodstuffs 32 containers with dangerous goods Estimated 150 containers (total) lost overboard (Jan 13, 2012) 389 containers removed (Jan 11, 2012) since container recovery began on Nov 16, transponders fitted to containers Wildlife 500 birds can be housed at the Wildlife treatment and rehabilitation facility established in Te Maunga A total of 409 birds were being cared for in the facility at the height of the response, including 345 little blue penguins, 60 New Zealand dotterel and 4 pied shags 120 rare New Zealand dotterels in Bay of Plenty area 1,700 rare New Zealand dotterels in existence 2,066 dead birds collected Equipment 1 Squirrel Helicopter for winching people on and off Rena 1 C172 aircraft used for aerial observation flight 1 MNZ-owned oil recovery vessels, Kuaka from Auckland 1 anchor-handling tug, Go Canopus, on site for container recovery, receiving oil and capable of maintaining station in poor weather 1 landing craft vessel Brandy Wine 1 barge Sea Tow 60 1 crane barge Smit Borneo, used for removing containers from Rena 600 meters of ocean-going booms from across New Zealand Salvage equipment brought by Svitzer includes air compressors, power generators, chains, shackles, ropes, tools and oil removal equipment 1 double-hulled tanker Awanuia, capable of receiving oil from Rena 1 MNZ-owned oil recovery vessels Tukuperu from Picton 2 Port of Auckland tugs Maui and Waka Kume and Auckland barge Paponui 1 tug Swiber Torunn 1 crane ship Pancaldo 1 Bell 214 Helicopter flying equipment to Rena, carrying 3 tons at a time 3 local tugs mobilized to intercept drifting containers and debris 3 mussel barges, Ocean Phoenix, Northern Quest and Union Beach, used for on-water oil recovery operations 4 NZDF Navy inshore patrol vessels, Rotoiti, Hawea, Taupo, and Pukaki 1 NZDF Navy fuel tanker Endeavour NZDF light operational vehicles NZDF Seasprite helicopter 5 NZDF Unimogs NZDF literal warfare support group personnel and assets, conducting surveys of shipping lanes Response Between personnel managing the response from the incident command centre. These included people from MNZ, the National Response Team, regional and local councils, Massey University, the Department of Conservation, the University of Waikato, WWF and New Zealand Fire Service. This figure also includes trained oil spill responders leading volunteers and other personnel in the field Approx. 150 NZDF personnel, from the Air Force, Navy and Army, with another 150 on short notice to respond as needed Approx. 150 Department of Conservation personnel providing field support to the wildlife response, conducting field surveys, collecting live and dead oiled wildlife, and providing logistical support, with others available at short notice Approx. 100 people working in the wildlife response team, including National Oiled Wildlife Response Team personnel, veterinarians, ornithologists and expert responders with experience in the capture and treatment of oiled birds LAMOR NEWSREEL 23

24 Text: THOMAS BARBIERI Christmas Island torn from moorings On January 8, a dramatic rescue operation took place off Australia s Christmas Island when crew members jumped into the choppy seas from the M/V Tycoon that was carrying phosphate. The crew was forced to abandoned ship when the M/V Tycoon broke from its moorings and crashed against a cliff face. The ship had been loading phosphate for three days before the mooring broke. Christmas Island residents were instructed to keep their windows shut to avoid the acrid diesel fumes. Moreover, large amounts of fuel oil leaked from the ship which could become an environmental disaster. The M/V Tycoon split in two and eventually sank in shallow water adjacent to a rock wall and close to the wharf. It is believed to have broken in half due to the pounding from the rough seas. The Australian Maritime Safety Authority (AMSA) activated the National Plan to Combat Pollution of the Sea by Oil and other Noxious and Hazardous Substances. AMSA estimated about 102 tons of intermediate fuel oil, 11,000 liters of lubricant oil, 32 tons of diesel oil and approx. 260 tons of phosphate was onboard the vessel. The M/V Tycoon was built in 1983 and is owned by Taiwanese firm and sails under a Panamanian flag of convenience. The Australian Transport Safety Bureau (ATSB) investigation team arrived on the island to begin the on-site investigation. Moreover, AMSA officials initiated an investigation into whether there were breaches in navigation law. On January 12, AMSA reported that removal of the M/V Tycoon is a complex and highly technical operation. The owners are seeking salvage and other specialist technical advice in regards to the removal of the wreck from the area. The port remained closed to shipping due to weather conditions. Moreover, there is little evidence of any significant impact on Christmas Island wildlife. The clean-up crew found four oiled shore crabs, however, hundreds of thousands of juvenile crabs emerged from the sea at Flying Fish Cove to make the ritual march up to the rainforest. M/V Tycoon broke from its moorings and smashed against the cliffs resulting in a fuel oil leak. Text: THOMAS BARBIERI AMSA issu Anew risk assessment report has been released by the Australian Maritime Safety Authority (AMSA) as part of a 10 yearly review of Australia s National Plan to Combat Pollution of the Sea by Oil and other Noxious and Hazardous Substances (the National Plan) and National Maritime Emergency Response Arrangements (NMERA). The report, titled Assessment of the Risk of Pollution from Marine Oil Spills in Australian Ports and Waters was prepared by international risk assessment experts Det Norske Veritas (DNV) following a competitive tender process. 24 LAMOR NEWSREEL

25 es its Oil Spill Risk Assessment The report provides important data to be taken into account in the review of the National Plan and NMERA, which is expected to be completed in the first half of The National Plan is a national integrated government and industry system enabling effective response to marine pollution incidents. AMSA manages the National Plan, working with state/northern Territory governments, shipping, oil, exploration and chemical industries to maximize Australia s marine pollution response capability. For the purposes of the risk assessment process, the Australian coastline is divided into 120 sub-regions. Each region is then allocated an environmental risk index, which takes into account the main factors affecting the risk of oil spills in the marine environment, including shipping densities, environmental sensitivity, and the likely frequency and size of oil spills based on international and Australian data. The new study indicates only minor changes from a previous risk assessment completed in 1999, with the major changes being higher risks along the coastlines of northern Queensland, eastern Victoria and eastern South Australia. The report also estimates the potential change to the current level of risk by Estimates of future growth in shipping take into account expansion plans provided by 34 Australian ports, with bulk commodity ports in Queensland and Western Australia contributing to an expected overall average growth in port traffic of six percent per year. Risk reduction measures, such as new international regulations requiring double hulls around new ships fuel tanks and future changes to requirements for ship fuels, are taken into account in the study. The risk assessment will be used during the review of the National Plan and NMERA arrangements, in particular considering the adequacy of the current arrangements to deal with the risks. LAMOR NEWSREEL 25

26 Swedish Coast Guard: Operation Kyrkesund Text: THOMAS BARBIERI Photos: SWEDISH COAST GUARD 26 LAMOR NEWSREEL On September 15 the Swedish Coast Guard (SCG) received the first alert of oil contaminated shores on the south west coast of Sweden. It immediately led to activation of OSR actions in the area and Operation Kyrkesund was triggered to immediate responders. Initially it was unclear where the oil came from, but the priority was to contain and recover any oil affecting the archipelago.

27 D anish authorities had informed SCG the day before that there had been a ship collision outside the Danish west coast and that one of the ships was leaking oil. That said, the collision between the cargo vessel from Malta and a Belgian fishing boat had occurred a few days earlier, but had not been reported to authorities since damage seemed minor at the time, until oil began to leak. The harsh weather conditions in the area complicated and hampered OSR operations and the Danish authorities were able to recover approx. 60 m 2 of oil. Hurricane winds and choppy seas carried the oil slick to the Swedish coast which was deemed thereafter to be one of the worst to affect the area in over 20 years. The Swedish Coast Guard worked in close cooperation with the local rescue service and the Swedish Sea Rescue Society (SSRS) also contributing by means of ships, booms and personnel. In Operation Kyrkesund, SCG s response vessels, oil recovery vessels for shallow waters and skimmers were deployed coupled with a large amount of booms to contain the oil. Moreover, OSR vessel KBV 050, which belongs to SCG, was also deployed to the area. KBV 050 is fitted with Lamor in-built oil recovery systems, LORS, as well as several of the workboats used in Operation Kyrkesund were equipped with Lamor Bow Collectors. The OSR responders effectively and efficiently recovered a total of 644 m 2 of oil. Containment and recovery operations in South West of Sweden. Lamor Bow Collector. LAMOR NEWSREEL 27

28 Text: THOMAS BARBIERI Photos:SWEDISH COAST GUARD The Christmas Pine OIL SLICK Pine oil leaked from chemical refinery in Sweden resulting in a 2 km long oil slick resulting deployment of YAG Louhi. Apine oil slick was heading towards Finland from Sweden across the Gulf of Bothnia. Shortly before Christmas approx. 800 m 2 of pine oil spilled into the Baltic Sea from the Arizona Chemicals refinery on the eastern coast of Sweden in Sandarne. The Swedish Coast Guard (SCG) deployed their OSR vessels, equipment and personnel and in a single day approx. 140 mᵌ of pine oil was recovered. SCG spokesperson stated that Lamor s in-built brush skimmers (LORS) fitted on SCG s vessel KBV 002 were well suited also for this type of oil recovery operations. An approx. two km long and 600 m wide pine oil slick was heading towards Finland s western coast. The Finnish Coast Guard deployed YAG Louhi and Linja to tackle the oil slick. YAG Louhi is Finland s newest OSR 28 LAMOR NEWSREEL vessel equipped with Lamor s LORS in-built oil recovery system. That said, operations were halted when the OSR vessels encountered hurricane strength winds and heavy seas in the Baltic Sea and Gulf of Bothnia. After the storms subsided, the oil slick had dispersed and air surveillance is searching the western coast of Finland for any remnants or signs of the slick. Pine oil has not been analyzed thoroughly about the risks, but when spilled in these quantities it can threaten eco-systems and wildlife. The oil is used in aromatherapy, as bath scent oils, in cleaning products, etc. The oil is acquired by steam distillation of needles, twigs and cones from a variety of species of pine at refineries such as the Arizona Chemicals refinery in Sandarne which is the largest pine oil refinery in the world. Lamor brush skimmer

29 Text: THOMAS BARBIERI Photo: LAMOR CORPORATION In late 2011, Lamor delivered to Gazprom Neft Shelf a 19m multipurpose vessel that will ultimately be used for the company s oil spill response operations in the Barents Sea. The new vessel has been christened Krab (Russian for crab). The oil recovery vessel with the built-in oil recovery system LORS on both sides was designed and custom built specifically for Gazprom Neft Shelf, a full owned member company of Russian giant Gazprom. The multi-purpose vessel Krab will stay over winter in the docks in St.Petersburg and in the spring 2012 venture to its final destination, the Prirazlomnoye offshore oil field in the Barents Sea. In addition to oil recovery, our vessel can also be used as a multi-purpose vessel for boom deployment, dispersant spraying, service tasks and as a safety patrol boat, explains Lamor s Nikolai Kildishov, VP Russia & CIS. Kildishov highlights some of the vessel s benefits: The vessel has hull mounted brush packs, which enables recovered oil to be delivered directly to the recovered oil storage tanks in the mid-ship without the need of using oil transfer pumps, he says. Another great advantage is that the brush conveyors are in direct connection with the oil on the water surface which notably improves the high viscous oil and debris collection capabilities, but also collecting of light oils in Arctic conditions. Moreover, the vessel is built according to ice class Ice 2 and certified by the Russian Maritime Register of Sippng (RMRS), Kildishov highlights enthusiastically. In addition to the oil recovery vessel, Lamor also delivered earlier to Gazprom Neft Shelf two Landing Crafts LC9000 with cabins and a rubber inflatable boat as well as Bow Collectors to be fitted on already existing workboats. We also provided four kms of oil containment booms and a boom washing machine, explains Kildishov. Lamor Delivers New Vessel to Gazprom Neft Shelf in Russia Krab en route to the Prirazlomnoye oil field in the Barents sea. LAMOR NEWSREEL 29

30 Text: THOMAS BARBIERI Photo: LAMOR CORPORATION M/T Alexandria Joins EMSA Fleet M/T Alexandria Ship Particulars Vessel type: Oil Tanker Storage Capacity: 7,458m³ Length: 94m Breadth: 18.50m Draught: 9.60m Heating capacity: 5,742 kw Pumping capacity: 1,850m³/h Installation of Lamor equipment prior to commissioning. n early August, 2011, the European Maritime Safety Agency (EMSA) successfully concluded acceptance tests of M/T Alexandria. The testing was I conducted off the coast of Cyprus in the eastern Mediterranean Sea. Lamor s Pekka Eskelinen stated: The M/T Alexandria will enhance EMSA s oil response fleet in the region and with the successful conclusion of the acceptance tests, she will now become a Standby Oil Spill Response Vessel (SOSRV). M/T Alexandria has a storage capacity of 7,458 m³. The bunker vessel has been pre-fitted with Lamor s rigid sweeping arms with brush/weir skimmer modules as well as independent skimmers and oil booms, says Eskelinen. 30 LAMOR NEWSREEL

31 Text: THOMAS BARBIERI Photo:EMSA EMSAs Oil Pollution Response Vessel Network In 2004 European Maritime Safety Agency (EMSA) was tasked for setting up a network of vessels, equipment and other resources to help EU Member States deal with pollution from ships. EMSA has contracted commercial vessels which can, at short notice (within approx. 24hrs) be transformed into oil recovery vessels with state-of-the-art equipment. These ships normally undertake other day-to-day tasks, but have the ability to load equipment and respond rapidly to spills when needed. EMSA s Bernd Bluhm, Head of Pollution Control. in 2011 arranged five tenders covering the Baltic EMSA Sea, Bay of Biscay, western Mediterranean, central Mediterranean and the Black Sea. New equipment was required in four of them, where existing equipment from earlier contracts and equipment stockpiles was made available. After careful assessments and evaluation EMSA finally awarded four new contracts, out of which three contracts required new equipment. We are now strengthening our close cooperation with the selected partners, says EMSAs Bernd Bluhm, Head of Pollution Control. The equipment deliveries mainly consist of Lamor rigid sweeping arms 12m and 15m with dedicated cranes for safe deployment at offshore conditions, equipped with brush skimmer modules for medium and heavy oils and weir modules for light oils. The rapidly and easily interchangeable brush skim- mer and weir skimmer modules make the vessels operational in any types of oil spill under any conditions offshore, while simultaneously being extremely user friendly. EMSA offers a comprehensive fleet of Standby Oil Spill Recovery Vessels (SOSRV) available in all major European sea areas, from the Baltic to the Black Sea, encompassing ships available in most parts of the Mediterranean, Atlantic and North Sea. In early August the acceptance test of the SOSRV M/T Alexandria (storage capacity of 7,458 m³) was successfully conducted by EMSA in Cyprus. After a comprehensive testing procedure to verify the performance and suitability of both crew and equipment, the M/T Alexandria is now ready to provide services to any Member State and Accession State of the European Union. Contracted from the Cyprus based company Petronav, the M/T Alexandria reinforces EMSA s re- sponse capacity in the eastern Mediterranean, a major conduit for hydrocarbons reaching Europe via North Africa, the Middle East, Suez Canal and Black Sea, says Bluhm. Lamor also provides IMO (International Maritime Organization) certified oil spill response training for the vessel crews. Lamor is the only oil spill response equipment supplier that is an accredited training provider, having the rights to train IMO Oil Spill Responder levels 1 3. EMSA is now very satisfied that all the coastline is covered with multiple contracts and vessels equipped with state-of-the-art equipment. The latest tender round produced three new contracts and we look forward to having all three vessels pre-fitted and equipped well before the june 2012 deadline, reinforces Bluhm. LAMOR NEWSREEL 31

32 Text: THOMAS BARBIERI Photos: LAMOR CORPORATION Liaison with France sharing knowledge with a common goal for effective oil spill response operations In late September, 2011, the Brest, France based Centre of Practical Expertise in Pollution Response (CEPPOL) together with Marseille, France based Bourbon Offshore visited Lamor Corporation to familiarize themselves with oil spill recovery equipment and new technologies. 32 LAMOR NEWSREEL

33 Lamor Free Floating Offshore Skimmer LFF 100 on YAG Louhi. LAMOR NEWSREEL 33

34 T he distinguished guests from CEPPOL and Bourbon Offshore were given a demonstration onboard YAG Louhi, Finland s and the Baltic Sea s most efficient offshore multi-purpose oil and chemical spill vessel equipped with Lamor s newest oil spill recovery (OSR) technology and solutions. YAG Louhi began operations in the Gulf of Finland in mid Commissioned by the Finnish Environment Institute (SYKE), the 48 million YAG Louhi is based at the Port of Upinniemi approx. 40 kms west of Helsinki in the archipelago. The vessel is operated by the Finnish Navy and YAG Louhi is equipped to sail in the Baltic Sea all year round and it can reach a speed of 15 knots and penetrate 50 cm (20 in) thick ice sheets, travelling at 7.5 knots. CEPPOL is in charge of preparing the French Navy for its environmental responsibilities and providing support and expertise to the maritime authorities and response operation coordinators. It is a unit of the French Navy under the authority of the commander of the Atlantic maritime area (CELCANT), and is commissioned as the interdepartmental authority for pollution response within the Navy and is answerable to the Maritime Headquarters. Bourbon offers the offshore oil and gas industry a full spectrum of marine services based on a range of innovative, latest-generation and highly productive vessels. The company has two principal activities, marine and subsea services One vessel with multi-functions Lamor s Regional Manager Europe, Christoffer Wallgren explains: The multipurpose vessel YAG Louhi has been fitted with several of our newest OSR technologies such as our in-built skimmers that are capable of collecting 1,200 tons of spilled oil during a deployment, he says. The vessel has four different types of Lamor brush skimmers, in-built brush conveyor belt-type skimmers, bucket skimmers mounted on cranes, free floating offshore skimmers with umbilical hose reel systems and so called ice brushes mounted on the aft deck, Wallgren highlights. YAG Louhi is designed to be capable of recovering spilled oil and chemicals in both open water and ice conditions, extinguishing shipboard fires and emergency towing of ships operating in the Gulf of Finland. The new vessel also has sufficient icebreaking capability to assist oil tankers. In addition to environmental duties, YAG Louhi will be used as a support ship for underwater operations by the Finnish Navy. YAG Louhi (l r) Jean-Pierre Mortreux, Eitel M. Boka, Jean-Luc Antoine, Jean-Pierre Inizian, Bruno Lesven. Lamor LFF LAMOR NEWSREEL

35 Hands-on cooperation CEPPOL s Commandant Jean-Pierre Inizian is highly appreciative for the liaison visit to garner information about OSR equipment from Lamor and familiarization with YAG Louhi. The aim of our visit was to get a hands-on introduction to the latest multipurpose OSRV and its equipment. The patented Wave Dampening Channel for oil recovery in high seas and stormy conditions coupled with in-built Lamor Free Floating Offshore skimmer, the LFF100, were very impressive, he stated. Moreover, I want to thank Captain Markus Santasalo together with his crew on YAG Louhi who made our visit onboard a positive and unforgettable memory for all of us! Commander Inizian stated. I want to express my appreciation and extend my thank you for the technical information regarding the Lamor offshore The aim of our visit was to get a hands-on introduction to the latest multi-purpose OSRV and its equipment. LFF100 skimmer, says CEPPOL s Bruno Lesven, Technical Engineer. The demonstrations and implementation of the oil spill response equipment onboard YAG Louhi was perfect and very enriching. Christoffer you arranged a perfect liaison visit that was not only informative but fun, says CEPPOL s Jean-Luc Antoine, Technical Engineer. Bourbon Offshore s Project Manager, Eitel M. Boka stated: The in-built Lamor OSR equipment was highly interesting and I enjoyed observing the equipment demonstrations onboard. That said, another interesting and unique feature to see onboard, and a novelty I might add, was the in-built sauna. We do understand and respect the need for a sauna in arctic conditions such as in Finland, so I must conclude that YAG Louhi is truly a multi-purpose vessel with multi functions in multi scenarios for multi-talented people, he says with a broad smile. Jean-Pierre Mortreux, Office Director at Lamor France stated: We value the cooperation and expertise of CEPPOL and Bourbon Offshore since we have a common goal, specifically oil spill recovery operations. Collectively we need to work together when tackling incident s that have both long and short-term effects on the environment. Thus, such visits are important for all involved. LAMOR NEWSREEL 35

36 Lamor delivered containerized OSR equipment to the French naval base and Koniambo Nickel in New Caledonia. Commissioning in New Caledonia Text: THOMAS BARBIERI Photos: LAMOR CORPORATION The French naval base in Nouméa, New Caledonia recently procured Lamor s containerized Minimax 30 skimmer systems, including oil transfer pumps GT A 50 and LPP 50 power packs. Lamor s Regional Manager, Europe Christoffer Wallgren together with Lamor France Director Jean-Pierre Mortreux provided training, service, support and commissioning for the newly acquired OSR equipment. Wallgren and Mortreux also provided training and commissioning of two custom built containerized Lamor Heavy Duty Oil Boom systems and LPP 19 power packs for Koniambo Nickel SAS (KNS). The company is presently building a world-class industrial complex which will contribute to making New Caledonia one of the world s largest nickel producers once production reaches full capacity. Koniambo Nickel will operate a mine, a pyrometallurgical nickel foundry, a power-generating station and other complementary infrastructures, notably a privately-owned deep-water port, an 11km land-based conveyor and a seawater desalination plant. The beginning of ore treatment is planned for the second quarter of 2012 with a gradual increase in power to reach an annual production of 60,000t of nickel content in LAMOR NEWSREEL

37 Text: THOMAS BARBIERI Qatar s Organized Responders to OSR In the State of Qatar the principal organization for oil spill response is Qatar Petroleum s (QP) Oil Spill & Emergency Response Department (OS&aERD). It is responsible for state wide oil spill response operations including but not limited to oil spill preparedness, combat and recovery operations for Qatar Petroleum, and the areas assigned under responsibility of the State of Qatar. T hat said, in the event of an oil spill in Doha Port, the Doha Port Management Company is responsible for responding to an oil spill and clean-up operation. OS&ERD monitors the operations and provides necessary support when needed. During Q Qatar Petroleum issued a tender for the supply of skilled personnel, services including supervision, management, in the form oil spill manpower support. The requirement stipulated that the winning bidder would be responsible for operating and maintaining all of OS&ERD oil spill recovery equipment. In cooperation with its local partner, IECO Petroleum Services, Lamor Corporation was the successful bidder for the three year contract. In its scope of work Lamor has delivered management, supervisors, senior oil spill responders, oil spill responders and maintenance staff who will work in cooperation with OS&ERD staff. During any future oil spill incident, Lamor personnel will be involved directly as a part of the OS&ERD operation. The OS&ERD is responsible for all offshore oil recovery and clean-up operations, which include Halul Island and various QP platforms coupled with the North Field. In addition to covering offshore assets OS&ERD must also respond to land based oil spill recovery and clean-up operations at the following locations: Dukhan operational area, Ras Laffan Industrial City, Mesaieed Industrial City, QP Refinery and any area affected by an oil spill incident. LAMOR NEWSREEL 37

38 Responsible Preparedness is Necessary with the proper training and equipment Training should never be under-estimated or neglected since the source of knowledge is experience. 38 LAMOR NEWSREEL Ibearibusae eos magnis dit offic tem sint. Um faccae volupta nulluptiis doloria musdam, consequatio quieveliquat parchil lupitectam nonsequi si

39 Text: ANN-CHARLOTTE FOGDE Photos: LAMOR CORPORATION Environmental responsibility incorporates being professionally prepared through training and having the necessary equipment for rapid intervention during oil spill accidents. Lamor offers these opportunities to take advantage of learning by implementing effective and efficient operations worldwide, on every terrain and in any climatic condition. The training of oil spill response personnel is an integral part of a robust emergency preparedness and response program; a warehouse stocked with state-of-the art oil recovery equipment is of little or no use without the properly trained manpower to deploy and operate the equipment efficiently and effectively. In any oil spill incident and scenario, the response time is critical to the successful outcome of clean-up operations and its long-term impacts on eco-systems and environments. Lamor s Vince Mitchell instructing MSRC staff. LAMOR NEWSREEL 39

40 Vince Mitchell Jaime Herrera Lamor offers customers and governmental agencies that are responsible for oil spill response, monitoring, and control, a threelevel fully accredited training program mandated by the UN s International Maritime Organization (IMO). Lamor s training program, which is offered locally or on-site at the customer s location, is certified by the UK The Nautical Great Barrier Institute; an important achievement Reef, Australia. for Lamor considering the Institute s strict accreditation policies and procedures. Moreover, Lamor s equipment is certified by Bureau Veritas, and the company continuously invests in new equipment and solutions. In addition to this, Lamor always provides intensive training when it delivers its equipment. That said, and most importantly, within the Lamor team there are qualified HAZWOPER and Confined Space Trainers as well as Health and Safety experts. Recognized hands-on training provider So far, we have not actively engaged in marketing our training services. All our oil spill response equipment deliveries to our clients automatically include intensive training in conjunction with the commissioning and Success is what happens when preparedness meets opportunity. (Roman philosopher Seneca mid 1st century AD) therefore we already have been recognized over the years as a training provider within the industry, says Vince Mitchell, Lamor s Vice President Special Projects. Our training providers are also active Lamor Response Team (LRT) members, with hands-on experience derived from working on major oil spills around the world. Our management has acted as on scene commanders at numerous oil spill incidents and the LRT has extensive managerial knowledge and expertise of oil spill accidents in various environments and weather conditions such as offshore, on land, arctic and desert climates, Mitchell explains. Increasingly, oil operating companies, governmental agencies, military and coastguards from around the world contact us for our training opportunities, most notably our IMO 1-2 courses. We are also in charge of the European Maritime Safety Administration s (EMSA) OSR drills and we also take part in international OSR exercises, as for example in the recent Balex Delta. 40 LAMOR NEWSREEL

41 The programs have been developed so that all participants become knowledgeable and hence react quickly and efficiently to the various situations that need to be confronted at any given moment. Oil spill responce training courses LEVEL I LEVEL 2 LEVEL 3 IMO Level I course: First Responders Duration: minimum 3 days (2-4 days in classroom and 1 day of handson practical exercises and demonstrations) Target participants: The course is relevant for field supervisors such as Marine Officers, Shoreline Strike Team Leaders, and other personnel who will be involved in oil spill combating operations. Curriculum of topics covered: Oil Spill Response Safety and Awareness Personal Protective Equipment Fate and Effects of Spilled Oil Containment Devices Recovery Methods River response techniques Shoreline/inland Clean-up Methods Waste Disposal & Management IMO level II course: Supervisors and On-Scene Commanders Duration: 5 days Target participants: Personnel that already have some experience in oil spill response, have completed a course equivalent to the operational level course, have supervisory responsibilities and training, and are likely to be in charge of oil spill response coordination. Curriculum of topics covered: Overview of spill response Contingency planning, response management and organization Oil spill behavior, fate and effects Spill assessment Operations planning, Containment and recovery of oil In-situ burning Dispersants, Shoreline clean-up, Site safety Transfer, storage and disposal, Media relations Evidence gathering and documentation, Communications and information Liability and compensation Response deactivation, Post incident debriefing Table-top exercise IMO Level III course: Administrators and Senior Managers Duration: 3 days Target participants: Administrators and Senior Managers Pe Managers and administrators who have overall responsibility for ensuring effective command and control Senior government agency personnel involved in oil spill response Staff who would be responsible for liaising with external agencies at a corporate level Senior managers and administrators who have overall responsibility for crisis management in oil spill response Curriculum of topics covered: Causes, fate and effects of spilled oil Contingency planning Oil spill response strategies, limitations and issues International co-operation - the legal framework Liability, compensation and cost recovery Spill management, roles and responsibilities Communication and media issues Termination of response, Post spill monitoring Oil spill modeling Case histories Table-top exercises LAMOR NEWSREEL 41

42 Lamor Minimax 12 skimmer, Lamor power-pack 6 kw with Spate peristaltic suction pump and Lamor beach boom. Text:THOMAS BARBIERI Photo: LAMOR CORPORATION BLACK SEA OSR EXERCISES Geodelta 2011 O n September 15, 2011 Georgia hosted GEODELTA 2011 (The Operational Black Sea Delta Regional Exercise) in Batumi. Oil transportation by tankers is connected to pollution risk that seriously threatens Georgia s and neighboring countries environments. To avoid this expected danger Georgia has already held special exercises and training against Black Sea pollution. Participants in the training from the Black Sea countries were: Turkey, Romania, Bulgaria and Ukraine, representatives of International Maritime Organization (IMO), vessels of European Maritime Safety Agency coupled with various Georgian governmental and private agencies. Lamor s VP Global Business, Steve Reilly, commented: We feel it is very important to participate in these events, especially on the Tier 3 level. As a leading OSR equipment supplier and active provider of OSR training and preparedness, the Black Sea countries certainly benefit from these well organized exercises, and we fully support their initiatives and commitment to always be prepared. The need for cross-border cooperation with equipment, personnel and expertise is essential, especially in emergency situations. Moreover, preparedness, communication and knowledge on how to tackle a spill lessen the environmental impacts. 42 LAMOR NEWSREEL

43 News Working together Interspill 2012, the European oil spill conference and exhibition, March 13-15, 2012 at the ExCel in London. The underlying conference theme of Working Together aims to look towards the next generation, to those that will be dealing with future spills, and to deliver that essential element in this industry - networking. Interspill 2012 opening plenary session on March 13, What the World Thinks About Oil Spills, will be introduced by BBC Science correspondent David Shukman. Interspill 2012 is owned and organized by a tripartite group, combining the European Oil Spill Industry, with the International Petroleum Industry Environmental Conservation Association, (IPIECA), representing the environmental and conservation interests of the international petroleum industry, and the European Maritime Safety Agency (EMSA), recognizing its tasks concerning marine pollution preparedness and response in Europe. Moreover, Interspill 2012 is supported by the International Maritime Organization, (IMO), International Oil Pollution Compensation Funds (IOPC), the International Tanker Owners Federation (ITOPF) and France s Centre of Documentation, Research and Experimentation on Accidental Water Pollution (CEDRE). The ExCeL London is located in the heart of London s Royal Docks, within easy reach of central London. Situated in a stunning waterfront location, ExCeL London is part of a 100 acre campus, including three onsite Docklands Light Railway (DLR) stations, easy access to the Jubilee Line and London City Airport, parking for 3,700 cars, six onsite hotels and numerous bars and restaurants. Visit us at stand nr. V100. See you there! Lamor is proud to introduce a Finnish language version of its web site. Olemme ylpeitä voidessamme esitellä Lamorin uudet suomenkieliset kotisivut. Lamor is proud to introduce an Arabic language version of its web site. LAMOR NEWSREEL 43