# 新加坡交通部長徐芳達：巴西班讓漏油事件各部門採取了這些應對措施

URL: https://www.shicheng.news/zh-hant/v/b29wK
Published: 2024-08-15
Source: 獅城新聞

2024年7月2日，新加坡交通部長徐芳達在國會就巴西班讓碼頭漏油事件發表部長聲明。

**以下內容為新加坡眼根據國會英文資料翻譯整理：** 

**徐芳達**（交通部長）先生：議長先生，議員們就6月14日發生的漏油事件提出了總共40項國會問題 (PQ)。永續發展與環境部長傅海燕女士、國家發展部長李智陞先生和我將發表部長聲明來回答提出的問題。我們的聲明將針對今天的議事日程中的第1至27個問題（需要口頭答覆）和第65至67個問題（需要書面答覆），以及已提交後續會議的相關問題。

議長先生，對6月14日發生在我國水域的漏油事故的快速反應，表明了我國各機構、行業合作夥伴和志願者之間的密切協調與合作。他們配合默契，應對高效，減輕了漏油事件的影響。

我們已經完成了第一階段的清理行動，包括海上行動。自 6 月 18 日以來，在東海岸和樟宜沿岸（包括樟宜海軍基地附近水域），沒有發現任何浮油。我們現已進入下一階段，即更專注於對難以到達的區域進行清理。從受損船隻上清除剩餘燃油的工作正在進行中。

請允許我按時間順序，向各位介紹這起事故和已採取的步驟。

Vox Maxima 號 和 Marine Honour 號兩艘船於6月14日下午2 時18分相撞。海事及港務管理局（MPA）於下午2 時22分接到通知，其第一艘巡邏艇於11分鐘後在下午2時33分抵達事故地點。

在確認有大量燃油泄漏到水中後，巡邏艇向周圍地區噴洒了消油劑。噴洒工作必須迅速進行，以便消油劑開始分解油污，從而便於隨後在海上和陸地進行清理工作。否則，油污會隨著時間的推移而變硬，更難清除。

除了最初的巡邏艇外，海事及港務管理局（MPA）及其承包商還部署了另外11艘船隻，在6月14日的響應初期發揮不同的作用。

海事及港務管理局（MPA）還檢查了受損船隻，以確保其不會沉沒、船員安全，並且不會再發生漏油。

隨後，海事及港務管理局（MPA）要求承包商之一T&T Salvage Asia公司在受損船隻周圍鋪設重型防油浮柵（heavy-duty containment booms）。T&T 的船隻於 6 月 14 日晚上 9 點 41 分抵達事故地點，因為需要幾個小時才能將重型設備裝載到船上，而駛往事發地點又需要幾個小時。 

儘管面臨夜間工作和惡劣天氣條件的挑戰，但T&T公司是通過通宵作業，在受損船隻周圍鋪設了 200 米長的圍油浮柵（boom），做得很好。6 月 15 日凌晨 5 時 15 分，圍油欄鋪設完畢。 

有人問，在等待T&T的船隻到達時，為什麼海事及港務管理局（MPA）沒有立即在其巡邏艇上部署圍油浮柵？議長先生，海事及港務管理局（MPA）巡邏艇上的圍油浮柵是輕型圍油浮柵，適合快速處理小規模和局部漏油，例如加油作業期間的漏油。這些輕型圍油浮柵經評估不適合處理 6 月 14 日的漏油事件，該事件是一次更嚴重的漏油事件，估計有 400 噸燃油突然排入海中。

對於此類漏油事件，巡邏艇將重點噴洒消油劑，並指派承包商在受損船隻周圍鋪設重型圍油浮柵，以防船隻進一步漏油。

議長先生，這是既定程序，符合處理漏油的國際慣例，巡邏艇上的海事及港務管理局（MPA）響應小組正確遵循了這一程序。

我在上周的聯合新聞發布會上已經解釋過，在受損船隻周圍設置圍油浮柵的主要目的並不是為了「圍住 」所有溢油。當大量燃油突然泄漏時，如 6 月 14 日發生的那樣，漏油不會停留在事發地點。它們會被潮汐和海浪帶到其他地方。因此，圍油浮柵的作用是作為一種預防措施，以防受損船隻發生進一步的漏油事故。

圍油欄還可以幫助攔截部分留在事發地點附近而沒有漂浮到其他地方的溢油。但這並非百分之百萬無一失，因為潮汐和海浪可能會將油帶到圍油浮柵下方或上方。

除了在受損船隻周圍鋪設圍油浮柵，我們還部署了撇油器（oil skimmers）。根據國際油輪船東污染聯合會（ITOPF）等行業專家的指導，撇油器（oil skimmers）能最有效地清除大面積、厚重的油斑。

因此，在部署撇油器之前，海事及港務管理局（MPA）及其承包商必須首先確認大片油污的位置。由於多種原因，這項任務極具挑戰性。

首先，由於 6 月 14 日下午有雷陣雨，能見度很差，海事及港務管理局（MPA）及其承包商的船隻在事故發生後的最初幾個小時內無法發現海面上的大面積油斑。

其次，在這種情況下，由於溢油的密度與海水的密度非常接近，浮油可能會沉入水面以下，從而增加了發現的難度。

當夜幕降臨時，能見度降低使海事及港務管理局（MPA）及其承包商更難找到溢油的位置。 

在整個應對過程中，海事及港務管理局（MPA）採用了多管齊下的方法，包括使用無人機、衛星圖像以及海上船隻和地面人員的觀察情況，來確認大面積油斑的位置。 

6 月 15 日上午，當發現大片油污時，海事及港務管理局（MPA）部署了撇油器從海中撇取油污。

海事及港務管理局（MPA）及其承包商還在我們的海岸線和海濱有針對性地部署了圍油浮柵，以方便清理作業。這種方法確保圍油浮柵被放置在最有效的地方。在此回答蔡慶威議員的問題，海事及港務管理局（MPA）在部署圍油欄控制泄漏之前，並未優先考慮在某些區域收集油污。

考慮到潛在的環境影響，我們還在生物多樣性敏感地區（如烏敏島的 Chek Jawa 濕地）實施了預防措施。

我們部署了總長約 4,000 米的圍油浮柵。在此回答迪舒沙議員的問題，我們的承包商還使用了含有疏水成分的吸油圍油浮柵。

我們的清理方法和作業由國際油輪船東污染聯合會（ITOPF）的國際專家指導，我們的機構與在應對漏油事故方面有著良好記錄的專業公司和承包商密切合作。並與他們合作調遣設備，以確保取得最佳效果，同時考慮到該地區的地理位置、天氣條件、盛行風和潮汐條件等因素。

議長先生，一些議員詢問了我們與公眾溝通的及時性。自 6月14日事故發生之日起，我們的機構就定期提供最新消息。我們的做法是儘快向公眾發布相關信息，例如有關空氣和水質的信息，同時我們繼續在海上和陸地開展行動，以應對不斷變化的局勢。傅海燕部長、李智陞部長和我還在事故發生後的幾天內提供了有關漏油管理和影響的最新信息。請允許我詳細說明溝通的時間表。

6 月 14 日下午，海事及港務管理局（MPA）向其他機構通報了漏油事件。接到警報後，各機構動員工作人員積極監測情況，隨時準備應對。

當天下午 6 點 03 分，海事及港務管理局（MPA）在繼續評估和應對事態發展的同時，通過新聞發布會向公眾通報了碰撞和漏油事故。

晚上 9 點 20 分左右，聖淘沙開發公司 (SDC) 開始封鎖巴拉灣海灘受影響的部分，因為他們首次發現海灘上有油污。第二天早上 6 月 15 日，大約 7 點，聖淘沙開發公司 (SDC) 發現巴拉灣、西樂索和丹戎海灘的水域油污進一步擴散，封鎖了受影響區域並派遣工人開始清理。上午 10 點 59 分，聖淘沙開發公司 (SDC) 在其 Facebook 頁面和網站上發布了一篇文章，告知公眾，聖淘沙的丹戎、巴拉灣和西樂索海灘水域因清理工作而關閉，但三個海灘仍然開放。

下午 1:44，海事及港務管理局（MPA）通過一份媒體聲明通知公眾，在巴西班讓碼頭附近和聖淘沙海灘發現了油斑和薄薄的油膜。在海岸線發現油污後，國家環境局 (NEA) 於上午 10:00 左右在拉柏多自然保護區和下午 4:00 左右在東海岸公園開始清理行動。

當天晚些時候，即晚上 7:33，兩家機構發布了一份聯合媒體聲明，告知公眾，其他地區的海岸線上也發現了油污，受影響的海灘將關閉以方便清理工作。聲明強調，兩家機構正在採取行動減輕漏油的影響。

在事件發生的頭四天裡，海事及港務管理局（MPA）和我們的機構發布了五份媒體聲明，讓公眾了解事件的管理情況，並解決他們可能關心的主要問題。這些媒體聲明和其他最新消息也發布在這些機構的社交媒體平台上。

議長先生，事故原因正在調查中，初步顯示，事故是由於挖泥船突然失去動力和轉向控制而引起的。

有議員問及未來可能採取的防止漏油措施。多年來，我們已採取措施加強船舶和加油作業的安全性，以最大限度地降低我國水域發生事故和漏油的風險。我們還採取了一些措施，例如對船員進行強制性安全培訓和船上演習，以應對事故，並對港口內的船隻進行檢查，以確保遵守國際安全公約。

雖然我們盡最大努力降低風險，但我國水域或本地區仍可能發生漏油事件，不可能完全消除這種風險。因此，我們已做好準備，並隨時準備在發生此類事件時迅速、協同、有效地做出反應。

我們與行業合作夥伴合作制定了應急計劃，並在每兩年一次跨機構漏油演習中演練和改進。我們的標準操作程序 (SOP) 在此過程中得到了完善，這有助於我們有效地應對了此次事件。我們將繼續更新和完善我們的標準操作程序和應急計劃，從這次事件中吸取教訓，並通過培訓和定期的跨機構演習，讓我們的團隊做好準備，有效處理漏油事故。

議長先生，在結束之前，我想再次感謝我們的機構、我們的行業合作夥伴和我們的志願者的辛勤工作和迄今為止取得的良好進展。為了完成下一階段的清理工作並減輕漏油的影響，還有更多的工作要做。讓我們繼續密切合作，以便儘快恢復正常。

議長先生，如果您允許，我將在我的同事發表完聲明後，對議員們可能提出的任何澄清做出回應。

![新加坡交通部長徐芳達：巴西班讓漏油事件各部門採取了這些應對措施](https://www.shicheng.news/images/image/1749/17494118.avif?0)





**以下是英文質詢內容：**

1.49 pm 

The Minister for Transport (Mr Chee Hong Tat): Mr Speaker, Members have filed a total of 40 Parliamentary Questions (PQs) on the oil spill incident that occurred on 14 June. Minister for Sustainability and the Environment Ms Grace Fu, Minister for National Development Mr Desmond Lee and I will be making Ministerial Statements to address the issues raised. Our Statements will address Question Nos 1 to 27 for oral answer and Question Nos 65 to 67 for written answer, in today’s Order Paper, as well as related questions that have been filed for subsequent Sittings. 

Sir, the quick response to the oil spill which occurred in our waters on 14 June demonstrated the close coordination and collaboration among our agencies, industry partners and volunteers. They worked well together and responded effectively to mitigate the impact of the oil spill.

We have completed the first phase of the clean-up operations, including the operations at sea. Since 18 June, no oil slicks have been observed along East Coast and Changi, including the waters off Changi Naval Base. We have now moved to the next phase, which involves more focused cleaning of difficult-to-reach areas. The removal of the remaining fuel oil from the damaged vessel is ongoing.

Let me provide Members with a chronology of the incident and the steps taken. 

The allision between the vessels Vox Maxima and Marine Honour happened on 14 June at 2.18 pm. The Maritime and Port Authority of Singapore (MPA) was notified at 2.22 pm and its first patrol craft arrived at the incident site 11 minutes later at 2.33 pm. 

Upon confirming that a significant amount of oil had spilled into the water, the patrol craft sprayed dispersantd in the surrounding areas. This needs to be done quickly, so that the dispersantd can start to break down the oil, which will facilitate subsequent cleaning operations at sea and on land. Otherwise, the oil will harden over time and become more difficult to remove. 

Besides the initial patrol vessel, 11 more vessels from MPA and their contractors were deployed to perform different roles during the initial phase of the response on 14 June. 

MPA also checked the damaged vessel to ensure that it would not sink, the crew were safe and there was no further spillage of oil.

MPA then activated T&T Salvage Asia to lay heavy-duty containment booms around the damaged vessel. T&T’s vessel arrived at the incident location at 9.41 pm on 14 June, as it took a few hours to load the vessel with the heavy equipment and another few hours to sail to the incident site. 

Despite the challenges of working at night and under bad weather conditions, T&T did well to deploy 200 metres of oil booms around the damaged vessel by working through the night. The deployment of the oil booms was completed at 5.15 am on 15 June. 

Some have asked why MPA did not immediately deploy the containment booms onboard its patrol vessel while waiting for T&T’s vessel to arrive. Sir, the booms onboard the MPA patrol vessel are lightweight oil containment booms which are suitable for dealing quickly with small-scale and localised oil spills, such as oil leakages during bunkering operations. These lightweight booms were assessed to be unsuitable for dealing with the oil spill incident on 14 June, which was a more serious spill involving the sudden discharge of an estimated 400 tonnes of oil into the sea.

For such spills, the patrol vessel will focus on spraying dispersants and deploy contractors to lay heavy-duty oil containment booms around the damaged vessel as a preventive measure in case there is further spillage of oil from the vessel. 

Sir, this is the established procedure, which is in line with international practices for dealing with oil spills, and the MPA response team on the patrol vessel followed the procedure correctly. 

I had explained during last week’s joint press conference that the main purpose of the containment booms around the damaged vessel was not to 「fence in」 all the spilled oil. When there is a sudden discharge of a large amount of oil, like what happened on 14 June, the spilled oil will not remain stationary at the incident site. It will be carried by tidal currents and waves to other locations. The containment booms were therefore intended as a preventive measure in case there was further oil spillage from the damaged vessel.

The containment boomd can also help to catch some of the oil spill which remained in the vicinity of the incident location and did not float elsewhere. But this is not 100% foolproof, because the tidal currents and waves can carry the oil to go below or above the booms.

In addition to laying containment booms around the damaged vessel, we also deployed oil skimmers. Based on guidance from industry experts such as the ITOPF, oil skimmers are most effective against large and thick patches of oil.

Hence, before deploying the skimmers, MPA and its contractors had to first confirm the location of the large oil patches. This task was challenging for a number of reasons. 

First, due to thundery showers on 14 June afternoon, visibility was poor and the vessels from MPA and their contractors were not able to spot large patches of oil in the sea in the first few hours after the incident.

Second, as the density of the spilled oil in this case is very close to that of seawater, the oil slicks might have gone below the water surface, making detection harder.

When night fell, the reduced visibility made it even more difficult for MPA and its contractors to locate the spilled oil. 

Throughout its response, MPA used a multi-pronged approach involving drones, satellite imagery and sightings from ships at sea and personnel on the ground to confirm the location of large oil patches. 

In the morning of 15 June, when large oil patches were located, MPA deployed oil skimmers to skim the oil from the sea. 

MPA and its contractors also carried out the targeted deployment of booms along our coastlines and waterfronts to facilitate clean-up operations. This approach ensures the booms are placed where they can be most effective. In response to Mr Louis Chua’s question, MPA did not prioritise oil collection in certain areas before deploying booms to contain the spill. 

Preventive measures were also implemented at biodiversity sensitive areas such as the Chek Jawa Wetlands at Pulau Ubin, given the potential environmental impact.

We have deployed a total of around 4,000 metres of oil containment booms. To Mr Christopher de Souza’s question, our contractors also used absorbent booms with hydrophobic content. 

Our clean-up methods and operations are guided by international experts from ITOPF, and our agencies work closely with specialised companies and contractors who have strong track records in responding to oil spills. We work with them on the deployment of assets to ensure optimal outcomes, taking into account factors such as the geography of the area, weather conditions, prevailing winds and tidal conditions.

Sir, some Members have asked about the timeliness of our communications to the public. Our agencies had provided regular updates from the day of the incident on 14 June. Our approach is to push out relevant information to the public as soon as possible, such as information on air and water quality, while we continue with the operations at sea and on land to deal with an evolving situation. Minister Grace Fu, Minister Desmond Lee and I also provided updates on the management and impact of the oil spill in the days following the incident. Please allow me to elaborate on the communications timeline.

On the afternoon of 14 June, MPA informed the other agencies of the oil spillage. After being alerted, the agencies mobilised their staff to actively monitor the situation and stood ready to respond. 

At 6.03 pm that day, MPA notified the public of the allision and oil spill through a media release while it continued to assess and respond to the developing situation. 

At around 9.20 pm, the Sentosa Development Corporation (SDC) began to cordon off affected parts of Palawan beach, when they first sighted oil on the beach. Early next morning on 15 June at about 7.00 am, SDC observed the further spread of oil in waters at Palawan, Siloso and Tanjong beaches, cordoned off affected areas and deployed workers to commence clean-up. At 10.59 am, SDC published a post on their Facebook page and website to inform the public that the waters of Tanjong, Palawan and Siloso Beach on Sentosa were closed for clean-up operations, but the three beaches remained open.

At 1.44 pm, MPA notified the public via a media statement that patches of oil and light sheens were observed off Pasir Panjang terminal and along Sentosa beaches. The National Environment Agency (NEA) started clean-up operations at about 10.00 am at Labrador Nature Reserve and around 4.00 pm at East Coast Park, after oil was observed along the shorelines.

Later that day, at 7.33 pm, a joint media statement was issued by the agencies to inform the public that oil had also landed along shorelines in other areas and that affected beaches would be closed to facilitate clean-up operations. The statement highlighted that the agencies were taking action to mitigate the effects of the oil spill.

MPA and our agencies had issued five media statements in the first four days of the incident to keep the public informed of the management of the incident and to address key concerns they might have. These media statements and other updates were also posted on the social media platforms of the agencies.

Mr Speaker, investigations into the incident are ongoing and preliminary findings showed that the allision was caused by the dredger experiencing sudden loss of engine and steering controls.

Some Members have asked about possible measures to prevent oil spills in future. Over the years, we have taken steps to enhance the safety of vessels and bunkering operations to minimise the risks of accidents and oil spills in our waters. We have also put in place practices such as mandatory safety training and shipboard drills for vessel crew on incident response as well as inspections for vessels in our port to ensure compliance with international safety conventions.

While we do our best to reduce the risks, oil spills may still happen in our waters or in the region. It is not possible to completely eliminate this risk. Therefore, we have prepared for and maintained our readiness to respond in a prompt, coordinated and effective manner when such incidents occur.

We have worked with industry partners to develop a contingency plan, which we rehearse and refine every two years during our inter-agency exercises for oil spills. Our standard operating procedures (SOPs) were enhanced along the way and they helped us to respond to this incident effectively. We will continue to update and improve our SOPs and contingency plans with learning points from this incident and prepare our teams to deal with oil spills effectively through training and regular inter-agency exercises.

Sir, before I conclude, I would like to, once again, express my appreciation to our agencies, our industry partners and our volunteers for their hard work and the good progress made so far. There is more work ahead to complete the next phase of the clean-up operations and to mitigate the impact of the oil spill. Let us continue to work closely together, so that we can return to normalcy as soon as possible.

Mr Speaker, with your permission, I will respond to any clarifications which Members may have, after my colleagues have made their Statements.

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