KARACHI, Oct 17: While findings of the official preliminary inquiry in the grounding of Tasman Spirit are yet to be made public, the American Club, the protection and indemnity insurers for the owners of the oil tanker, has blamed KPT and Pakistan authorities for the disaster and cited ‘flaws’ in the response operation.
In a detailed statement, released on behalf of the Club by a local communication consultant, it has been maintained that the ship had run aground on July 27 because its entry had been delayed by the port authorities. The master and pilot of the ship had registered their protest over the delays, the statement added.
It dispelled the impression that the Club was not fulfilling its obligations pertaining to the payment of the claim for spill response operations. It also demanded release of the first salvage team and its equipment before a new contractor could undertake removal of the ship wreckage.
The Tasman Spirit, carrying about 67,500 tonnes of crude oil, had finally split into two on August 14, 18 days after running aground in the KPT channel. Oil spillage that followed the accident came to about 30,000 tonnes unleashing an environmental disaster along the coastal areas of Karachi. The entire habitat in and around the affected sea and land areas was devastated due to the oil slick. It played havoc with the health of citizens across the city.
Last week, the federal communication ministry had justified the detention/arrest of some of the essential crew members and seafarers.
Meanwhile, Foreign Minister Khurshid Mehmood Kasuri told newsmen at Karachi that neither the P&I Club nor the International Tankers Owners Pollution Fund had undertaken any measures to counter pollution.
Talking to Dawn from London, a coordinator for the P&I Club said that efforts were under way towards a framework for the payment of compensation. He said that a consultant, associated with the International Maritime Organization (IMO), was in Pakistan to deal with claims preparation and payment procedure. He added that an independent consultant, engaged on their behalf, had already worked on the causation of the accident.
The American Club and vessel owners are seeking to resolve the environmental, humanitarian and commercial issues arising out of the accident, he said.
When his attention was drawn to the mysterious silence of several months maintained by the Club and the ITOPF giving an impression that the organization was manoeuvring over things, the coordinator clarified that the Club was actually shocked over the uncalled for statements from Pakistan side. In reply to a question he denied having any knowledge about that any report pertaining to some inquiry by the Shipping and Port department having been submitted to prime minister.
However, the American Club’s written statement, while recounting its efforts in containing oil spillage, lighterage and salvage operations, and beach cleaning, held local authorities responsible for the all the shortcomings.
“Investigations into the cause of the grounding have revealed significant shortcomings in all aspects of port conservancy and operations at Karachi — shortcomings in the governance of the port have directly affected the response operations.”
The American Club says that the vessel having a length of 225 metres and breadth of 40 metres with 14.226 metre draught broke in two on August 14, but removal of cargo and bunker oil continued. This operation finished on Sept 6, 2003.
Small remaining amount of cargo and the bunkers that were inaccessible, was chemically treated to reduce their polluting impact. The Club accused KPT of ‘unprofessionalism’ that caused the accident and stated that four ships were scheduled to enter Karachi on the morning High Water (HW) of July 27, 2003. Though Tasman Spirit was the largest and deepest of them, she was called in last.
“The entry and berthing were delayed by shortage of tugs. We believe only three operational tugs were available that morning. Port movements were further delayed by the unscheduled entry of a naval vessel.”
According to the Club, the vessel had no mechanical/equipment breakdown or deficiency that could affect its safe operation. The port of Karachi had been guaranteed ‘safe’ for the ship by its charterers — the PNSC — while it also met the published requirements for Karachi, including the maximum draft restriction of 11.9 metres.
According to Club’s report, after the grounding, a survey of the Approach Channel by the KPT indicated significant reduction in the charted depths. “The channel should have been maintained at 12.2 metres, yet the lowest sounding was 9.4 metres.
Tasman Spirit was eventually called in at 1215 hours and it did enter the Approach Channel at 1240 hours, over two hours after High Water (Springs). No tug was available to escort her up the approach channel, nor to assist with the 70 degree turn to port. The ship’s manoeuvrability was adversely affected by reduced under-keel clearance, strong quartering winds ‘holding’ her stern, a strong ebb tide (up to three knots) flowing against its port bow and slowed speed, added the report.
It further said that the bottom forward of her mid-point appeared to have been severely damaged by a ‘hard sport’ (a wreck or rock) close under the soft, mud or silt seabed. This hard sport gripped the ship, making refloating by tug and engine power impossible.
Turning to the issue of removing the wreckage, the statement said that the ship was now lying in two sections — some five metres apart — on the eastern side of the channel. “Although the Pakistani authorities have now issued wreckage removal order, which is a priority, but the wreckage is currently under arrest by cargo interests and a legal resolution of this position is necessary before the wreckage may be removed.”
It further stated that another impediment was that the removal of wreckage could not commence until Master Nikos Pappas of the Tsavlirs’ (the first salvagers of the vessel) and his company’s equipment, currently held hostage, were released.
Mentioning its damage-control efforts, the Club said that the first stage operation of removing spilled crude oil cargo, paid for by the Club, had proved effective. However, operation was prevented from accessing one-third of Clifton beach, as KPT denied an access to pollution control team.
For reasons unknown, Pakistani authorities have rejected the American Club’s offer to fund the first phase of an environmental impact assessment to study and examine the data concerning water column data, air quality, and the condition of the seabed, marine life and coastal ecosystem, including mangroves.
According to Club, in regard to the compensation to those who suffered due to oil spill, the Club was at advanced stage of preparing a proposal to be put forward to the government of Pakistan and had been liaising closely with John Maxwell, who was invited by the government to investigate how best to proceed.
The statement further said that the status of the crew of the ship was a matter of highest priority and significant concern. Five Greek and two Filipino seafarers from MT Tasman Spirit are being kept in Pakistan on criminal charges brought by the KPT.
“Although granted bail, they are unable to leave the country. This situation is unacceptable. The men have all cooperated willingly with the preliminary inquiry being conducted and they have been released from any further requirement to contribute to that process. Their criminalization and treatment to date has brought unnecessary and unjust worry to them and their families,” said the report.
On its part, the ITOPF said that contrary to the assertions by Pakistan, there were no regulations which obliged the owner and American Club to respond proactively to the spill in the way they did.
“The responsibility for maintaining a capability for dealing with oil pollution accidents lies with the government, under the terms of the International Convention of Oil Pollution Preparedness, Response and Cooperation (OPRC) to which Pakistan is a party,” it added.
However, the ITOPF staff have regularly met the members of the Crisis Coordination Committee, set up by the President of Pakistan.
The spilled oil was carried directly onto Clifton beach in heavy surf and response measures initially focussed on dispersing floating oil to prevent it from entering sensitive mangrove areas to the east and on removing oil from within Karachi port, the Foundation maintained, saying that the American P&I Club had funded the international response to the incident, including the cleaning of Clifton beach and lighterage of the remaining cargo by salvors, Tsavlirs, in addition to settling those claims presented by various government authorities and agencies involved in the response effort.