Spill Notification Point

Competent National Authority

Response Arrangements

Under the Marine Pollution Control Act promulgated in 2000, the shipowner is required to take practical steps to stop the pollution at source and clean up any oil. The Ministry of Transportation and Communications (MOTC) and the Environmental Protection Administration (EPA) formulated a Major Marine Oil Pollution Emergency Response Plan in 2004. The EPA has also undertaken a coastal sensitivity survey.

The Plan states that the EPA and the Marine Patrol Directorate (a division of the Coast Guard Adminstration [CGA]) must be notified in the event of a spill. They may order the adoption of necessary response measures or directly handle measures themselves. In practice, responsibilities are discharged by the local harbour bureau (under the juristriction of the MOTC) or local government (Environment Protection Board) using local contractors, if the spill is small (<100 tonnes).

In the event of a significant threat or major incident a “Major Marine Oil Pollution Emergency Response” team would be assembled. Members of this team include the EPA, the Ministries of Transportation, Communications, Defence, Internal Affairs, Finance, Economy and Interior, the CGA Marine Patrol Directorate, the Committee of Agriculture (COA), the relevant harbour bureau, local government representatives and other relevant bodies such as the Executive Yuan Departments of Health and Research Development and Evaluation Commision (RDEC) or the National Science Council (NSC). Assistance from the Chinese Petroleum Corporation (CPC) and other private companies may be sought if necessary. In accordance with the plan, a Major Marine Oil Pollution Emergency Centre would be designated as a command centre for the duration of the response.

Port authorities, oil enterprises, local governments and other competent authorities are required under the plan to maintain their own spill response equipment, details of which should be reported to the EPA.

Response Policy

Initial assessement and response will be conducted by the relevant authorities as outlined in the plan. Monitoring of the response would be managed by the CGA, the NSC, the COA and the Coastal Management Agency.  Satellite telemetry would be accessed by the EPA or the NSC (if available at the time of the response). In coastal area, sampling would be conducted by the EPA, the NSC and competent industry bodies. In offshore areas, the CGA would replace the EPA during sampling procedures. The use of dispersants and cleaning agents is subject to EPA approval. Two product types are currently listed as approved; the Guoguang brand of oil dispersants and the Woo Yi spill dissipation agent 570 (a degreaser). 

Equipment

Government 

The major operator of equipment is the national oil company CPC. The majority of the equipment is located at Kaohsiung harbour where the main SBMs, berths and refinery complexes are located and consists of booms, skimmers and spraying equipment and a large tug type vessel with in-built skimming capacity. Additionally, the major harbour authorities, primarily Kaohsiung but Keelung to a lesser extent, have some containment and recovery equipment. In the event of a serious incident offshore, the CGA can also provide booms, skimmers, absorbents and manpower, together with logistic support by way of divers, boats and other equipment for any clean-up or salvage operations. Shoreline clean-up would probably be organised from the local workforce. 

Private

Seagreen Enterprise Co. Ltd located at Kaohsiung has carried out previous oil spill clean-up operations and holds various booms, sorbents, skimmers, pressure washers, diving and general cleaning equipment as well as a 30m tug boat capable of towing offshore boom.  Chu Chai, established in 1975, provides a number of services including wreck removal, scrap, offshore construction work, etc.  Asian Marine Co Ltd, established in Kaohsiung in 1986, owns six salvage/towing vessels

Previous Spill Experience

The BORAG (1977) sank off Keelung harbour, spilling 16,000 tonnes of fuel oil. Dispersants were used to little effect, the main clean-up being by manual methods on the shoreline using local personnel. The CHANG YUN (1997) spilt 1,500 tonnes of fuel oil after an explosion off Kaohsiung, affecting 40 miles of shoreline. Dispersant was again used at sea to little effect, although its use on the shoreline was more successful. The bulk carrier AMORGOS (2001) grounded off Kenting, spilling 1100 tonnes of fuel oil.  While some oil dissipated at sea much of this amount came ashore along some 5km of the rocky shoreline of Kenting National Park.  Clean-up, primarily by manual methods, was achieved with the assistance of the army. The bulk carrier TZINI (2006) grounded off Suao, releasing an estimated 110 tonnes of fuel oil.  Clean-up was again by manual methods. The vehicle carrier MORNING SUN (2008) ran aground in heavy weather and lost approximately 200 tonnes of fuel oil. Bulk oil and tar balls stranded on approximately 3km of the adjacent coastline and caused disruption to local fishing activities. Clean-up was undertaken by Seagreen Enterprise Co. Ltd and constisted of manual removal with some pressure washing at the top of the shore. The general cargo vessel SEA ANGEL (2010) sank off the western coast of Taiwan, losing its cargo of logs and an unknown quantity of bunker fuel. The Coast Guard tracked and monitiored the oil to a limited degree but no clean-up was necessary due to natural dispersion aided by rough weather conditions. In 2012 the LPG tanker OBERON ran aground and lost approximately 45 tonnes of fuel oil. The local coastline was impacted by oily patches, strand lines and oiled debris. The clean-up was undertaken partly by the military, locals and Seagreen Enterprise Co. Ltd who removed the oiled debris and tar pats and conducted limited pressure washing to the upper shore and surf washing.  Also in 2012, another LPG tanker GAS FORTUNE lost a small amount of HFO when it collided with a breakwater at Kaohsiung harbour. The clean-up was undertaken by Seagreen Enterprise Co. Ltd. 

Hazardous & Noxious Substances

The response to an HNS incident would be managed in a similar manner to an oil spill incident with the responsible party notifying the closest harbour bureau and the EPA, who would then coordinate the response.  Taiwan has experienced only one HNS spill in recent history, the SAMHO BROTHER, which sank in 2005 releasing its cargo of benzene and approximately 65 tonnes of bunker fuel. The potential hazards associated with the cargo were evaluated and the fate of the benzene calculated. As an evaporator with low solubility, the primary response was setting up an exclusion zone for safety and air and water monitoring rather than physical clean-up

Compensation

* not yet in force  Taiwan is not a member of the UN and is therefore not a signatory to any of the IMO conventions.

Regional & Bilateral Agreements

• Taiwan is not a party to any regional or bilateral agreements.

Date of issue: November 2012