ACOMM IFSMA AGA 2007
It became a common sight in
Brest to see a ship putting
into port because it has been
intercepted by the Navy and
accused of voluntary
Le Gaz Venezia quitte Brest
Le "Gaz Venezia" suspecté de dégazage par un avion des douanes au large
d'Ouessant avait été dérouté vendredi sur Brest.
Une trace de 13,5 kilomètres de long et 60m de large ne laisse que
peu de doute sur la responsabilité du gazier panaméen, qui a été dérouté vendredi
vers Brest. Plusieurs éléments de preuve, notamment des photographies, ont été
fourni au procureur de la République. Son départ avait été soumis à une caution.
Le "Gaz Venezia" a été autorisé à quitter Brest moyennant une caution de
300 000 euros. le commandant comparaîtra devant le tribunal correctionel
de Brest le 9 novembre.
Pollution in the Channel leads
to prosecution of French Ferry
The owners of the French ferry MV Dieppe were fined in a Southampton Magistrates court on Tuesday for a pollution
incident in the Channel.
The MV DIEPPE runs between Newhaven and Dieppe and is operated by Transmanche and managed by D'Orbigny Management who
£15,000 plus costs of £9,373.27.
French customs helicopter was
On the morning of 11 August 2004, a
conducting a routine patrol in the English
Channel when it observed an oil slick. The
aircraft followed the slick and found it to be coming from the French ro-ro ferry MV DIEPPE. At the time of the
sighting the MV DIEPPE was about 8.5 miles south-south-east of Beach Head. Photographs were taken and a report made
to the MCA.
It is believed that the MV DIEPPE had a long standing problem with its oily
water separator which had led to restrictions on its use being imposed. The oily water
separator was in use when seen by the French Customs Helicopter. The owners subsequently admitted to releasing
three cubic metres of oily water.
In passing sentence the Chairman of the Magistrates' Bench highlighted that there had been a problem with the oily
water separator over two years and that the vessel had continued to use a troublesome piece of equipment whilst
alternatives were available.
Bryan Hopkins, Surveyor-in-Charge South East Marine Offices, said: "This is a timely reminder to all ship owners,
ship managers and seafarers to ensure that oily water separators are operated correctly. The importance of a properly
maintained oily water separator in avoiding pollution cannot be emphasised too highly."
One final point..
· Why the shipmaster often pleads guilty?
One can admit, à-priori, that the captain does not
throw knowingly oil polluted water overboard,
otherwise he would do it at night or farther from
Is he incited to plead guilty by his employer? It
may be that pleading guilty and paying the
required deposit will shorten the judicial
procedure and allow the ship to leave earlier. A
disturbed ship’s schedule means a considerable
loss of money.
The Tribunal with this only proof and, with the
plane’s pilot as only witness, decides to let the
ship go on bail, of the order of 200.000 /
The shipmaster, more often than not, pleads
guilty and attributes the spill to a faulty
The requested sum is paid and the ship leaves
Brest, not without delay. PSC has its role to play
and there may be a week-end. 6
The procedure seems to us questionable
· 1 - The only proof is a photograph. That phosphorescent wake
may not be an oil spill and, if it is, may be attributed to another ship, as,
in the vicinity of the TSS they follow closely each other.
· 2 - The oil spill cannot be but small. A reported
phosphorescent wake, say 15 or 20m wide, 5 or 10km long, less than
1mm thick, means a quantity of a few hundreds litres of oil, in some
cases less than 100 litres. This, rather symbolic pollution, disappears
· 3 - The responsibility of an eventual oil-separator’s
malfunction should not be attributed to the shipmaster alone. Other
bodies should be held responsible for that, chief engineer, manufacturer,
supplier, various inspectors and surveyors including the PSC. In other
fields of transport, air, rail and road, a technical malfunction is not
automatically attributed to the pilot or conductor.
The installation of separators aboard
ships dates from about 1970 and
became recently compulsory under
IMO rules. It is, then, a relatively
This is why our colleague Georges
Verdier, Chief Engineer, presents
hereafter a short description of this
piece of machinery. and of the way it
up as a bright
point of light.
behind it is
an oil spill.
navire au large :
traînée de plusieurs
et déchets divers
risquant de polluer
le littoral par des
•Densities of oil and water are different.
•Oily bilge-water is pumped into the device
either from the bilges direct or from a retention
tank. After the treatment oil is collected at the
top and clean water at the bottom of the device.
• Thispump must have a regular output,
avoiding any kind of turbulences causing
additional emulsion and mixing effects 18
PRINCIPLE OF O/W SEPARATION
• PPM (part per million) DETECTOR Alarm if
• A first separation on the principle of
• A system of baffles, change of direction and
acceleration followed by a resting zone in view
to regroup all droplets of oil in suspension.
• Centrifugal force
• A built-in coalescer, i.e. very open porous
type strainer with a oleophilic surface .
•CENTRIFUGAL FORCE 1000xG
ECCENTRIC SCREW PUMP
•SCATTERED LIGHT METHOD
•LIGHT EMITTER, 2 RECEIVERS
PPM MEASURING PRINCIPLE
•PPM ACCURACY CHECKED
•METHODS OF USE