THE CONTINGENCY PLAN AND TRAINING OF PERSONNEL
Raymond Tay, Deputy Controller, Port of Singapore Authority
1INTRODUCTION

1.1

Singapore is strategically located at the cross-roads for ships plying between

the Asian/Pacific Region and the Middle East/European Region. In terms of shipping
tonnage Singapore today ranks as the busiest port in the world. Oil tankers accountfor some 35% of the tonnage. Apart from being the world’s busiest port it is also theworld’s third largest oil refining centre and a leading bunkering port.
1.2

In 1995, there were more than 100,000 ship arrivals to our port. Many ships,including tankers transit the Singapore Strait which lies south of the port limit. TheSingapore Strait together with the Malacca Strait is one of the busiest watetways inthe world, linking the South China Sea to the Indian Ocean. For safe navigation, theIMO adopted Routeing System covering the Malacca and Singapore Straits wasimplemented in 1981. In 1990 some $40 million was spent installing the Singapore
Vessel Traffic Information Service (VTIS) to monitor the shipping in the Singapore
Strait. However, there is still the possibility of marine incidents occurring andresulting in oil spill. The potential of a major oil spill is always there. The discharge
from ships in port and transitting through the Straits and pollution from other marine
related activities also affect Singapore.
1.3

With the impending corporatisation and eventual privatisation of the Portof Singapore Authority, a new Statutory organisation called the Maritime and Port
Authority of Singapore (MPA) was set up in February 1996. MPA is a merger of theMarine Department, the National Maritime Board and the part of the Port ofSingapore
Authority which looks after regulatory functions.
1.4

The functions of the new Maritime and Port Authority of Singapore include

the following:aPromote the use, improvement and development of the port.

bRegulate and control navigation of waters within the port limits.

c

Provide for, and maintain, adequate and efficient lighthouses,beacons, buoys and other navigational aids.

d

Disseminate navigational information.

e

License and regulate marine and port services and facilities.

fTrain seafarers and promote the development of merchant shipping.

g

Management of port waters to prevent sea pollution and co-ordinateclean-up operations.

hAdvise the Government on matters related to sea transport, marine
and port services and facilities, and represent Singapore
internationally in these mailers.

2OIL SPILL CONTINGENCY PLAN

2.1

The port is potentially vulnerable to oil pollution from the maritime activities

and traffic. As such certain areas in the port ie recreational beaches, fish farms andmarine resources (coral reefs) are sensitive to oil pollution. In view of this a two-prong
approach is adopted ie PREVENTION AND PREPAREDNESS. Prevention in theform of measures and surveillance to prevent any incident and legislation.
Preparedness is contingency planning.
3PREVENTION

3.1

SURVEILLANCE

3.1.1

The sensitive and potential pollution threat areas are identified and subjected

to surveillance. The surveillance is maintained as follows:
a24 hours patrol by Enforcement Inspectors, harbour pilots and crew
members of marine craft.

bPatrols by the Singapore Police Coast Guard and the Republic ofSingapore Navy.

c
3.2

Reports from ships and harbour craft in the port.

LEGISLATION

3.2.1Legislation exists to ensure that the polluters bear all reasonable costs forclean-up, minimise and restore the environment caused by oil pollution. In the event
pollution is caused by negligence, provisions are in place to prosecute the polluter. TheMPA enforces the provisions of the following Act and Regulations:aPrevention of Pollution of the Sea Act 1990
Under the Act, any party causing the oil pollution in Singapore
waters or any Singapore ships causing oil pollution elsewhere can beprosecuted. The guilty party is also liable for the costs of any
reasonable measures taken to reduce, remove and prevent oilpollution. Payments of cost incurred if not paid after a reasonable
period of notice may cause the vessel to be detained and sold. The
penalty for contravention of this Act is a fine of up to $500,000 or toimprisonment up to 2 years or to both.

b

Prevention of Pollution of the Sea (Oil) Regulations
These regulations give effect to Annex 1 of Marpol 73/78 which
regulates the prevention of pollution of the sea by oil. Penalty forcontravention of any of these regulations is a fine of up to S$10,000or up to 2 years imprisonment or to both.

c

Prevention of Pollution of the Sea (Reporting of Pollution
Incidents) Regulations
These Regulations give effect to Article 8 and protocol of MARPOL
73/78 which requires a report to be submitted without delay to theaffected coastal states of any incident involving oil or other harmful
substances.

dPrevention of Pollution of the Sea (Reception Facilities)
Regulations
These Regulations require preventive measures to be taken by
shipyards, terminals and the PSA. They are to provide facilities forreception of oily residues so as not to cause undue delay to ships. Areasonable fee can be charged and they can specify reasonableconditions for using these facilities. Facilities have been built forreceiving, treating and disposing oily spills, sludge, oily waste, dirty
ballast and tank washing. This is managed by Singaport Cleanseas

Pte Ltd, a subsidiary company of the PSA in partnership with localshipyards.

ePrevention of Pollution of the Sea (Detergents and Equipment)
Regulations
These Regulations require:I]

Oil companies in Singapore (BR Caltex, Esso, Mobil, Shell andSPC) to assist the MPA in dealing with oil pollution inSingapore; andii]

All steel constructed tugs licensed under the PSA (HarbourCraft) Regulations, 1974, with an engine power of 750 kilowatts
or more must have on board not less than 400 litres of an
approved dispersant with means of spraying the dispersant It
must also have a pump capable of delivering 250 litres of waterper minute.

fMerchant Shipping (Oil Pollution) Act 1981

This Act gives effect to the 1969 International Convention on Civil Liability
for Oil Pollution Damage. Under the Act, the owners of ships will be liable for:i]any damage or contamination caused by any discharge or escapeof oil into Singapore waters from a ship;ii]

the cost of any measures reasonably taken to prevent or reduce
any such damages caused by the discharge or escape of oil; andiii] any damage caused by any measures taken.
The Act also gives the MPA the powers to detain a ship which caused an oil
pollution in Singapore waters and sell the ship if the situation warrants. The
master, owner or the person-in-charge of the ship that commits an offence
under the Act can be arrested.
Under the Act, ships carrying more than 2,000 tonnes of persistent oil in bulkas cargo are required to have a contract of insurance or security to cover thecivil liability against oil pollution before they are permitted to enter or leaveSingapore. The penalty for not complying with the requirements is a fine notexceeding S$200,000

4PREPAREDNESS

4.1

CONTINGENCY PLAN

4.1.1

MPA has an emergency response plan to handle oil spills. The notification

procedures comprise reporting, control, co-ordination and clean up operation. The oil
contingency plan basically comprises 2 parts ie STRATEGY AND OPERATIONAL
PLAN, as follows:aStrategy*High Spill Risk Areas and resources at risk from oil spills
are identified arid charted.

*

Oil Sensitive Areas are identified and prioritised forprotection.

*

Types of resources and equipment available for clean up areidentified by organisation and location.

*

Manpower for deployment and Clean up availability.

*

Permanent and Temporary storage sites and the disposalroutes.

*

Response Organisation structure and the parties to theplan.

*

Responsibilities of Oil Spill Control, the Spiller, Oil
Terminal Operators & EARL.

*

Emergency Operations Committee*Communication Centres, Information CollectionDissemination Centres.

and*

Operating Procedure for Combatting Oil Spill in the Straitsof Malacca and Singapore.

b

Operational Plan*

Notification Procedures*

Oil Spill Notification Form w Alerting Procedures*

Guidance for determining response*

Activating List*

Mobilisation procedures in accordance with the Tier
Response

4.1.2*

Deployment of manpower and equipment for oil spill*

Clean up operation procedures

The objective of any oil spill contingency plan is to respond effectively in theshortest possible time. The discharge of oil is to be stopped and the spill combatted soas to prevent it from being washed ashore or extending over a large area.
5TRAINING

5.1

MPA personnel are trained in-house as well as by external parties as part of

the Oil Spill Contingency Plan.. The training courses cover the following area:
aOil causes, fates & strategiesb

Use of Chemical DispersantscSurveillance Tracking

dContingency Planninge

Boom Deployments

fMedia Management

gClaims and Compensation

6

CONCLUSION

6.1

MPA is committed to an effective and prompt response to assist in any

maritime emergencies. It is only through training and continuous exercising ofcontingency plans that MPA with the concerted efforts of all other parties, caneffectively deal with a real life incident.

RAY TAY
DEPUTY CONTROLLER (ENFORCEMENT)PORT MASTER’S DEPARTMENT