Ediz Hook Oil Spill
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Prince William Sound Spill Close Out Statement Based on the information gathered, Ecology determined that the probable cause of the spill was the overfilling of the port slop tank. The overfill occurred after a routine transfer from the engine room collection tank caused the level in the port slop tank to exceed the level of the open main deck drain. The oil flowed out of the tank via the deck drain piping, floated on the water retained on the main deck, and ran over the side. Factors likely contributing to the spill included: A main deck drain installation that did not incorporate check valves to prevent reverse flow through the pipes. A flawed design review and installation process for the main deck drain system that allowed a non-approved system design to be installed. The use of the main deck drain system despite a class recommendation that it not be used until check valves were installed. Flawed management oversight of changes to shipboard equipment and operating procedures. Inadequate communications at multiple points in the development of the error chain leading to the spill. Non-compliance with procedures for use of the main deck drain system and port slop tank. Inadequate procedures for the use of the main deck drain system. Inadequate shipboard availability of documentation of shipboard systems and systems status. A maintenance and repair planning process that did not allow time for the ABS-required non-return valves to be installed in the main deck drain system. Conversations with the ship's operator indicated that there are multiple changes occurring within their management of the ship and other vessels as the result of this incident. Among them: The main deck drain system on the PWS and two other tankers are out-of-service pending further design review. The system for maintaining ship’s plans and documents are being standardized so that pertinent information is more easily accessible to crew members. An internal investigation was conducted. Based on the circumstances of the spill, Ecology made the following prevention recommendations: To the tanker's former operator: Ensure company procedures for development of plans for ship system modifications include a full review by company engineering staff prior to installation. Such reviews, whenever possible, should take place well in advance of the proposed date of modification. Incorporate these procedures into the company’s safety management system (SMS) to ensure that the design review and acceptance process is regularly audited. Communicate lessons-learned from this oil spill to ships operated by the company. To the tanker's current Operator: Ensure company procedures for development of plans for ship system modifications include a full review by company engineering staff prior to installation. Such reviews, whenever possible, should take place well in advance of the proposed date of modification. Incorporate these procedures into the company’s SMS to ensure that the design review and acceptance process is regularly audited. Maintain the main deck drain systems aboard tankers with this or similar deck drain design in an out-of-service status until a joint design safety review by the company and the ship's classification society is complete. Institute a formal tag-out for the systems until they are cleared for return to service or rendered permanently inoperable. If the systems are cleared for a return to service, ensure that adequate design safety measures are implemented (i.e. overflow/back-flow prevention and high level alerts commensurate with the tanks’ overflow points). Ensure that revised design specifications are made available to shipboard personnel and that clear operating procedures are developed. Ensure that the crew receives training in the safe operation of the main deck drain systems. Make audits of compliance with main deck drain system operating procedures part of the company’s SMS. Ensure that temporary system tag-outs required as a condition of class or as a requirement for a document are highlighted (red-flagged) for continued inspection during follow-up inspections or audits. Review the company’s SMS to ensure that there are plans and instructions for key shipboard safety and pollution prevention operations in compliance with ISM Code, Section 7.0. Review the company’s SMS regarding the availability of documents relating to shipboard systems to shipboard personnel. Ensure that relevant documents are maintained aboard the vessel in a systematic manner in compliance with the ISM Code, Section 11.3. Review the company’s SMS to ensure that adequate audits are accomplished on all safety and pollution prevention activities in compliance with ISM Code, Section 12.1. Review the standing orders for pumping the bilge collection tank to the slop tanks aboard the PWS and compare it to industry guidance provided in “Towards Safer Ships and Cleaner Seas.” Clarify which engineering watch or watches are to conduct that operation. Ensure that any revision of the standing order is coordinated between the deck and engine departments. Ensure that the standing order adequately addresses slop tank valve discipline and communications between the deck and engine departments. Add a requirement that the Mate on watch also be notified of the operation before it is conducted. Review standing orders for deck security rounds. Ensure that the rounds are conducted regularly (preferably at a minimum of hourly) and that all rounds are accurately and consistently logged. Commend the crew of the PWS for their quick and professional response to the spill, once discovered. Revise the “Day/Night Orders” for loading/unloading operations aboard the PWS to accurately reflect the status of the main deck drain system and, assuming it is put back into use, special instructions for its use in relation to the ullage of the slop tanks. Ensure that signature of these orders by the mates is not, and does not become, perfunctory. If the main deck drain system is put back into use, ensure that the drains are attended at all times while open and that their opening and closing is noted in the deck log book. Emphasize the importance of the Oil Record Books as a legal document to those aboard the company's ships required to make entries in them. Ensure that the company's Chief Engineers and Chief Mates regularly and carefully review entries made in the books and take corrective action with personnel making inaccurate or incomplete entries. Emphasize to Masters their role in, and ultimate responsibility for, maintaining Oil Record Book accuracy. Communicate lessons-learned from this oil spill throughout the company’s fleet. To the ship's classification society: Review class procedures for design review of ship modifications. Ensure that issues that are identified for additional review/discussion with the USCG are fully documented and copied to appropriate USCG personnel in a timely manner. Ensure that local class representatives are not reticent about refusing approval of systems that are installed without adequate time for review by class. Ensure that temporary system tag-outs required as a condition of class or as a requirement for a document are highlighted (red-flagged) for continued inspection during follow-up class inspections. To the U.S. Coast Guard, Marine Safety Center: Review this case with the ship's classification society to ascertain what improvements may be made in the shipboard system design review process, taking special note of any opportunities for improvements in communication between the two organizations when proposals for unusual or ‘non-standard’ shipboard systems are being reviewed. End of Incident Report (02/08/01 ) On February 2nd, multiple aerial over-flights and shoreline assessments documented only a trace amount of oil remained. This extremely small amount of oil will be allowed to weather naturally. Nine oiled birds were caught and treated at the primary care facility. Additionally, three dead oiled birds were recovered. Contract personnel from the International Bird Rescue Research Center will supervise rehabilitation of the treated birds. These birds will be released in the Port Angeles area once rehabilitation is completed. Of the 1,171 gallons of oily water collected, oil accounted for about 200 gallons. The spill response included approximately 120 personnel, nine vessels and 6,000 feet of boom. Equipment decontamination continued through February 4th. The cause for the spill is still under investigation, as soon as a determination has been made it will be posted on this web site. Past Response Status Reports Initial
Information (01/30/01) On Monday, January the 29th, the 879' tanker PRINCE WILLIAM SOUND reported a spill, while anchored at Port Angeles. The loaded tanker has been anchored there since Friday and was scheduled to depart Monday morning to go to Cherry Point and off-load its cargo of crude oil. The operator, of the tanker is the Alaska Tanker Company. Initially, a volume of less than 50 barrels of water/crude oil was reported spilled to the deck of the ship. The fixed containment around the deck edge filled with storm-water and crude oil along the port side. The oil floating on top went over -board, over the top of the containment edge. A sheen was observed, but currently there is no estimate of volume of oil which was spilled into the water. Clean Sound was deployed and on scene. Clean Sound Environmental vessel PINTAIL is underway in the harbor with a 1000 foot boom to try to contain the spill. Winds are from the west and a sheen is trailing to the east.
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