the victorian marine pollution contingency...

Notification Procedure

Initial Marine Pollution Notification should follow these procedures

To report a Marine Pollution Incident in your Maritime region call:

Organization Position 24 Hr Emergency Contacts

NMSA

Head Office Port Moresby: 24 HR HOTLINE Landline: (675) 321 3033

Or (675) 3211 244

Mobile: (675) 71992347/48/49

E-mail: [email protected]

Alotau Field Office: Ship Wrighter/

Senior Surveyor

Landline: (675) 641 1051

Mobile: (675) 72235539

Kimbe Field Office: Senior Surveyor Landline: (675) 983 4979

Mobile: (675) 72765852

Lae Field Office: Senior Surveyor Landline: (675) 472 1947

Mobile: (675) 72873696

Madang Field Office: Senior Surveyor Landline: (675) 422 2242

Mobile: (675) 73417512

Rabaul Field Office: Senior Surveyor Landline: (675) 982 5523 or (675) 982 5315

Mobile: (675) 72881895

PNG Ports Corporation

Head Office Port Moresby: HARBOUR MASTER Landline: (675) 308 4200 or (675) 3211400

Mobile: (675) 71916234

Alotau Port: BUSINESS MANAGER Landline:(675) 641 1266 or (675) 6410077

Mobile: (675) 70205447

Kimbe Port: BUSINESS MANAGER Landline: (675) 983 5355 or (675) 9835134

Mobile: (675) 72413559

Lae Port: BUSINESS MANAGER Landline: (675) 472 2477

Mobile: (675) 71910750

Madang Port: BUSINESS MANAGER Landline: (675) 4222351

Mobile: (675) 71710752

Rabaul Port: BUSINESS MANAGER Landline: (675) 982 1533

Mobile: (675) 71505727

National Disaster Office: DUTY OFFICER

(24 hours)

Landline: (675) 325 0239

Landline: (675) 325 0410

Department of Environment & Conservation:

Executive Director Landline: (675) 301 4500

Email: [email protected]

National Fisheries Authority: VMS OFFICER Landline (675) 309 0436

National Fire Service CHIEF FIRE OFFICER Landline (675) 323 0495

Police (RPNGC): DUTY OFFICER Landline: 000

PNG Defence Force ( Marine Operations):

DUTY OFFICER Landline: 324 2412

Company Position 24 Hr Emergency Contacts

Puma Energy Manager OHS Landline: (675) 3099115

Mobile: (675) 71003699

Oil Search Operations Landline: (675) 322 5551

Mobile: (675) 76835281

Mobil Safety Advisor Landline: (675) 321 2313

Mobile: (675) 73288846

ExxonMobil Manager Landline: (675) 3097999

Mobile: (675) 71004740

PNG-LNG Operations Landline: (675) 3042888

Mobile: (675) 71934041

Islands Petroleum Branch Manager Landline: (675) 325 8842

Mobile: (675) 70910600

Niugini Oil Manager Landline: (675) 323 5175

Mobile: (675) 71177642

mailto:[email protected]

1

TABLE OF CONTENTS

1 INTRODUCTION ..................................................................................................................... 4

1.1 AUTHORITY .................................................................................................................... 4

1.2 SHORT TITLE ................................................................................................................. 4

1.3 AIMS AND OBJECTIVES OF NATPLAN ......................................................................... 4

1.3.1 Aim ............................................................................................................................................... 4

1.3.2 Objectives ..................................................................................................................................... 4

1.4 SCOPE OF NATPLAN ..................................................................................................... 5

1.4.1 Materials and Products ................................................................................................................. 5

1.4.2 Geographical Scope ...................................................................................................................... 6

1.4.3 Boundaries ................................................................................................................................... 7

1.4.4 Spills Outside of PNG’s Territorial Boundaries ............................................................................ 7

1.5 INTEGRATION WITH OTHER PLAN ............................................................................. 7

1.5.1 Port and Site Plans ....................................................................................................................... 7

1.5.2 NMSA Marine Pollution Incident Response Guideline ................................................................. 7

1.5.3 Maritime Provincial Marine Pollution Contingency Plans ........................................................... 7

1.5.4 Wildlife Response Plan for Oil Spills ............................................................................................ 7

1.5.5 Facility Spill Response Plans ....................................................................................................... 7

1.6 RISK ASSESSMENT ....................................................................................................... 7

1.6.1 Spill Risk ....................................................................................................................................... 7

1.6.2 Sensitive Areas............................................................................................................................. 9

2 ADMINISTRATION ............................................................................................................... 16

2.1 OVERALL RESPONSIBILITY ........................................................................................ 16

2.2 LEGISLATIVE FRAMEWORK ....................................................................................... 16

2.3 THE NATIONAL MARINE POLLUTION COMMITTEE ................................................... 16

2.3.1 Function ...................................................................................................................................... 16

2.3.2 Membership ................................................................................................................................ 17

2.3.3 Meeting Schedule ....................................................................................................................... 17

2.3.4 Chair, National Marine Pollution Committee .............................................................................. 17

2.4 NOMINATED STATE OFFICERS .................................................................................. 17

2.4.1 General Manager National Maritime Safety Authority ............................................................. 17

2.4.2 Manager Marine Pollution .......................................................................................................... 17

2.4.3 Environmental and Scientific Coordinator ................................................................................ 17

2.5 REGIONAL ARRANGEMENTS ..................................................................................... 18

2.5.1 Provincial Control Agencies ....................................................................................................... 18

2.5.2 Provincial Marine Pollution Coordinators ................................................................................... 18

2.6 LOCAL ARRANGEMENTS ............................................................................................ 18

2.7 DIRECTION TO PARTICIPATE IN NATPLAN ............................................................... 18

2.8 MAINTENANCE OF RESPONSE PREPAREDNESS .................................................... 19

2.8.1 Maintenance of Plans ................................................................................................................. 19

2.8.1.1 Scheduled NATPLAN Revision ..................................................................................... 19

2.8.1.2 Maintenance of Maritime Provincial Plans .................................................................... 19

2.8.1.3 Maintenance of Facility Plans........................................................................................ 19

2

2.8.1.4 Maintenance of Offshore Exploration and Production Plans ........................................ 19

2.8.1.5 Plan Guidelines and Audit Procedures ......................................................................... 20

2.8.2 Training ....................................................................................................................................... 20

2.8.3 Exercises .................................................................................................................................... 20

2.8.4 Equipment Maintenance ............................................................................................................. 20

3 PLANNING AND PREPAREDNESS..................................................................................... 23

3.1 DIVISION OF RESPONSIBILITY ................................................................................... 23

3.1.1 National Plan Terms ....................................................................................................................... 23

3.2 ORGANISATION OF INCIDENT RESPONSE ............................................................... 23

3.2.1 Incident Control .......................................................................................................................... 23

3.2.1.1 Local Control and National Control ............................................................................... 24

3.2.1.2 National Control ............................................................................................................ 24

3.2.1.3 Incident Management Team .......................................................................................... 24

3.2.1.4 Emergency Management Team .................................................................................... 24

3.2.2 Marine Pollution Incidents Beyond State Waters ....................................................................... 25

3.2.3 Marine Pollution Incidents Close to State Borders ..................................................................... 25

3.3 LEVELS OF RESPONSE: THE TIERED APPROACH ................................................... 25

3.3.1 Tier Definitions............................................................................................................................ 25

3.3.2 Escalation of Response .............................................................................................................. 27

3.4 OIL SPILL RESPONSE INCIDENT CONTROL SYSTEM (OSRICS) ............................. 27

3.5 PROVINCIAL MARITIME RESPONSE TEAM ........................................................................... 27

3.6 Site Agency Roles and Responsibilities ......................................................................... 27

3.7 REPORTABLE SPILLS ................................................................................................. 33

3.7.1 Spills from Vessels ..................................................................................................................... 33

3.7.2 Offshore Exploration and Production ......................................................................................... 33

3.8 COMMUNICATIONS ..................................................................................................... 33

3.9 OCCUPATIONAL HEALTH AND SAFETY POLICY ...................................................... 33

4 RESPONSE .......................................................................................................................... 34

4.1 PHASES OF INCIDENT RESPONSE ............................................................................ 34

4.2 REPORTING ................................................................................................................. 35

4.2.1 All Spills ...................................................................................................................................... 35

4.2.2 Spills from Vessels ..................................................................................................................... 35

4.2.3 Spills from Offshore Exploration and Production (E & P) Operations ........................................ 35

4.2.4 Reports from Other Agencies and the Public ............................................................................. 35

4.2.5 Pollution Report (POLREP) ..................................................................................................... 35

4.2.6 SITREP ....................................................................................................................................... 35

4.3 IMMEDIATE RESPONSE .............................................................................................. 35

4.4 INCIDENT ASSESSMENT ............................................................................................ 36

4.4.1 Responsibility for Determining the Response Tier ..................................................................... 36

4.5 ACTIVATION OF THE INCIDENT MANAGEMENT TEAM ............................................ 36

4.6 ACTIVATION OF STATE COORDINATION .................................................................. 37

4.6.1 The State Emergency Management Team (Marine Pollution) ................................................... 37

4.7 MEDIA AND PUBLIC LIAISON ...................................................................................... 38

4.8 OPERATIONS ............................................................................................................... 38

4.8.1 Response Strategies .................................................................................................................. 38

4.8.2 Monitoring ................................................................................................................................... 38

3

4.8.2.1 Identification of Resources at Risk ................................................................................ 38

4.8.2.2 Predicting Oil Weathering .............................................................................................. 40

4.9 RESPONSE TERMINATION ......................................................................................... 41

4.9.1 Responsibility ................................................................................................................ 41

4.9.2 Conditions for Termination ......................................................................................................... 41

4.9.2.1 Termination of Marine and Aerial Response Operations .............................................. 41

4.9.2.2 Termination of Shoreline Response Operations ........................................................... 41

4.9.2.3 Termination of Wildlife Response Operations. .............................................................. 41

4.9.2.4 Termination of Waste Management Operations ........................................................... 42

4.9.2.5 Termination of Logistics Functions ................................................................................ 42

4.9.2.6 Termination of Finance and Administration Functions .................................................. 42

4.9.3 Debrief ........................................................................................................................................ 42

4.9.4 Post Incident Report ................................................................................................................... 42

4.9.5 Cost Recovery ............................................................................................................................ 42

4.9.5.1 Response Costs ............................................................................................................ 42

4.9.5.2 Compensation Claims ................................................................................................... 43

4.10 INVESTIGATIONS ........................................................................................................ 43

4.13 VOLUNTEERS .............................................................................................................. 43

4.14 HERITAGE ISSUES ...................................................................................................... 43

4.15 CHEMICAL SPILLS ....................................................................................................... 43

APPENDIX A LIST OF SUPPORTING RESOURCES FOR A RESPONSE

APPENDIX B DISPERSANT USE PROTOCOL

APPENDIX C: CHEMICAL SPILLS GUIDELINES

APPENDIX D: AERIAL OBSERVATIONS GUIDELINES

APPENDIX E: DOCUMENTATION

APPENDIX F: GLOSSARY

APPENDIX G: AMMENDMENT RECORD

APPENDIX H: MEDIA/PUBLIC LIAISON SUBPLAN

4

1 INTRODUCTION

1.1 AUTHORITY

The National Marine Pollution Contingency Plan (NATPLAN) has been prepared by The National Maritime Safety Authority (NMSA) as the Lead Agency in accordance with the Marine Pollution (Preparedness & Response) Act 2013 to Combat Pollution of the Sea by Oil and other Noxious and Hazardous Substances.

The NMSA is the Control Agency for marine pollution incidents in PNG’s Territorial waters. The General Manager/ CEO of NMSA is the delegated State Marine Pollution Controller.

Legislation and regulations supporting this Plan are outlined in Section 6 of the (Preparedness & Response) Act 2013.

1.2 SHORT TITLE

The short title of this Plan is “NATPLAN”.

1.3 AIMS AND OBJECTIVES OF NATPLAN

1.3.1 Aim

To describe the National response arrangements for marine pollution incidents within PNG’s Territorial waters.

1.3.2 Objectives

The objectives of NATPLAN are to:

1. Describe the organisations involved, their responsibilities and procedures for the preparation and response to marine pollution incidents.

2. Provide the framework for the coordination of planning for marine pollution incident response at local, regional and National levels.

3. Describe the integration between NATPLAN and other plans. 4. Ensure the ongoing effective management of marine pollution response in PNG through;

Provision and coordination of resources,

Maintenance of spill response equipment,

Training of personnel,

5. Provide an interface with AMSA for the request and coordination of overseas assistance as per the existing MOU.

6. Provide an interface with Pacific Islands Regional Marine Spill Contingency Plan (PACPLAN) for the request and coordination of overseas assistance as per the Noumea Convention – SPREP Protocol.

7. Document guidelines for spill response strategies.

5

1.4 SCOPE OF NATPLAN

1.4.1 Materials and Products

The NATPLAN covers all spills of oil into PNG’s Territorial waters as described by the International Convention for the Prevention of Pollution from Ships `1973 as modified by the Protocol of 1978 (MARPOL).

1.4.2 Geographical Scope

The geographical scope of the NATPLAN, referred to hereafter as the NATPLAN Area,

covers all waters within the 200nm Exclusive Economic Zone (EEZ) and extending up the

navigable extent of all rivers in the country.

6

FIGURE 1: The NATPLAN Area for PNG - covering all waters within the 200nm EEZ and extending up the navigable extent of all rivers.

NMSA -NATPLAN Rev: 1.0 September 2017 7

1.4.3 Boundaries

The NATPLAN applies to all spills of oil in PNG’s Territorial Waters and coastal waters as shown in figure 1. Coastal waters are those waters extending three miles from the PNG coastlines.

1.4.4 Spills Outside of PNG’s Territorial Boundaries

The NATPLAN procedures and State resources may be used in support of any Control Agency responding to spills outside of PNG’s Territorial Seas through the Intervention Convention.

1.5 INTEGRATION WITH OTHER PLANS

1.5.1 Port & Site Plans

The Port and Site Plans must operate within the framework of this NATPLAN to Combat Pollution of the Sea by Oil and Other Noxious and Hazardous Substances.

The NATPLAN is administered by the National Maritime Safety Authority (NMSA) as the mandated Lead Agency in PNG.

1.5.2 NMSA Marine Pollution Incident Response Guidelines

All personnel under the control of NMSA during a response shall act in accordance with the arrangements set out in the NATPLAN and guidelines and protocols listed in the appendices and any other guidelines or procedures developed under the framework of this plan.

1.5.3 Maritime Provincial Marine Pollution Contingency Plans

Maritime Provincial Marine Pollution Contingency Plans shall detail spill response procedures and document the provincial resources. Procedures include reporting, mobilisation and responding to spills within the Maritime Provinces.

The Provincial Marine Pollution Contingency Plans are prepared, administered and maintained by the designated Provincial Control Agency (PCA) in consultation with NMSA.

1.5.4 Wildlife Response Plan for Oil Spills

The Oiled Wildlife Response Plan has to be developed by the Conservation and Environment Protection Authority (CEPA).

All wildlife is protected under the Fauna Act 1982 and CEPA has responsibility for the collection, assessment, cleaning and rehabilitation of wildlife impacted by marine pollution.

1.5.5 Facility Spill Response Plans

Oil and Chemical Industry coastal facilities and commercial ports and jetties are required to have a current emergency plan (ref: Marine Pollution (Preparedness & Response) Act 2013).

Facility emergency plans should be regularly reviewed and audited by the relevant Company and approved by NMSA.

1.6 RISK ASSESSMENT

1.6.1 Spill Risk

NMSA has concluded risk assessments within the declared ports and the international transit shipping lanes in PNG waters as it a regulatory mandate under Section (5) of the Marine Pollution


(Preparedness & Response) Act 2013. The risk assessment is an ongoing exercise for the continued development of PNG’s Oil Spill Response Atlas. The following key findings from couple of the ports and the international transit shipping lanes have been established.

The risk profile indicates that the highest rated areas are the ports of Port Moresby, PNG LNG Caution Bay port, Lae port, Alotau port and the international transit shipping lanes at Jomard Passage, Rosell Island and Kiriwina/Kitava Passages in the Milne Bay and the coastlines. These areas are associated with the greatest levels of near-shore tanker activity and in the case of the ports, an additional threat caused by oil transfer activities. This is compounded by the potential high economic impact of the disruption to shipping activity to, from or within these ports.

The areas rated at the next level of risk also appear driven by tanker activity near to the coast compounded by, or due to, high environmental sensitivities. The main coastal areas that are at this level of risk include all coastlines.

Papua New Guinea lies within the global epicentre of marine biodiversity known as the ‘Coral

Triangle’. It hosts the highest diversity of tropical marine life on the planet, including extensive coral

reefs, seagrass beds and mangrove forests. As such the overall area is of major global

conservation value and is highly sensitive to human-induced impacts, including from shipping-

related marine pollution.

The marine resources of the PNG are also extremely important to the sustenance of the livelihoods

of local populations, including both for commercial fisheries which provide much needed income,

and artisanal, subsistence fisheries which provide day-to-day protein supply and food security, for

coastal and island villages.

The primary purpose of marine pollution prevention and response efforts is of-course to protect

ecological, socio-economic, cultural, scientific, educational and other resources from the impacts of

pollution. A fundamental starting point for a marine pollution risk assessment especially within the

international transit shipping passages and ports are therefore the identification and

characterization of the resources that might be at risk.

The international transit shipping passages at Rossel, Jormad and Kiriwina islands within the Milne

Bay Waters, Vitiaz Strait in Madang province and Cape St. George in New Ireland province and its

coastal and marine resources are rich and diverse. The resources that are at risk from potential oil

spills and other marine pollution incidents include:

coastal villages,

extensive coral reefs, mangroves and seagrasses,

fisheries,

marine wildlife, including seabirds and shorebirds, marine turtles, and marine mammals,

including dugong and dolphins,

recreational beaches,

tourism & diving,

cultural and historical sites

Shoreline cash crops such as copra.


The are several types and sources of marine pollution that that could be caused by vessels calling at Caution Bay PNG LNG Wharf, and those that are considered in this Risk Assessment are as follows:

An accident resulting in loss of LNG cargo from an LNG Carrier.

An accident resulting in loss of fuel or other oil from an LNG Carrier.

An accident resulting in loss of condensate cargo from a Condensate Tanker.

An accident resulting in loss of fuel or other oil from a Condensate Tanker.

An accident resulting in loss of fuel or other oil from other vessels associated with the LNG terminal, for example tugs, line boats and pilot boats.

An accident resulting in loss of fuel or other oil from other vessels that are not associated with the LNG terminal but which may navigate through the area, including Liljeblad Passage and the inner route between Sinavi Reef and the mainland.

The potential introduction of foreign marine pest species in the ballast water of LNG Carriers and Condensate Tankers that will arrive at Caution Bay loaded with ballast from foreign (mainly Asian) ports.

All of these incidences could have severely impacts on resources and lives of people should a

medium or large oil spill occur within the very busy ports and cocked international transit shipping

passages, potentially causing major socioeconomic and long-term ecological impacts. A

compounding factor is that a significant proportion of the population in PNG relies on coastal and

marine resources for subsistence fishing and protein supply, and there are many coastal villages

within the shipping lanes and around ports built over the water, which could be severely impacted

in a major spill, raising public health issues as well.

1.6.2 Sensitive Areas

An overview of the Port Moresby coastal and marine environment and the international transit shipping lanes at Jomard Passage, Kiriwina/Kitava and Rosell Island are illustrated below in figures 2-6.

For detailed information regarding sensitive areas or resources, the Oil Spill Response Atlas (OSRA, which is still being produced as more risk assessments are ongoing. The risk assessment reports can be on obtained from NMSA for more details as they become available once the risk assessments are completed.


FIGURE 2 :Some of the main coastal and marine resources around Port Moresby at risk from potential

marine pollution incidents(map: NMSA)(base image: Google Earth Pro)


FIGURE 3: Some of the main coastal and marine resources of the western extension to the Port Moresby Port Limits, including Caution Bay, which are at risk from potential marine pollution incidents (source: PNG-LNG)


FIGURE 4: Oil Spill Sensitivity Map of Rossel island and Part of Sudest Island from an International Shipping Risk from potential marine pollution incidents(map: NMSA)(base image: Google Earth Pro)

FIGURE 5: Oil Spill Sensitivity Map of Kitava Island from an International Shipping Risk from potential marine pollution incidents(map: NMSA)(base image: Google Earth Pro)


FIGURE 6: Oil Spill Sensitivity Map of Kiriwina Island from an International Shipping Risk from potential marine pollution incidents(map: NMSA)(base image: Google Earth Pro)


Table 1 Indicative Spill Scenarios and Associated Spill Volumes and Oil Types

Source Incident Location(s) Vessel Type Oil Type and Potential Volume(1)

Terminal Loading/offloading accident

Puma Energy Port within Port Moresby port limits and Kumul Terminal

- Crude oil: <10t (This volume could be exceeded in some circumstances)

Pipeline rupture - Crude oil: <10t

Crude Oil Tanker Grounding or severe collision

(2 wing tanks plus 1 centre tank)

Puma Energy Port within Port Moresby port limits and international transit shipping routes.

30,000 dwt Crude oil: 3,000t HFO: 1,400t





Slight grounding or collision with wharf or other vessel

(1 wing tank)

30,000 dwt Crude oil: 700t HFO: 1,000t





Bulk Carriers/

Container Vessels

Grounding

(Total loss)

Port Moresby, Lae Port, Rabaul Port, Madang Port, Buka & Kimbe Ports and international transit shipping routes.

Handymax (<60,000 dwt)

Heavy fuel oil: 2,000t Diesel: 300t

Panamax (60-90,000dwt)

Heavy fuel oil: 4,000t Diesel: 380t

Cape (90-160,000 dwt) Heavy fuel oil: 4,000t Diesel: 400t

Grounding (1 bottom tank) Any Heavy fuel oil: Up to 500t

Collision (1 wing tank) Any HFO or Diesel: 200t


Tug/Pilot Vessel Grounding (Total loss) Port Moresby, Lae Port, Rabaul Port, Madang Port, Buka & Kimbe Ports.

Tug/Pilot Vessel Diesel: 10t (Est. total fuel held).

Collision with wharf or other vessel

Tug/Pilot Vessel Diesel: 10t (Est. total fuel held).

Fuel Bunker Barge Grounding or Collision

(Total loss)

All Declared ports in PNG and international transit shipping routes.

Bunker 1 Heavy fuel Oil: 500t Diesel: -

Bunker 2 Heavy fuel Oil: 400t Diesel: 600t



Offshore Exploration

and Production

Fuel loading Gulf of Papua or PNG’s Territorial Waters

Rig/Supply Vessel Diesel: Less than 10t.

Blowout Rig Crude oil: Potentially very large (<1000t/day) but highly unlikely.

Loss of supply vessel Supply Vessel Diesel: <500t inclusive of diesel fuel cargo.

Production testing discharge

Rig Crude: < 10t.

An Indicative maximum credible scenario. Actual volumes will vary according to vessel configuration and incident character.


2 ADMINISTRATION

2.1 OVERALL RESPONSIBILITY

Overall responsibility for maintaining marine pollution response preparedness, and for ensuring that an adequate response is mounted, rests with the National Marine Pollution Controller of NMSA.

Preparedness and response activities are coordinated through this NATPLAN, which is implemented through the National Marine Pollution Committee (established under Section 11 of Marine Pollution (Preparedness & Response) Act 2013.

2.2 LEGISLATIVE FRAMEWORK

The Marine Pollution (Preparedness & Response) Act 2013 pertains to marine pollution preparedness and response by the Lead Agency (NMSA).

2.3 THE NATIONAL MARINE POLLUTION COMMITTEE

2.3.1 Function

The National Marine Pollution Committee’s role shall be to provide coordinated advice and support to the Authority and the Incident Commander on the following matters:

1. the undertaking of risk assessments;

2. the development, approval and maintenance of marine pollution contingency plans;

3. the establishment and maintenance of the national marine pollution response equipment inventory;

4. the development and implementation of the national training and exercise programme;

5. the fixing of Marine Pollution Levies and administration of the POLFUND under the Marine Pollution (Liability & Cost Recovery) Act 2013;

6. participation of Papua New Guinea in any bilateral and/or multilateral/regional marine spill contingency plan(s) and related arrangements in place at the time;

7. any other matters related to marine pollution preparedness and response as required by the Authority;

8. Developing inter-departmental and industry agreements;

9. Reviewing marine pollution response equipment holdings and locations;

10. Reviewing and monitoring operational response management structure; 11. Providing advice and input for the coordination of marine pollution response training and;

12. Providing input for exercise programmes and development of exercises.


2.3.2 Membership

Committee membership includes:

the head of the department responsible for environmental protection;

the head of the department responsible for fisheries/marine resources;

the head of the department responsible for disaster management;

the head of the department responsible for petroleum and energy; and

the head of any other relevant Government bodies as may be deemed necessary by the Authority.

the shipping industry;

the oil and mining industry;

the fishing industry;

a nationally representative environmental non-government organization; and

any other sector as deemed necessary by the Authority, provided that membership of the Committee remains balanced and relevant.

The Committee shall be chaired by the General Manager of the Authority and the Authority shall act as Secretariat to the Committee.

2.3.3 Meeting Schedule

Meetings are to be held at a minimum of twice annually; or when circumstances require the group to meet.

2.3.4 Chair, National Marine Pollution Committee

The Chair of the National Marine Pollution Committee is the General Manager of the Authority or a delegate and the Authority shall act as Secretariat to the Committee.

2.4 NOMINATED STATE OFFICERS

Specific response preparedness responsibilities have been assigned to Government officers. These are noted below.

2.4.1 General Manager National Maritime Safety Authority

The General Manager of National Maritime Safety Authority has overall responsibility to ensure that adequate preparedness has been achieved prior to a marine pollution incident and that an appropriate response is mounted should an incident occur.

2.4.2 Manager Marine Pollution

The Manager Marine Pollution is the NMSA officer with responsibility for the day-to-day management of marine pollution preparedness and response.

2.5.4 Environmental and Scientific Coordinator (ESC)

The ESC provides broad advice on environmental and scientific issues relating to marine oil pollution. The ESC will act as a focus for the collection and dissemination of scientific and environmental information relevant to marine pollution preparedness and response within PNG.

During a response, the ESC will usually fulfil the Environment function, under Planning, in the Incident Management Team.


2.5 REGIONAL ARRANGEMENTS

2.5.1 Provincial Control Agencies

Each Maritime Province in PNG is responsible for maintaining their provincial marine pollution response preparedness by:

Preparing, administering and maintaining a Provincial Marine Pollution Contingency Plan.

Providing the NATPLAN National Marine Pollution Committee with information and advice regarding provincial response requirements.

Identifying suitable personnel from relevant provincial agencies, companies and contractors who can participate in the event of a marine pollution incident and as part of the National Response Team.

Coordinating provincial or regional training programmes in consultation with the NATPLAN National Marine Pollution Committee and the Manager Marine Pollution of NMSA.

Assisting and advising relevant provincial industry and municipalities on how best to integrate their emergency plans with their Provincial Marine Pollution Contingency Plans.

The PCA shall nominate a Provincial Marine Pollution Coordinator who will coordinate and manage day to day response preparedness within the province boundaries.

In addition to the preparedness role, the PCA is responsible for responding to any marine pollution incident which is beyond the capacity of a Company, vessel or local agency as first strike emergency response.

2.5.2 Provincial Marine Pollution Coordinators

A Provincial Marine Pollution Coordinator (PMPC) is to be appointed by each of the designated Provincial Governments. The PMPC is responsible for:

The day-to day implementation of the Provincial Marine Pollution Contingency Plan for their region.

Monitoring any response undertaken by Local Control Agencies within the region.

Providing the provincial point of contact for information and advice on the National Marine Pollution Contingency Plan.

Liaising with relevant Emergency Response Coordinator(s) in regard to integrating Provincial Marine Pollution Response arrangements with relevant national and regional emergency management arrangements.

2.6 LOCAL ARRANGEMENTS

Operators of industry facilities, local ports, vessels and offshore exploration and production facilities are expected to maintain adequate means as per their respective risk assessments to effectively respond to marine pollution incidents at their facility or caused from their normal operations.

These operators are expected to respond to and manage small incidents requiring a low level response (Tier 1) at their respective operational sites.

2.7 DIRECTION TO PARTICIPATE IN NATPLAN

The NMPC has the authority to direct agencies or individuals to participate in NATPLAN. This includes:

Local authorities.

Channel operators

Port operators.


Oil terminal operators and

Chemical terminal operators

Any other person or body involving marine pollution risks from oils/chemicals etc.

Participation may include:

Providing and/or maintaining equipment.

Training and provision of personnel.

Responding to marine pollution incidents

2.8 MAINTENANCE OF RESPONSE PREPAREDNESS

Response preparedness is maintained through:

Understanding the risk of Marine Pollution in PNG’s internal coastal waters and Territorial Waters including Exclusive Economic Zone (EEZ).

Maintaining NATPLAN, Maritime Provincial or Regional Marine Pollution Contingency Plans and local/site emergency response plans.

Coordination and participation in marine pollution response training.

Maintaining an adequate response capacity and capability across PNG.

Conducting regular marine pollution response exercises, drills and refresher activities.

Maintaining appropriate caches of marine pollution response equipment.

2.8.1 Maintenance Plans

All plans shall be subject to review and revision, through the following activities:

External audit.

Internal audit.

Scheduled revision.

Desktop exercises.

Programmed review and revision.

Post incident / exercise review and revision.

2.8.1.1 Scheduled NATPLAN Revision

The NATPLAN shall be reviewed every five years and after each response operation to a marine pollution incident of Tier Two or above or machinery of Government changes.

2.8.1.2 Maintenance of Maritime Provincial Plans

Maritime Provincial Marine Pollution Contingency Plans should be reviewed bi-annually. NMSA will audit their Marine Pollution Contingency Plans every four years and grant approvals.

2.8.1.3 Maintenance of Facility Plans

It is the responsibility of all Port and other facility operators to maintain their emergency response plans. It is recommended that these plans should be reviewed annually and be approved by NMSA.

2.8.1.4 Maintenance of Offshore Exploration and Production Plans

Petroleum & Energy Department and Mineral Resources Authority are responsible for overall assessment of the emergency response plans for offshore exploration and production


facilities/companies. NMSA shall review their Oil Spill Response Plans as and when required for approval as per the Marine Pollution (Preparedness & Response) Act 2013.

2.8.1.5 Plan Guidelines and Audit Procedures

Contingency plan guidelines and audit procedures are developed.

Note: The audit procedures supplied are not prescriptive and are designed to facilitate the development of effective and integrated plans. The assessment is not based on the format of the plans, but rather on content and conformity with the requirements of NATPLAN and other relevant applicable plans.

2.8.2 Training

Local and Maritime Provincial or Regional Control Agencies and Support Agencies shall participate in marine pollution response trainings coordinated by NMSA to maintain sufficient capability and capacity in PNG. These participants would be expected to form part of the National Response Team.

NMSA coordinates marine pollution training for the whole country. The courses are to be published by NMSA on the national training schedule each financial year.

2.8.3 Exercises

Marine Pollution response arrangements shall be regularly exercised on a local, provincial, regional and national levels in compliance with Section 9 of the Marine Pollution (Preparedness & Response) Act 2013.

2.8.4 Equipment Maintenance

NMSA as the National Lead Agency is responsible for storing and maintaining all PNG Government owned marine pollution response equipment held within the country.


Table 2.2 List of Relevant Legislation

Act or Regulation Authority Relevance to Marine Pollution Response

Marine Pollution (Preparedness & Response) Act 2013

NMSA To provide for the effective response to and clean-up of oil and chemical spills from vessels and any other sources into Papua New Guinea waters.

Provides guidance and legislative backing for provision of National response to marine pollution incidents.

Marine Pollution (Ships & Installation) Act 2013

NMSA To prevent pollution from all ships and offshore installations.

International Convention for the Prevention of Pollution from Ships (MARPOL Annex I,II, III, IV, V Convention).

Anti-Fouling Substances Convention (AFS).

Marine Pollution (Liability & Cost Recovery) Act 2013

NMSA To establish a National Marine Pollution

Fund (POLFUND); and to provide for liability, insurance, the recovery of costs and compensation relating to pollution damage.

Marine Pollution (Sea Dumping) Act 2013

NMSA To prevent pollution from the dumping of wastes at sea

Marine Pollution (Ballast Water Management) Act 2013

NMSA To prevent, reduce and control aquatic bio-invasions via ships’ ballast water and sediments

Environment Act 2000 CEPA Aims to protect natural resources and biodiversity.

Requires assessment of any act likely to cause significant effects.

International Conventions

1992 International Convention on Civil Liability for Oil Pollution Damage (i.e. the Civil Liability Convention [CLC]).

This Convention provides for compensation for damage, or response costs incurred, due to spills of persistent oils within a member nation’s territorial sea or EEZ. Claims are made against the vessel owner and insurers.

CLC is based on the principle of “strict liability”, i.e. the vessel which spilled the oil will pay regardless of fault.

Liability is also limited, i.e. the costs recoverable are capped.

1969 International Convention Relating to Intervention on the High Seas in Cases of Oil Pollution Casualties

This convention allows coastal nations to take any action necessary to protect their shorelines if a vessel poses a potential threat of pollution.


1992 International Convention on the Establishment of an International Fund for Oil Pollution Damage (the Fund Convention).

Amendment to the 1971 Fund Convention.

This Convention provides for a fund to cover any costs not covered by the CLC, e.g. because the limit of the CLC is exceeded or because the owner of the vessel cannot be identified.

1972 Convention on the Prevention of Marine Pollution by Dumping of Wastes and other Matter (the London Convention/Protocol).

This Convention/Protocol regulates the discharge of wastes, including oily wastes, at sea.

1973/78 International Convention for the Prevention of Pollution by Ships (MARPOL 73/78).

This Convention replaced the 1954 International Convention for the Prevention of Pollution of the Sea by Oil (OILPOL 54).

It sets out a wide range of procedures and ship design and operating requirements aimed at reducing pollution of the sea from ships.

Annex I deals with oil pollution.

1982 United Nations Convention on Law of the Sea

This Convention obliges signatories to protect and preserve the marine environment and stipulates the actions that a coastal nation may take to combat or prevent marine pollution.

The various Sections deal with global and regional cooperation, technical assistance, monitoring and assessment, legislation enforcement and safeguards.

1990 International Convention on Oil Pollution Preparedness, Response and Cooperation

(the OPRC Convention).

This Convention makes provision for contingency plans for ships, offshore platforms, coastal terminals and ports, and for the development of national response plans.

The Convention also encourages the development of international cooperation in spill preparedness and response.


3 PLANNING AND PREPAREDNESS

3.1 DIVISION OF RESPONSIBILITY

The NMSA is the Lead Agency for Marine Pollution and has delegated legislative responsibility for Marine Pollution Response with in the State of Papua New Guinea.

All port operators are to undertake spill assessment and tier one responses on their operational sites. Any spills must be reported to the NMSA within 24 hours.

3.1.2 National Plan Terms

The National Plan defines a Statutory Agency as the agency having “statutory authority for marine pollution matters in their area of jurisdiction”. In PNG the statutory agency is NMSA.

The National Plan defines a Combat Agency as “the agency having operational responsibility, in accordance with the relevant Contingency Plan, to respond to oil and/or chemical spills in the marine environment”. Under the National Plan arrangements NMSA is the Lead and Combat Agency in PNG.

3.2 ORGANISATION OF INCIDENT RESPONSE

Any marine pollution response is based on control appropriate to the span and scale of the incident. Incident control is undertaken by port operators or their control agencies for tier one spills. Tier two and tier three incident control will be undertaken directly by NMSA. However, tier three incident will trigger the Pacific Islands Regional Marine Spill Contingency Plan (PACLAN) as well as PNG’s MOU with Australian National Maritime Safety Authority (AMSA) for incident control much bigger than its capacity and control capabilities for international assistance.

3.2.1 Incident Control

Control is exercised by an Incident Controller supported by an Incident Management Team (IMT) as required. The function of the IMT is the development and execution of the Incident Action Plan. In most cases, the IMT will be based with the Incident Controller in the region close to the incident.

THE NATIONAL MARINE POLLUTION CONTINGENCY PLAN


3.2.1.1 Site Control and National Control

For very small-scale, Tier 1 incidents control will be initially exercised by the Site Control Agency should the spill exceed the local control agency’s ability to respond the National control agency will assume control. The site control agency will also respond in the following circumstances -

The source of the marine pollution incident is unknown and there is no nominated or obvious Site Control Agency (for example: a oil slick sighted slightly offshore outside port boundaries).

Requested to do so by the Site Control Agency’s Incident Controller

In the opinion of the MPC, the Site Control Agency is not able to effectively respond to the marine pollution incident, whether because of;

o Inadequate resources. o Inappropriate or inadequate response. o A need to respond to another aspect of the emergency (e.g. fire, injury).

Requested to do so by the SMPC or his delegate.

3.2.1.2 National Control

For complex spills such as tier two and three spills, the NMSA will directly control the incident response with the support of the provincial, local or site control agencies and support agencies such as AMSA through the existing MOU and PACPLAN.

3.2.1.3 Incident Management Team

Incident Management Team (IMT) is responsible for managing the response to a marine pollution incident that includes functional areas of tasks for an effective response.

3.2.1.4 Emergency Management Team

An Emergency Management Team (EMT) may also be formed to support the Incident Management Team. The function of an Emergency Management Team is to support the Incident Controller in determining and implementing appropriate incident management strategies for the emergency.

Incident Controller

Support Agency commanders (or their representatives)

Health Commander (functional commander of supporting health agencies)

Recovery Commander (if appointed) or the recovery coordinator (or representative)

Emergency Response Co-ordinator (or representative), and

Other specialist persons as required.



3.2.2 Marine Pollution Incidents Beyond National Waters

NMSA may request, through the MOU with the Australian National Maritime Safety Authority (AMSA) or Pacific Ocean Prevention Contingency Plan (PACPOL) request for assistance. This is in a situation where oil is likely to impact on the PNG’s shorelines.

3.2.3 Marine Pollution Incidents Close to National Borders

If an incident occurs close to National borders, the relevant State Marine Pollution Controllers will work in close collaboration to ensure that an effective response is mounted in the affected jurisdictions. They include countries that Boarder PNG such as Australia, Solomon Islands and Indonesia.

3.3 LEVELS OF RESPONSE: THE TIERED APPROACH

Marine pollution response is based on a graduated scale of response whereby the amount of resources mobilised for a response, and the Agency in control, will vary according to the incident characteristics.

3.3.1 Tier Definitions

These levels, or response Tiers, are defined according to:

The type and quantity of oil or other substance spilled.

The potential impact on the marine environment.

The potential social, economic and political impact.

Potential media and public interest in the incident.

The amount and source of resources deployed.

The levels of support and higher level management activated.

Procedures for determining the response Tier should be detailed in the relevant contingency plan.

Tier 1 - Up to 10 tonnes – a small spill requiring a site response; the Site Control Agency will generally be able to respond to and clean-up a spill utilising local resources. In cases where additional resources are required, these will generally be available by utilising National resources in the region or from adjacent industry operators under mutual aid arrangements.

Tier 2 - Between 10 and 10,000 tonnes – a medium or significant spill, which could have a serious impact upon the environment. The Control Agency will initiate a response with simultaneous notification of the NMSA as the National Lead Agency. Local resources will most likely be supplemented by other National resources and possibly industry as well on agreed arrangements.



Tier 3 - Above 10,000 tonnes – a large spill requiring national and possibly international assistance. The Lead Agency (NMSA) will require local, regional and national assistance. For catastrophic spills, resources from overseas will most likely be required through AMSA and PACPLAN.

Table 3.3 Description of Response Tiers

Tier 1 Tier 2 Tier 3

Level of Control

Site Control Agency Active Incident Control Active IMT Support Roles(1)

National Lead Control Agency (NMSA)

Notified Monitor/Support(2)

Active Incident Control(2)

Active Incident Control(2)

Manager, Marine Pollution Response

Notified Monitor

Active: Support and Coordination(4)

SMPC(3) As directed by Director

NMSA General Manager/CEO Notified Notified Active: SMPC(3) Support and Coordination(4)

Active: Media, Community and Govt. Liaison

Possible “Triggers” for Determining Response Tier(5)

Indicative Spill Size 0 – 10 tonnes 10-1,000 tonnes >1,000 tonnes

Potential for Economic, Social or Environmental Damages

Low

(Not Significant)

Moderate

(Local or Short-term Significance)

High

(Regional or Long-term Significance)

Indicative Resources Mobilised(5)

Local Facility/Port

Divisional * *

Provincial * *

National (NMSA) * *

International

(PACPAL) & AMSA

* *

(1) MT = Incident Management Team.

(2) The RCA may have incident control over Tier 1 responses (see Section 3.2.1.2).

(3) National Marine Pollution Controller

(4) The Manager, MPR may proceed to a region and assume the IC role. In this case the National Marine Pollution Coordinator role will be delegated or may be assumed by the Director.



(5) Indicative only. Highly dependent on a number of considerations.

3.3.2 Escalation of Response

The SMPC may escalate (or de-escalate) a response Tier at any time. This covers all spills of oil or chemicals in PNG’s territorial waters.

This decision will be conveyed to the RMPC (and Incident Controller, if different).

If the origin of the spill is outside the PNG’s Exclusive Economic Zone (EEZ) of 3 nm limit and it is imminent that the spill will impact on State waters, the SMPC will nominate an Incident Controller to manage the States response.

If the Local Control Agency has responded to a spill in their jurisdiction and the spill is contained and/or is being appropriately managed in accordance with the relevant contingency plans, control will remain with that agency.

Regular consultation and dialogue between Local and Regional Control Agencies and NMSA will be undertaken to monitor and ensure the appropriateness of the response.

3.4 OIL SPILL RESPONSE INCIDENT CONTROL SYSTEM (OSRICS)

The Incident Management Team structure and response operations are based on the National Plan “Incident Control System. This is consistent with the system adopted by a number of Pacific Island State government agencies and by the PACPLAN.

3.5 PROVINCIAL MARITIME RESPONSE TEAM

The Provincial Maritime Response Team should comprise of suitably trained personnel who have been identified by NATPLAN Operations Group and the NMSA. The group includes individuals trained to incidental managerial and operator level roles.

3.6 SITE AGENCY ROLES AND RESPONSIBILITIES

A number of Agencies have responsibilities and roles in marine pollution response.

These may encompass both preparedness functions and incident management functions.

* Possibly or partially mobilised

Mobilised or likely to be mobilised



Table 3.4 Summary of Agency/Organisation Responsibilities under NATPLAN

Agency Incident Role/Support

National Maritime Safety Authority (NMSA)

NMSA is the National Lead Statutory Agency responsible for managing the National Plan. NMSA is the central agency for the coordination of National and International assistance.

Preparedness Participate on the NATPLAN Management Committee and NATPLAN Operations Group.

Provide liaison between the NATPLAN Operations Group and Maritime Provincial Operations Agency.

Response Statutory Authority and Control Agency (=Combat Agency) for oil and chemical spills from vessels in PNG waters and for spills on the high seas which threaten PNG waters.

Provide skilled individuals from the National Response Team.

Provide advice to the Incident Controller, SMPC and/or Chairman, NATPLAN Management Committee.

Run oil spill trajectory analyses.

Mobilise fixed-wing aerial dispersant spraying aircraft.

Mobilise equipment from Maritime Provinces or overseas.

Assist in the tracking of suspect vessels.

Assist in the sampling of oils from suspect vessels.

Assist in salvage operation.

Undertake search and rescue (via PNGMRCC, a division of NMSA).

Control Media releases and provide timely updates to the public.



Table 3.4 Continued


Conservation & Environment Protection Authority (CEPA)

The CEPA is responsible for the prevention of marine pollution and for investigations and enforcement under the Environment Act 2000 & Flora & Fauna Act

Preparedness To participate on the State Marine Pollution Committee.

To participate on the NATPLAN Operations Group.

Assist in the development of NATPLAN.

To ensure that CEPA personnel are suitably trained and available to assist in a spill response and investigation of incidents.

Response Provide trained personnel to assist as part of an Incident Management Team.

Provide advice on the temporary storage, transport, treatment and disposal of waste.

Provide advice on environmental aspects of the response, including dispersant use.

To undertake investigation and prosecution activities

Provincial Control Agencies Responsibilities of the designated Provincial Control Agencies are provided.

Local Control Agency responsibilities are provided.

Preparedness Provide the NATPLAN Operations Group with information on regional response requirements.

Advise the SMPC of any issues relating to NATPLAN, response preparedness or risk.

Participate on the National Marine Pollution Committee.

Participate on the NATPLAN Operations Group

Participate on the Provincial Marine Pollution Committee.

Through the Regional Committees, encourage and facilitate the exchange of information between Control



Agencies, Local Government, other agencies, Industry and community groups.

Consult and coordinate with Local Emergency Response agencies

Prepare and maintain a Regional or Provincial Oil Spill Contingency Plan.

Ensure that the Regional OSCP is endorsed by the NATPLAN Operations Group.

Maintain and document a satisfactory level of spill response preparedness.

Response Take the Control Agency role in any tier one spill within the region that is beyond the capabilities of the responsible party, or where the spiller is not known.

At the request of the SMPC, provide assistance to spill responses outside of the region.

Local Control Agencies/ Responsible Company

Companies are the designated (Tier 1) Local Control Agency for small-scale responses to spills resulting from their operations. They will also mount an immediate response to larger incidents emanating from their operations or property.

Preparedness Maintain and document a satisfactory level of spill response preparedness.

Response Act as Local Control Agency for spills resulting from company operations.

As able, assist in other spill responses as requested by the SMPC or Regional Incident Controller.

CEPA is responsible for wildlife response under the Wildlife Management Act.

PNG Fire Authority (PNGFA) The PNGFA is nominated in the National Marine Pollution Committee as the Control Agency for fire on land and into State waters.

Preparedness To participate on the National Marine Pollution Management Committee.

To participate on the NATPLAN Operations Group and to provide, or coordinate, technical advice on spills of chemicals and other hazardous substance, e.g. human health risks, behaviour and effects, spill management, handling, storage and transport, treatment and disposal.

To ensure that PNGFA personnel are suitably trained and available to assist in a spill response.



Response Act as Control Agency for chemical spills adjacent to or on land, and in inland waters.

During an oil spill response assist the Incident Controller in obtaining assistance from State or District emergency response agencies.

Local Government Authorities Local government is responsible for the care and maintenance of some shorelines. Their role, therefore, may extend to assisting in the clean-up of impacted shorelines provided that the Responsible Party is not known or cannot respond.

Preparedness Participate on the NATPLAN Operations.

Response For larger responses, provide local advice on areas threatened by pollution and assistance with liaison between the Incident Controller and local communities.

Provision of personnel and equipment for shoreline clean-up operations.



Table 3.4 Continued


PNG Royal Constabulary The PNG Royal Constabulary has the legislated responsibility to ensure that the law and order with regards to incident response to any emergency (including a marine pollution incident) is appropriately maintained. In the absence of agreement regarding roles and responsibilities, the Emergency Response Coordinator may determine the priority of the response roles of the agencies involved.

Defence Forces Requests for support from the Defence Force Assistance to the Civil Community control and maritime border incidents.



3.7 REPORTABLE SPILLS

Vessels and offshore exploration and production facilities have legal obligations, under the Marine Pollution (Preparedness & Response) Act 2013 to report spills or potential spills in PNG Waters to the NMSA.

Note: All spills in PNG waters must be reported to the NMSA.

3.7.1 Spills from Vessels

The Master of any ship which has or is likely to release oil in waters near PNG (other than operational discharges permitted under MARPOL and PNG legislation), must report the incident to NMSA.

Reports to NMSA may be made to the Marine Search & Rescue Coordination Centre (MRCC), the communications facility established to action messages concerning marine incidents including those connected with pollution incidents that may occur anywhere in the PNG Territorial Sea.

In internal national waters reports of oil pollution must also be directed to the Manager, Marine Pollution, NMSA or to Harbour Control of the nearest Port.

3.7.2 Offshore Exploration and Production

All spills from offshore exploration and production activities of any volume must be reported to the NMSA within 24 hours. This is required under the Marine Pollution (Preparedness & Response) Act 2013.

3.8 COMMUNICATIONS

Adequate communications must be established between the various components of the spill response. This includes:

Acquisition of suitable hardware.

Distribution of the correct communications systems to field teams.

Appropriate distribution (i.e. based on need).

Establishment of communications procedures to ensure that inadequacies are quickly identified and rectified.

3.9 OCCUPATIONAL HEALTH AND SAFETY POLICY

It is the policy of NMSA and a requirement of the Papua New Guinea Occupational Health and Safety Act and NATPLAN to protect all persons involved in a response to a marine pollution incident against all risks to health and safety.

It is further policy to ensure that all persons required operating plant and equipment have received appropriate training and are properly qualified for the purpose.

It is a policy requirement that appropriate Occupational Health and Safety Plans are drawn up for all operations involved in the response to a marine pollution incident.

As a guide to developing these plans an OH&S Manual specific to marine pollution incidents has been developed and is to be followed in developing the plans for any spill response OH&S responsibilities and functions during a response.



4 RESPONSE

4.1 PHASES OF INCIDENT RESPONSE

Marine pollution response proceeds through a number of stages , although the duration of each, and the effort expended, varies greatly according to the scale and nature of the incident.

The procedures to be followed in each of these are outlined in the relevant marine pollution contingency plans.

Figure 4.1 Phases of Spill Response



4.2 REPORTING

The rapid and accurate reporting of spills is important in enabling a rapid mobilisation of an appropriate response.

4.2.1 All Spills

All spills in State waters must be reported to the Manager Marine Pollution in the format specified through pollution report form (POLREP). The POLREP process must be followed by control agencies and other parties. The Manager Marine Pollution must ensure that the following have been notified:

NMSA.

CEPA.

4.2.2 Spills from Vessels

All spills from vessels into State waters must also be reported, in the format specified in the POLREP, immediately to NMSA.

This reporting is the responsibility of the Master of the Vessel.

Important Note: Facility Oil Spill Contingency Plans (OSCPs), and vessel Shipboard Contingency Plans should clearly indicate the reporting procedures that are applicable within their area of operations. The OSCPs should also clearly assign responsibilities for reporting pollution incidents.

4.2.3 Spills from Offshore Exploration and Production (E & P) Operations

Spills from Offshore E & P operations and facilities should be reported to NMSA &. Petroleum and Energy Department.

4.2.4 Reports from Other Agencies and the Public

Reports of oil spills may come from a number of sources. It is important that these are forwarded to the relevant Regional Control Agency as soon as possible.

4.2.5 Pollution Report (POLREP)

Agencies should also ensure that relevant details are obtained from any individual or organisation reporting a spill. The POLREP form should be used to transmit details of all incidents.

4.2.6 SITREP

A SITREP form should be used to transmit regular updates regarding the response or incident.

4.3 IMMEDIATE RESPONSE

Parties responsible for spills and discharges must take all actions needed to safely:

Ensure the safety of workers and the public.

Make the vessel or facility safe.

Notify the Control Agencies.



Prevent further release of oil or chemical.

Limit the spread of oil or chemical.

Recover spilt oil or chemical.

Mobilise available resources for any ongoing response.

4.4 INCIDENT ASSESSMENT

Incident assessment may require a number of tasks:

Investigation of spill source if not known.

Spill location, observation and monitoring.

Assessment of required level of response.

4.4.1 Responsibility for Determining the Response Tier

Tier 1 status is generally determined by the Local/Site Control Agency in consultation with the NMSA.

For spills that require more than a Tier 1 response, Tier 2 or Tier 3 status is determined by the NMSA in consultation with the National Marine Pollution Controller (NMPC).

4.5 ACTIVATION OF THE INCIDENT MANAGEMENT TEAM

If a response is required, the Incident Controller, nominated by the National Marine Pollution Controller should mobilise a suitable Incident Management Team (IMT) and allocate response functions according to need.

If the IMT requirements exceed national available resources, International Response Team personnel can be accessed via the existing MOU with AMSA and PACPLAN.

The size and structure of the IMT will depend on the nature and scale of the incident, but should conform to a functional structure.

If industry is involved in the spill, a representative from the responsible company should be involved in the response.



Figure 4.3 Distribution of Functions in an Incident Management Team

4.6 ACTIVATION OF STATE COORDINATION

4.6.1 The State Emergency Management Team (Marine Pollution)

In the event of a significant marine pollution incident involving a multi-agency response, the National Marine Pollution Committee may form the State Emergency Management Team (Marine Pollution), comprising of representatives from response and recovery agencies as well as representatives from the National Marine Pollution Committee and NATPLAN Operations Group.

The National Emergency Management Team (Marine Pollution) will be chaired by the National Marine Pollution Controller and provide the following function:

facilitate a discussion to enable agencies to develop a consistent situational awareness regarding the emergency(s)

identify and manage strategic risks and consequences

develop a plan outlining high level actions of all agencies.



4.7 MEDIA AND PUBLIC LIAISON

Overall management of public information and the media is assigned to the Media Liaison Officer (MLO) who reports directly to the National Marine Pollution Controller.

The National Marine Pollution Controller will authorise all NATPLAN media releases relating to the incident response through the CEO/GM’s office.

The MLO is responsible for the implementation of the NATPLAN Media Sub-Plan and for advising the IC, SMPC on public relations and media, and for coordinating media responses with participating agencies.

4.8 OPERATIONS

4.8.1 Response Strategies

During an incident, a number of response strategies can be considered, including:

Monitoring; natural weathering and dispersal.

Containment and recovery at sea.

Protection and deflection of sensitive areas

Use of dispersants.

Protection of shorelines and other sensitive natural, cultural or socio-economic resources.

Shoreline clean-up.

Wildlife response.

4.8.2 Monitoring

The behaviour and trajectory of oil slicks can be determined by direct observation (surveillance), manual calculation, or through computer modelling for Predicting Spill Trajectory.

Manual Calculation: The trajectory of a spill can be roughly calculated by adding the surface current velocity to 3% of the wind velocity.

Computer Modelling: Oil Spill Trajectory Modelling (OSTM) shall be from NMSA for response purposes.

4.8.2.1 Identification of Resources at Risk

Sensitive resources can be identified using the PNG Oil Spill Response Atlas (OSRA).



Where possible the information from the OSRA should be confirmed with local environmental agencies or other relevant local agents. These are listed in the Contact Directory but not limited.

Figure 4.4 Determining Response Strategies



4.8.2.2 Predicting Oil Weathering

Oil weathering can be predicted using the PNG National Weather Service database or data from industry or private modelling agencies.

4.9 RESPONSE TERMINATION

4.9.1 Responsibility

The decision to terminate a Tier 1 response is taken by the Incident Controller (in consultation with the Site Incident Controller).

The Incident Controller will notify the Manager Marine Pollution who will notify the State Marine Pollution Controller (SMPC).

Higher tiered responses will be formally terminated by the SMPC.

4.9.2 Conditions for Termination

There are no “rules” for deciding when a response should be terminated.

Generally, the decision to stop active cleanup is taken when efforts are not returning any tangible benefit.

This decision is rarely made at the same time for all components of the response and some Units will be reduced in size, or demobilised, earlier than others.

4.9.2.1 Termination of Marine and Aerial Response Operations

Generally, marine response operations are terminated when:

All oil has been recovered; or

The oil slick has dissipated (broken up); or

The oil slick has gone out to sea and is beyond the range of response options and is unlikely to return; or

All oil has impacted shorelines and is unlikely to be refloated. In this case some marine response resources would remain on standby until shoreline response has been terminated.

The oil has otherwise ceased to be a threat to the environment.

4.9.2.2 Termination of Shoreline Response Operations

Generally, shoreline cleanup operations are terminated when:

All accessible shorelines are clean or

Cleanup is having no further beneficial effect, or

Cleanup is having deleterious effects on the shoreline or associated plants or animals, or

The extent and degree of oiling is judged to be acceptable or as having little or no adverse effects.

4.9.2.3 Termination of Wildlife Response Operations.

Wildlife response may continue for some time and will generally only cease when all affected animals are cleaned and rehabilitated.



Although the wildlife response may continue after the demobilisation of the rest of the IMT, it is important that CEPA and other relevant agencies maintain records so that costs can be claimed where applicable.

4.9.2.4 Termination of Waste Management Operations

In a major spill the management of wastes may continue for a considerable time beyond the demobilisation of field operations. The responsibility for this would generally rest with the Responsible Party (RP; i.e. the spiller) or, if the RP is unknown, responsibility lies with the Control Agency.

4.9.2.5 Termination of Logistics Functions

Logistics function will continue until all equipment is recovered, cleaned and returned to its source.

4.9.2.6 Termination of Finance and Administration Functions

The Finance Unit will be retained until all claims are processed and costs are determined. This may be some time after demobilisation of the IMT.

4.9.3 Debrief

The Control Agency should hold a post-spill debriefing for any spill for which a response was activated. Ideally, this should be held within 14 days of termination of the response. The debrief should address:

Spill causes (if known).

Speed of response activation.

Effectiveness of tactics and strategies.

Equipment suitability.

Health and Safety issues (if any).

Communications

Integration of plan and procedures with other response agencies.

Possible improvements in plans, procedures strategies or response methods.

4.9.4 Post Incident Report

The SMPC may request a formal post incident report.

4.9.5 Cost Recovery

Marine pollution incidents can result in expensive cleanup costs and damages.

4.9.5.1 Response Costs

All records of response costs must be collated and submitted to NMSA. Response costs will only be covered by NMSA if they are reasonable and justifiable and done under the direction of the Incident Controller.

NMSA will lead the cost recovery process for oil spill clean up activities and wherever possible recover these costs from the responsible party, or in cases where the polluter is unknown and there is a reasonable belief that the spill was ship-sourced, from the National Plan levy administered by NMSA.



4.9.5.2 Compensation Claims

Members of the public or commercial operators who have incurred costs or damages resulting from an oil pollution incident from a vessel can apply for compensation from the vessel’s P&I Club. In large responses, the vessel’s insurers may establish a claims office where claims can be lodged. Otherwise, claims must be lodged with the P&I Club representative.

In the case of spills from other sources, claims should be sent to the Responsible Party (i.e. the spiller).

4.10 INVESTIGATIONS

Investigations into marine pollution incidents will be undertaken by the NMSA under Ships and Installations Act 2013 and Preparedness and Response Act 2013 and CEPA under the Environment Act 2000

The CEPA will provide reports on the status of investigations to the SMPC. NMSA will provide CEPA with full details of response costs and any other relevant information that may assist CEPA’s investigation and any subsequent court proceedings.

4.11 VOLUNTEERS

Volunteers will not be used during a response to a marine pollution incident with the exception of volunteers from recognised emergency agencies. When used in a response, such volunteers will be treated as casual labour and their parent agency will be eligible to be reimbursed for their time, accommodation, meals and travel similar to all other personnel participating in the response.

Personnel not identified by the EMMV are to be registered as casual labour who are hired and remunerated for their time.

4.12 HERITAGE ISSUES

Marine pollution incidents, and response actions, have the potential to harm resources of cultural significance.

A procedure has been developed to ensure that such incidents that may impact on these resources and that Control Agencies obtain pertinent advice and support.

4.13 CHEMICAL SPILLS

Fire services will provide specialist response and advice and may assume control of the response if there are immediate community safety issues.

Guidelines for chemical response are provided in Appendix C.



APPENDIX A LIST OF SUPPORTING RESOURCES FOR A RESPONSE

Aircraft: Surveillance

If local aircraft are unavailable, or sources cannot be located, a request can be made to the Senior Search and Rescue Coordinator - Aviation . The request should specify the task to be performed by an aircraft. Where commercial aircraft are unsuitable, or not available, Defence Force aircraft may be available.

Aircraft: Spraying Operations

Activation of the Fixed Wing Aerial Dispersant Capability (FWADC) is through AMSA MOU as PNG doesnot have the capabilities,

PNG Defence Force Assistance

Requests for PNG Defence Force assistance are to be directed to the PNG DF Commander. After assessing and approving any requests, NMSA shall seek the support of the resources of the PNG Defence Forces through a service agreement..

Documentation

Technical Appendix J contains essential forms.

Environmental Information

Primary source of information is the NMSA’s ESC. It is recommended local information resources are accessed through the ESC. The ESC can also access information through the Oil Spill Response Atlas if available.

Equipment: State

The list of marine pollution response equipment available in PNG is maintained by NMSA and is available on request from Manager Marine Pollution.

Equipment: National Plan

National stockpiles are listed in the “NMSA” database. This can be accessed from the Manager Marine Pollution or from NMSA.

National Plan equipment can be released by contacting the State Marine Pollution Controller who will make a formal request to AMSA

Equipment: AMSA

AMSA equipment will be released on the request through the existing MOU or by submitting a request to AMSA under the PACPLAN arrangements.

International Assistance

International assistance can be obtained through PACPLAN and AMSA.

Oil Spill Response Atlas (OSRA)

Information on environmental resources can be obtained from the Oil Spill Response Atlas (OSRA) from the ESC or the Manager Marine Pollution.



Oil Spill Trajectory Modelling

Oil spill trajectory modelling is available from AMSA and can be run at the request of: ESC if activated by DOT.

Manager Marine Pollution

The State Marine Pollution Controller

The Incident Controller

Any other person working under the direction of the Incident Controller.

The Oil Spill Trajectory Model (OSTM) can be accessed by contacting:

NMSA Duty Officer.

NMSA’s Web Site, www.nmsa.gov.pg.

After hours, SARR who will contact the NMSA Officers.

Personnel:

State

State assistance can be obtained through NMSA (SMPC or Manager Marine Pollution).

Contact details are in the Contact Directory at the beginning of this document.

National Response Team (NRT) members are can be seconded through NMSA.

Response Role Checklists and Procedures

Specific checklists and procedures should be located in the relevant Marine Pollution Contingency Plans. Some generic procedures are included in this plan.

National Response Team

Personnel can be activated for any Incident Management Team via NMSA. Contact the Manager Marine Pollution or the SMPC.

Weather Forecasts

Weather conditions and predictions are available from the Duty Officer of the National Weather Service to be contacted from the Directory for 24 hour contact).

.



APPENDIX B DISPERSANT USE PROTOCOL

B.1 AUTHORITY

B.1.1

This Protocol, together with associated Procedures and Guidelines, has been approved by CEPA for use in PNG’s marine waters as defined in the National Marine Pollution Contingency Plan (NATPLAN)

It has been prepared in accordance with state environment protection policies (SEPP).

It is not designed for considering the use of dispersants on shorelines or in freshwater.

B.2 INTRODUCTION

B.2.1 Background

The primary marine response options available to oil spill responders are:

Monitoring only/natural weathering and dispersion.

Mechanical containment and recovery.

Use of dispersants.

Deployment of shoreline protection equipment (booms and sorbents).

In-situ burning (not used in PNG).

The decision to use any or combinations of the above response options needs to be made in terms of the potential effectiveness of each response option, availability of equipment and resources and an assessment of the net environmental benefit.

The effectiveness of these response strategies can be compromised by environmental conditions and availability of resources. One of the major advantages of the use of dispersants is that under many conditions, this strategy can remove a greater proportion of oil from the water surface than physical methods, thereby preventing it from reaching the shore and affecting wildlife. Furthermore, this can be done relatively quickly and under sea conditions where physical containment and recovery would be impossible. However, if used inappropriately, dispersant use can result in environmental harm. In determining whether or not to use dispersants in spill response there is, therefore, a need to ensure that accurate information is available to determine whether there is a net environmental benefit.

Dispersants are chemical formulations composed of surface active agents (surfactants) and solvents. Surfactant molecules are double ended, containing both hydrophilic and lipophilic parts which associate with water and oil respectively. This enables the surfactant to lower the interfacial tension between the oil and water phase, reducing the energy required to disperse the oil into the water column and promoting the formation of numerous tiny oil droplets surrounded and stabilised by surfactant molecules. The solvent component assists with the penetration of the surfactant into the oil slick.

There is often confusion about the nature of chemical dispersants. Much of this confusion relates to reports of the use of so called "first generation" dispersants during the Torrey Canyon spill in 1967. These products are not used in PNG and were, in reality, highly toxic industrial cleaners, degreasers and detergents that have little in common with modern dispersants.

Dispersants are often described according to three different type categories based on their solvent and application dose rate (Attachment B.1). Type 1 dispersants are usually defined as hydrocarbon based and applied at high dose rates (1 part dispersant to 1-5 parts oil). To reduce toxicity, water miscible solvents such as glycol ethers were then introduced as Type 2 dispersants, but applied in similar high dose rates to Type 1 (NB. Type 2 dispersants are not approved for use



in PNG). Type 3 dispersants (or concentrates) were developed from, and initially had similar formulations to, Type 2 products, but could be applied neat at much reduced dose rates (1:25 to 1:30).

B.2.2 The Protocol

This Protocol details the legislated background and responsibilities for dispersant use under VicPlan and provides Procedures and Guidelines that are intended to ensure that the use of chemical dispersants in oil spill response is:

Effective;

Efficient;

Controlled; and

Environmentally beneficial.

It is supported by other Procedures and Guidelines contained within:

NATPLAN.

Regional and Facility Oil Spill Contingency Plans.

B.2.3 Procedures

Procedures detail the sequence of actions required to undertake a particular task.

The procedures encompassed by this Protocol include both preparedness and response actions; they must be adhered to when deciding if the application of dispersant is an appropriate response to an oil spill in State waters as defined in NATPLAN.

All Procedures must comply with this Protocol and NATPPLAN, and must be approved by CEPA and NMSA.

B.2.4 Guidelines

Generally, Guidelines supply information that may be used in completing a particular procedure.

B.2.5 Dispersant Manual

The NatPlan Dispersant Manual provides supportive and other information regarding the use of dispersants during an incident response. Information includes:

Health and safety guidelines for the handling and use of dispersants.

Material Safety Data Sheets (MSDS) for approved dispersants.

Literature review of the potential environmental effects of oil, dispersants and dispersant-treated oil.

Checklists for undertaking a Net Environmental Benefit Analysis (NEBA) of dispersant use.

Checklists for the aerial assessment of dispersant efficiency and associated guidelines.

Checklists for field testing of oil for the estimation of dispersant effectiveness.



B.3 STATUTORY REQUIREMENTS

B.3.1 Relevant Legislation

A number of Acts and Policies relate, or can be interpreted as relating, to the use of dispersants. The two principal Acts are the Marine Pollution (Preparedness & Response) Act 2013 and the Environment Act 2000, These Acts are discussed below.

B.4 RESPONSIBILITY FOR DECISION MAKING

Only the appointed Regional Incident Controller, the State Marine Pollution Controller (SMPC) or the SMPC delegate, may authorise the use of chemical dispersants.

It is the responsibility of the nominated Incident Controller to ensure that the provisions of this Protocol are followed.

B.4.1 Preparedness

Procedures for gaining approval for the use of dispersants must be included in all Oil Spill Contingency Plans (OSCPs). All procedures in OSCPs must conform with the provisions of this Protocol.

B.4.2 Pre-approval for dispersant use

Under some circumstances CEPA may grant approval to an Agency to use dispersants without consultation approval at the time of an incident. Such pre-approval is for a defined scenario and are based on an assessment that a net environmental benefit will result from such use.

B.4.3 Incident response

During an oil spill response, only the appointed Incident Controller, the National Marine Pollution Controller (SMPC) or the SMPC delegate, may authorise the use of chemical dispersants.

The Regional Incident Controller, NMSA and CEPA must be notified immediately that dispersants are considered as a response option. These Agencies have an obligation to ensure that input into the decision making process is timely. Agencies must develop appropriate internal Procedures to ensure that this is done.

The decision to use dispersants must be made in consultation with CEPA and NMSA. The Environmental and Scientific Coordinator (ESC) should also be consulted. This may be done through, or by, the Incident Controller or SMPC.

Local Incident Controllers must refer the decision to the Regional Control Agency or NMSA.

The decision to use dispersant must be based on a reasonable belief that the application of dispersant will be effective and that there will be a net environmental benefit from its use. The decision to continue the use of dispersant must be based on demonstrated effectiveness, either through visual confirmation or field sampling programs.

Note: the Incident Controller may authorise the use of dispersants, without consultation, in order to reduce any threat to human life from fire or explosion. If used for this purpose NMSA must be informed.



No

Yes

1. Have alternatives

been considered

2. Is oil heading towards a

sensative area?

8. Has effective dispersion

been achieved?

3. Do weather/sea/tide

conditions alow the

use of dispersants?

Monitor and Review

No

No

Yes

Yes

4. Is the oil dispersable

5. Is the effect of the dispersed

oil likely to be less than the

effect of untreated oil

6. Has necessary consultation

been undertaken or preapproval

been given?

Apply dispersant

7. Is the dispersant

effective?

JOB DONE

No

No

No

No

Consider shoreline

response methods:

-Shoreline Protection

-Shoreline Cleanup

-Monitor/Natural Recovery

No

Yes

Yes

Yes

Yes

Yes

Yes

Not

e: T

he d

ecis

ion

to c

ontin

ue th

e us

e of

dis

pers

ant s

houl

d be

reas

sess

ed re

gula

rly

Consider alternative marine

response methods and

impliment where practicable.

-Containment & Recovery

-Monitor/Natural Dispersion

-In shore shoreline protection.

No

No

Figure 1B NATPLAN Procedure for the Decision to Use Dispersants on Oil at Sea

B.8 Guidelines: Supporting Information

B.8.1 Have alternative strategies been considered?



The Incident Controller, in consultation with CEPA and NMSA members, will determine the protection priorities and response strategies as part of the development of an Incident Action Plan.

Protection priorities are generally based on the sensitivity of resources or habitats and their ecological value. However, this needs to be tempered by considering what is feasible and which locations or strategies provide the best chance of success.

Sensitive resources can be protected from impact by an oil slick using a number of marine, aerial response, shoreline protection and clean-up strategies. The choice of strategy will depend on a number of considerations including:

Available equipment (i.e. what options are available?).

Weather conditions (i.e. what options are possible and how efficient will they be?).

Environmental sensitivities (i.e. which option is the least damaging?).

Spill trajectory (i.e. how much time is available before the slick impacts sensitive resources?).

It is not possible to anticipate the answer to all of these considerations before a spill incident has occurred and so it is not possible to dictate rules as to which response method is the most, or least, preferred. Table B summarises the main considerations in the selection of marine clean-up methods.

Table B Summary of Considerations in Selection of Marine Response Methods

Consideration Natural Dispersion

Containment & Recovery

Use of Dispersants

Minimum Equipment/ Resources Needed

None (Observation plane if spill is monitored).

- 2 Vessels/Crew

- Length of Boom

- Skimmer

- Storage Capacity

- Spotter Aircraft

- Dispersant and either:

- Fixed–Wing or

- Helicopter and Helibucket or - Vessel and Spray Boom

Oil Encounter Rate(2)

N/A Low - Moderate (Vessel) to - High (Aircraft)

Maximum

Sea-State

N/A 3-4(4) - 5-7 (Aircraft)

- 4 (Vessels)

Max. Current/ Vessel Speed(3)

N/A ~ 1 knot (1.8 km/hr or 0.5m/s(5)

- N/A (Aircraft)

- 5-7 knots(Vessels)

Oil Character N/A Very high oil viscosity may inhibit recovery device efficiency, i.e. >1000cSt.

>1000cSt with care >2000cSt doubtful effectiveness

Potential for Method to Cause Damage

Oil can cause damage if oil slick moves in unexpected direction

Little or none Dispersed oil can cause damage, particularly to seabed organisms. (see Section B.7.5)

(1) In-situ burning has not been used as a marine response strategy in Australia. It is considered that its future use, in Australia, is unlikely due to the absence of fireproof booms and other equipment.

(2) The amount of oil than can be recovered or treated in a given time, i.e. the speed of the method.

(3) Surface currents. This constraint is based on skimmer performance for containment and recovery and indicative boom performance constraints for in-situ burning.



(4) Depending on skimmer used. Weir skimmer limit=1knot, Disc Skimmers=2-3 knots, Mop Skimmers=3-4 knots.

(5) Relative to the boom/ vessel velocity.

Table C summarises the main advantages/disadvantages in the selection of dispersant use.

Table C Advantages and Disadvantages of Dispersants

Advantages Disadvantages

1 Chemically dispersed oil is less amenable to wind-induced movement. The trajectory of an oil slick may be altered if dispersion is effective.

1 Chemically dispersed oil penetrates the water column to a greater degree than untreated oil. Subsurface organisms may therefore be more exposed to chemically treated oil.

2 Oil chemically dispersed at sea is less likely to adhere to shorelines than untreated oil. This leads to a reduced retention time.

2 In enclosed shallow waters with little water movement or flushing, dispersed oil may persist with potential increases in exposure to water column and seafloor communities...

3 Oil dispersed at sea will be diluted before it impacts shorelines. This may reduce the exposure of intertidal communities to the oil.

3 Chemical dispersion reduces the loss of volatile hydrocarbons through evaporation. It is therefore generally not advisable to disperse light oils before these have been lost through evaporation.

4 Dispersed oil biodegrades faster than untreated oil because the dispersed droplets present a larger surface area, for bacterial action, compared to surface oil slicks.

4 Dispersants can be harmful to marine and coastal organisms at certain concentrations and exposure times. They should not be applied to areas where oil cover is low, or where dispersant mists can be blown over coastal communities (e.g., marshes, mangroves, bird roosts nesting areas etc.).

5 The formation of viscous oil-water emulsions may be prevented.

5 Dispersants are not effective on high viscosity oils (i.e. oils with a high wax or asphaltene content)

6 Dispersant can be applied in weather conditions and sea-states that render alternatives ineffective.

6 The distribution of chemically dispersed oil is less easily predicted and monitored than that of surface slicks.

7 Dispersant use can treat more oil per day than equivalent resources using other methods.

7 Once dispersed, oil cannot be contained or recovered from the environment.

8 Dispersant spraying is often the quickest response method.

8 Limited time window when dispersants can be used.

B.8.2 Is oil heading towards a sensitive area?

Two matters must be considered:

The trajectory of the oil slick and what resources may be impacted by the slick.

The potential environmental harm that may arise from an oil impact on the resource.

If oil is heading towards a sensitive area dispersant will be of value if:

It can prevent the oil impacting the area, i.e. can alter the trajectory; or

Dispersant-treated oil will cause less damage to the impacted area than untreated oil.



B.8.3 Trajectory

Surface oil slicks move under the combined influence of wind and sea-surface currents, including tidal currents. Generally, a fairly accurate prediction can be obtained by using a computer-based Oil Spill Trajectory Model (OSTM) or by manual calculation.

If dispersant application is successful, the oil is removed from the water surface. Consequently, it is less susceptible to wind and will tend to move with the body of water primarily influenced by sea currents. If it is the wind that is predominantly moving the oil to the sensitive area, oil impact may be avoided.

This is one of the main reasons for the use of dispersants.

If the oil is moving primarily under the influence of currents then impact is unlikely to be averted. The resulting distribution of oil on shoreline may, however, be altered.

B.8.4 Potential environmental harm

The potential environmental harm that may result from an oil impact on a resource depends on both:

The sensitivity of the resource and the value of the resource, i.e. the likelihood and consequence of damage if the resource is impacted. Sensitivity may be ecological, socio-political or economic in nature.

The value of the resource is a measure of the cost of any damage to the resource and again may be measured in terms of ecological, socio-political or economic value.

Priorities are based on a consideration of this potential harm.

This means that a small area of a very sensitive resource may be valued less, and receive less priority, than a larger area of a moderately sensitive resource.

B.8.5 Do weather, sea state and tidal conditions allow the use of dispersants?

The Operations Officer, in consultation with the Marine Coordinator and Aviation Coordinator will decide on whether sea conditions and weather allow dispersants to be applied.

B.8.6 Safety considerations

The dispersant application is less constrained by weather and sea-state than containment and recovery. Nevertheless, aircraft and vessels can only operate safely under certain conditions. The values must be indicative only and the decision as to whether it is safe to operate ultimately rests with the pilot or vessel master.

B.8.7 Operational considerations

Vessel application of dispersant is recommended only in wind-sea states up to 4, and possibly 5, on the Beaufort Scale, i.e.:

Winds of between 11 and 21 knots (moderate to fresh breeze).

Small waves (1-2 m height with occasional 2.5m height).

Fairly frequent “white-horses” and some spray.

Above this the oil surface is likely to be patchy and the rolling of the vessel may make application uneven or ineffective.



Very calm seas may not provide the necessary mixing energy required for successful dispersion. In these cases the vessel can provide the energy by passing through the slick or by using breaker boards. Low sea states are unlikely to be a constraint.

Aerial application of dispersant is recommended only in wind-sea states up to Beaufort Scale 5 (see above) for single engine fixed wing aircraft and helicopters.

B.8.8 Is the Oil Dispersible?

Dispersant effectiveness will depend largely on the characteristics of the oil:

The oil layer should be relatively thick so that the dispersant droplets do not pass through the slick. A surface oil film thickness of between 0.02 and 0.2mm is generally regarded as being necessary for effective dispersion.

The dispersant must be able to penetrate into the oil film and mix with the oil.

The oil and dispersant must be able to mix with the underlying water. This requires that oil droplets can be broken away from the slick by wave action and mixed into the water column.

The most important factor in determining these is the oil viscosity. The tendency of the oil to form emulsions is also important as these emulsions are highly viscous.

B.8.9 Oil Viscosity

High Viscosity oils spread slowly and so lack of oil film thickness is not a problem.

As viscosity increases, the dispersant has more difficulty in penetrating the oil film. Table D (below) indicates the likely effect of viscosity on dispersant effectiveness.

Table D Effect of Oil Viscosity on Dispersant Effectiveness at Sea

Oil Viscosity Range Likely Dispersant Effectiveness

<1,000cSt Generally, oil will be readily dispersible.

1,000-2,000cSt Oil still dispersible but may require higher dose rate and/or mixing energy.

2,000-5,000cSt Much reduced effectiveness. Higher dose rates and greater mixing energy may increase effect. Hydrocarbon based dispersants, or other specialised dispersants, may have greater effect on higher viscosity oils than other types of dispersant.

5,000-10,000cSt Limited effectiveness. High dose rates of dispersants with high mixing energies may have an effect of some value.

>10,000cSt Dispersion highly unlikely to any significant degree.

Low viscosity oils with very low viscosities will spread rapidly and will become thin surface layers very quickly. If the oil layer is too thin the dispersant droplets will pass through it without binding to the oil. Dispersion efficiency will therefore be very low. For this reason it may not be worth applying dispersants to light, volatile oils or other oils with rapid rates of spreading.

These light oils are also, generally, of a high toxicity and it is advisable to allow toxic light fractions to evaporate rather than to disperse the oil and facilitate distribution of these fractions into the water column.

B.8.10 Formation of emulsions

Some oils have a tendency to “pick up” water and form water-in-oil emulsions. These emulsions can be very viscous and consequently not amenable to dispersants.



The degree and speed with which oil will emulsify is determined by the proportion of asphaltenes in the oil mixture. The presence of waxes will tend to stabilise these emulsions. Unfortunately, information about the asphaltene content of oil and its tendency to form emulsions is not usually available.

As a general rule, any oil with a +345oC (650oF) fraction of more than 40% should be considered to be potentially emulsion–forming. These are generally medium (Group III) and heavy (Group IV) oils.

Table E lists some of the known tendencies of oils that may be encountered.

Because of emulsion formation and the evaporative loss of light oil fractions, the viscosity of oil at sea will increase. For many oils this means that dispersants must be applied quickly to be effective. It is useful therefore to try to predict this “window of opportunity” as quickly as possible.

B.8.11 Predicting changes in oil viscosity

The NOAA Automated Data Inquiry for Oil Spills (ADIOS) programs can be used to calculate the emulsification of a number of oils and also predict the resultant viscosity. ADIOS output can be obtained from the AMSA on request.

Table E Predicted Emulsion–Forming Tendencies of Some Oils Produced or Transported in Victoria

Potential to Form Emulsions

Oil Type Example

Very high Heavy (Group IV) Middle Eastern crudes and

Kuwait crudes

Arabian Heavy

Lubricating oils

Some Heavy Fuel oils (HFO) Bunker C

High Heavy Fuel oil (HFO) Bunker C

Medium (Group III) ME crudes Arabian Light

High asphalt light (Group II) oils Minus crude

Tapis crude

Intermediate Light (Group II) crude oils Murban crude

Low Medium (Group III) refined oils Tropical diesel

Kerosene

Low asphalt light (Group II) crude oils Qatar crude

Very Low Light (Group II) refined oils Diesel

Non persistent (Group I) oils Motor spirit

Condensates

B.8.12 Is the effect of the dispersed oil likely to be less than the effect of untreated oil?

This can be the most difficult of all of the considerations and requires the analysis of a wide range of data including:

Identification of the resources and sites likely to be impacted by untreated oil.

Identification of the resources and sites likely to be impacted by treated oil.

Potential harm that may result to these resources or sites due to;



o Oil impact. o Impact by dispersant-treated oil. o Cleanup activities.

The duration of those effects, i.e. the time for recovery to occur.

As noted in Section B.8.4, the potential for harm depends on a number of factors, including:

Sensitivity of the resources to oil and dispersant-treated oil.

Toxicity of the oil and oil-dispersant mixtures.

Likely concentrations of oil or dispersed oil at impact (i.e. distribution of oil or dispersant-treated oil).

Duration of exposure of the resource to oil or dispersed oil (i.e. the persistence of oil or dispersant-treated oil).

Some of these will depend on local conditions such as water movement and shoreline processes.

These factors must be considered and weighed through a process of net environmental benefit analysis undertaken by the Environmental and Scientific Coordinator (ESC), using local environmental expertise and advice about the behaviour and distribution of both the oil and dispersed oil. The Incident Controller will confer with the ESC in determining whether dispersants should be applied.

Shoreline Communities

Generally, the effects on shoreline communities of an impact by oil dispersed at sea is less than that of oil because:

The dispersed oil has been diluted as it moves towards the sensitive area.

The dispersant treated oil is less “sticky” and consequently does not stick to sediments or plants. This results in a reduced exposure time for organisms.

Dispersed oil in water does not penetrate into sediments.

It should be noted that these advantages are not realised if the oil is treated with dispersant on the shoreline.

The application of dispersants on shorelines requires separate assessment to determine potential benefits or harm that may result. This protocol does not address the use of dispersants on shorelines.

Shallow Sub tidal Communities

The effects of dispersed oil on shallow sub tidal communities may be greater than that of oil alone if the application of dispersants results in greater penetration of oil into the water column. This is likely to be the case in all but high-energy conditions and shorelines.

Open Sea Communities

While the greater penetration of dispersant-treated oil into the water column suggests that dispersant use would result in a greater effect on open sea communities there is little field evidence to suggest that this is significant.

This may be due to avoidance of both oil and dispersed oil by free-swimming organisms such as fish. It is known that many species can detect oils and surfactants (in dispersants) at concentrations well below the levels required to cause immediate harm. Consequently, if the depth



of water is such that clean water is available below the slick or dispersed oil, a safe refuge may be available. However, this possibility depends on the species’ ability to:

Detect oil or dispersants in the water.

Be able to move away from affected waters.

Not need to come to the surface (e.g. for air or food).

Plankton, floating algae and surface breathing organisms such as cetaceans (whales and dolphins), pinnipeds (seals and sealions), dugongs, penguins and turtles may be unable to avoid dispersed oil. Great care is needed in areas where these organisms occur.

Deeper Seafloor (Benthic) Communities

The potential effects of dispersed oil on seafloor communities will depend on the depth of the water and the depth of penetration of the water by dispersed oil. In the open sea it is unlikely that significant concentrations of dispersed oil will occur below 5-10 m depth. In inshore waters and embayments water circulation may result in quite different distribution of dispersed oil. Again, care must be exercised and local experts consulted.

Figure 2B Results of Experimental Field trials of Chemical Dispersion of Crude Oils. Insets indicate time after dispersant application.(From: IPIECA ,1993. Dispersants and their Role in Oil Spill Response. IPIECA Report Series Vol. 5)

Dispersed oil Concentration (ppm)

Dep

th (

m)



Table F Summary Guidelines for Dispersant Use.

Resource/Habitat at Risk

Guidelines

A Shoreline Resources

Bedrock Cliffs NR Dispersant use offshore is generally not recommended. Low priority for protection.

C Onshore application is not generally recommended unless there is an overriding need for rapid cleanup.

Rock Platforms (rock Reefs)

C Offshore use of dispersants to protect these areas is recommended only if they are low energy or have associated significant plants or animal communities (see below).

Boulder Beaches NR Dispersant use offshore is not recommended. Low priority for protection.

C Onshore application is not generally recommended unless there is an overriding need for rapid cleanup.

Pebble, Cobble and Gravel Beaches

R Offshore use of dispersants to prevent impacts on low energy rocky foreshores is recommended.

C* The use of dispersants to clean oiled pebble, cobble is recommended, where recreational activities, or species of high importance, are threatened by the continued residence of oil.

Sand Beaches C Offshore use of dispersants to prevent oil impacting sandy beaches is recommended where the combination of grain size and oil viscosity is likely to result in oil penetrating sediments.

NR* The use of dispersants to clean sandy beach surfaces is not recommended, unless situation referred to in the next line exists.

R Dispersants can be applied to viscous oil on an incoming tide in order to facilitate removal if other methods can’t be used.

Inter-tidal Mudflats R Offshore use of dispersants to prevent impacts on inter-tidal mudflats is recommended.

NR* Onshore application of dispersants is not recommended.

Mangroves/ Salt marshes

R Offshore use of dispersant to prevent oil entering mangroves is highly recommended.

NR* Dispersants should not be applied to plants or used on sediments within swamps.

NR Aerial spraying should be far away so that dispersant does not drift into these areas.

Artificial Structures NR Offshore use of dispersants to protect artificial structures is not recommended.

R Dispersants may be used to clean structures when other methods such as high pressure washing can be damaging.

Bird Nesting/ Roosting Areas

and

R The use of dispersants to prevent oil impacting these areas is highly recommended. Effects on penguins and marine mammals at sea should be considered where applicable.

Seal Haul-out/ Breeding Areas

NR Dispersants should not be sprayed on or near bird nesting areas or other shorebird habitats.

* Whist this Protocol does not apply to the use of dispersants on shorelines these recommendations are included for completeness



Table F continued

B. Inshore Resources

Shallow Reefs R Dispersant use to prevent oil impacting intertidal or shallow reefs is recommended, provided the application area is at a distance sufficient to allow full dispersion. Prevailing tidal streams and currents will need to be considered in determining this distance

C Dispersant use over shallow sub-tidal reefs is not recommended, except where oil is likely to impact upon resources of higher ecological value e.g. mangroves or where water depths exceed 10 metres.

NR Dispersants should not be applied to very shallow (<10m) or intertidal corals.

Seagrass Beds R Offshore use of dispersant to prevent oil impacting inter-tidal or emergent seagrass beds is recommended, provided the application area is at a distance sufficient to allow full dispersion. Prevailing tidal streams and currents will need to be considered in determining this distance.

C Dispersant use over shallow (<10m depth) sub-tidal seagrass beds is not recommended, except where oil is likely to impact highly sensitive shorelines of higher ecological value.

NR Dispersants should not be applied to emergent or intertidal seagrasses.

C. Water Habitats or Resources

Enclosed Waters

NR The use of dispersants in enclosed poorly flushed waters (e.g. marinas and small bays) is not recommended unless highly sensitive coastal resources are threatened.

NR Generally dispersants are not applicable in rivers and creeks as low salinity reduces dispersant effectiveness.

Fishing Areas

C The use of dispersants over important fishing grounds or nursery areas is not recommended, except where ecologically important nursery habitats are threatened (mangroves, seagrasses and coral reefs).

Aquaculture Facilities

C The use of dispersants within the vicinity of aquaculture facilities is not recommended, except where the use of dispersants may prevent or minimise impacts to important environmental resources.

General Guidelines

The application area should be the maximum distance from the resource being protected.

Dispersion should be taken in waters of maximum depth. Minimum depth requirements must be set to reflect the relative risks to surface/shoreline resources and benthic communities.

The application area should be well flushed.

The application area should have suitable mixing energy or suitable mixing energy should be provided

Key

R is Generally recommended.

C is Conditional use

NR is Generally, not recommended



B.8.13 Net Environmental Benefit Analysis

The environmental benefits and potential environmental costs (harm) of any spill response method need to be compared. They also need to be evaluated against the no response or “monitor only” option. As previously noted, this process is known as Net Environmental Benefit Analysis (NEBA).

This process involves taking into account the circumstances of the spill, the practicalities of cleanup response, scientific understanding of the relative impacts of oil and cleanup options and some kind of value judgement of the relative importance of social, economic and environmental factors. The process of evaluating particular spill response options typically involves:

Assessing information on physical characteristics, ecology and human use of environmental and other resources in the area of interest.

Reviewing previous spill case histories and experimental results that are relevant to the area and to response methods that could possibly be used.

On the basis of previous experience, predicting the likely environmental outcomes if the proposed response is used and if the area is left for natural cleanup.

Compare and weigh the advantages and disadvantages of possible responses including the practicability of physical reclamation with those of natural cleanup.

One of the difficulties in response planning is that conflicting interests must be weighed up and it needs to be accepted that whatever the response option selected, it is usually not possible to avoid or overcome all of the possible risks or disadvantages. In the face of conflicts of interest some decisions will be clearer than others as protected shorebirds (e.g. migratory waders, penguins etc.), for example, will typically merit a higher priority than shore organisms because the recovery of bird populations is likely to be comparatively slower and more difficult (IPIECA 2000). Similarly, wildlife species may sometimes also merit a higher priority than fisheries, notably in cases where dispersant spraying reduces the threat to shorebirds at the risk of increased effects on a fishery. The viability of most fish populations is likely to be less threatened by the effects of dispersed oil than shorebird populations are threatened by surface slicks (IPIECA 2000)

B.8.14 Have necessary consultation been undertaken or preapproval been given?

The Regional Incident Controller (RIC) or SMPC will decide on whether to use dispersant but CEPA must be consulted prior to application.

It is the responsibility of CEPA to provide timely advice to the Incident Controller.

Environmental advice should also be sought from ESC.

It is the responsibility of the Incident Controller to ensure that the required consultation has been undertaken.

In certain situations pre approval for use of dispersants may have been given and in these cases the decision to use dispersants can be made without further consultation with CEPA or ESC in the interests of timeliness.

B.8.15 Is the dispersant effective?

Dispersant operations should be monitored to ensure that dispersant has been effective. This monitoring should be undertaken on a regular basis, and with an increased frequency as:

The estimated time at which the oil would reach critical viscosity/emulsification is reached, or

The observed effectiveness appears to be dropping.



Some time may elapse between the dispersant application and the observed effect, although immediate effects may be observed. The time taken will depend on oil character, dispersant type, method of application and sea-state (mixing energy).

Generally observation should be made immediately, and on a routine basis after application commensurate with response priorities. Typically effectiveness of dispersant activity becomes apparent some 20-30 minutes after application.

If the oil is heavy or emulsified, monitoring may be required over several hours.

Positive signs of effectiveness include:

Coffee-colour in underlying waters.

Loss of distinct “edge” of the slick and replacement with a more diffuse edge.

Change in colour of the oil.

Subsurface oil.

Increase in slick area (short-term 1-2 hours) and subsequent decrease (2-8 hours).

After the initial application of dispersant, the slick should be monitored to ensure that the dispersant is working.

Signs that the dispersant is not working include:

Absence of the above.

Milky white colour in the water. This is dispersant in the water and suggests that either the dispersant has missed the oil or has failed to “cut through” the slick.

Immediate “break-up” of the slick into thick dark bands. This is due to “herding” of the oil due to the dispersant’s effect on surface tension. The oil should re-spread over time.

B.8.16 Has effective dispersion been achieved?

Ongoing monitoring should be undertaken to determine when a successful dispersion has been achieved or when efforts are not being rewarded.



ATTACHMENT B.1 TYPES OF DISPERSANT

Type Solvent Comment

1 “Conventional” or Hydrocarbon-based dispersant

Hydrocarbon usually 60-75% non-aromatic/ aliphatic hydrocarbons

Used undiluted from vessels only. Not suitable for dilution.

High application rate of 1:5, dispersant: oil.

2 “Water-based” or “water miscible” dispersants

Non hydrocarbon carrier, usually an “oxygenate” such as ethyl glycol

This type of dispersant is not used in Australia, being replaced by Type 3 dispersants.

Designed for use undiluted from vessels.

3 Concentrates Generally non-hydrocarbon-based but some formulations do contain hydrocarbons in addition to other compounds.

May be diluted for use or applied as concentrate. If used undiluted the application rate is relatively low but varies according to brand an oil type (generally 1: 25 to 1: 30).

May be applied from vessels or aircraft (undiluted).

ATTACHMENT B.II LIST OF APPROVED DISPERSANTS

Ardrox 6120 (Type III)

BP – AB (Type I).

Corexit 9527 (Type III).



Dasic Slickgone LTSW (Type III).

Dasic Slickgone NS (Type III).

Shell VDC (Type III).

Shell VDC-Plus (Type III).

Tergo R40 (Type III).

THE NATIONAL MARINE POLLUTION CONTINGENCY PLAN APPENDIX C


APPENDIX C: CHEMICAL SPILLS GUIDELINES

C.1 Response to chemical spills

A detailed Maritime Chemical Spill Response Manual is being prepared by NMSA, which will support the National Contingency Plans.

Search and/or Identification

Of Chemical(s)

Risk Assessment – Environmental, Health & Safety

Containment and/or Recovery

Of Chemical(s)

Modelling and/or Prediction of

Slick or Chemical Plume

Clean up and Disposal of

Waste Chemical(s)

Remote Monitoring and/or Actual Measurement of Chemical Slick or Plume

Warnings to Seafarers, Commercial Fishing Fleets and Other Agencies

Restriction of Access to the risk Zone of General Public

Figure 1C Prime Considerations of Maritime Chemical Spill Response.

C.2 Response phases

There are five main phases to the overall process of responding to chemical spills, which can be summarised as follows:



Detection of Spill, Notification of Authorities

Evaluation, Situation Analysis and Plan Activation

Response and Containment of Spill

Cleanup and Disposal of Chemical Wastes

Site Rehabilitation and Cost Recovery

Figure 2C Five Phases of Response to Chemical Spills

C.3 Response personnel safety

Every chemical spill incident has its own unique dangers to which response personnel may be exposed. The protection of the public and response personnel should always be of prime importance in the decision making.

In marine chemical emergency response situations, equipment and personnel should not be deployed if:

The identity of the chemical(s) spilled and hazards are not known;

Weather or sea conditions pose and undue risk to personnel safety;

There is a threat of fire or explosion;

The required personnel protective equipment is not available.

It is important that all risks are evaluated prior to personnel entering the incident area.

Operations must be suspended or terminated if an unsafe condition arises during a response operation.



C.4 Hazard identification and assessment

An uncontrolled release of chemicals may pose many hazards to personnel in the locality at the time (e.g. On board a vessel or in a port terminal) or to those who may be required to respond. It is essential to acquire as much information as possible on the identity of the chemical(s) spilled, the quantities released and the risk of further release of chemicals.

A preliminary assessment of the severity of the incident, and the potential environmental impact will, in most circumstances, be carried out by the Incident Controller with the aid of advice from the vessel, its owner, salvors and in consultation with other authorities and organisations. Information regarding the properties and behaviour of chemicals in the marine environment is contained in section C.6 of this appendix.

These procedures outline emergency actions to be used in conjunction with the IMO Medical First Aid Guide during chemical incidents. Each schedule lists:

Special emergency equipment to be carried;

Emergency procedures;

Emergency actions; and

Special remarks for specific substances

Both Emergency Procedures (EPs) and Medical First Aid Guide (MFAG) outputs from the computerised IMDG Code are available during a chemical incident from the MFB/CFA and MEPS, NMSA.

The best source of information on specific chemicals is the Company transporting or manufacturing the chemical.

C.5 General types of hazards associated with various forms of chemicals

Gases and Chemical Vapour Clouds

Mostly related to toxicity by inhalation, explosion, flammability; other hazards to be considered are corrosiveness, radioactivity and carcinogenicity; gases generally do not in the short term affect the aquatic ecosystem unless they dissolve in water.

Floating Chemical Substances

Mostly related to fire and toxicity affecting the aquatic environment; unlikely damage to fish; most damaging in shallow water or if a spill occurs in the breeding season for mammals and birds, hazard aspects of corrosivity, radioactivity and carcinogenicity might need to be considered.

Dissolving Chemical Substances

Mostly related to acute toxicity in the short term although certain phenomena such as bioaccumulation need to be considered in the long term. In open sea the chemicals will be diluted although planktonic will be threatened. In coastal waters spawning grounds can be severely affected, corrosivity, radioactivity and carcinogenicity might need to be considered.

Sinking Chemical Substances

Mostly related to the blanketing of the seabed causing losses of benthic organisms and indirectly to predators which scavenge the sea bottom for their food; corrosiveness, radioactivity and



carcinogenicity might need to be considered along with the effects of smothering on plant life such as sea grasses.

Packaged Chemicals/Materials

There is no damage to the marine life if the package remains intact, however human beings or property could be affected if the package is washed ashore.

The slow water logging of the packing and gradual deterioration and corrosion of the package must be considered.

C.6 Properties and behaviour of chemicals and spill response options

The behaviour of the chemical pollutant will depend upon the physical properties of the chemical, these properties include:

Phase (Solid, Liquid or Gas).

Boiling Point.

Vapour Pressure (Volatility).

Solubility in Water.

Density/Specific Gravity or Chemical.

Density of Vapour.

Viscosity.

These properties of chemicals can subdivide all chemicals into five major spill behaviour groups:

Group 1 Substances which form gas and vapour clouds.

Group 2 Substances which continue to float on the water.

Group 3 Substances which are soluble or disperse in water.

Group 4 Substances which sink.

Group 5 Substances which react with air and seawater.

Multiple behaviour characteristics may be exhibited by substances; for example a chemical may float on water but partially dissolve and also evaporate into the air.

The behaviour of spilled chemicals therefore determines the response options, containment and clean up options available as well as the risks and hazards involved.

Chemical spill containment and clean up options will be discussed in detail in the “Maritime Chemical Spill Response Manual” being prepared by AMSA which will support the National and Local Contingency Plans.

The hazards and risks of spilled chemicals can be summarised on the basis of the “damage” or “injury” that could be caused. The hazard categories are:

Combustibility

Flammability

Explosivity

Corrosivity

Reactivity

Toxicity (Acute and Chronic).

A chemical’s toxicity properties may also be related to its potential to act as an:



Asphyxiant

Irritant

Carcinogen

Teratogen or

Mutagen.

C.7 Properties of chemicals and environment impact assessment

In assessing the environmental impact or risk of chemicals, chemical classification criteria developed by the United Nations joint group of experts on the scientific aspects on marine pollution (GESAMP) consider the various substances hazard profile, namely the chemicals effect associated with:

Bio accumulation,

Damage to living resources

Hazards to human health by oral intake, skin contact and inhalation,

Reduction of amenities,

Interference with other uses of the sea e.g. Fishing, aquaculture, corrosion of structures,

Carcinogenic, mutagenic and other toxicological properties.

GESAMP has developed hazard profiles for more than fifteen hundred substances or groups of substances by this classification criteria. (IMO Report No. 35: The evaluation of the hazard of harmful substances carried by ships)

Marine pollutants are subject to the provisions of Annex II and III of the International Convention for the Prevention of Pollution from Ships, as modified by the Protocol of 1978 (MARPOL 73/78).



A solution or mixture containing 10% or more of a marine pollutant is classed as a “MARINE POLLUTANT”. However, certain marine pollutants have an extreme potential and are identified as severe marine pollutants in the individual schedules. A solution of 1% or more of these severe marine pollutants is also classed as a “Marine Pollutant”.

Substances are identified as harmful to the marine environment if they are:

Bioaccumulated to a significant extent and known to produce a hazard to aquatic life or to human health.

Bioaccumulated with attendant risk to aquatic organisms or to human health with a short retention of the order of one week or less; or

Liable to produce tainting of seafood; or

Highly toxic to aquatic life, defined by an LC50/96 hour less than 1 ppm.

Generally high acute toxicity, high potential for bioaccummulation and low degradability in the marine environment increases the environmental hazard of the chemical, as well as the human health impact when discharged into the sea.

C.8 Surveillance and monitoring of chemical spills at sea

The majority of chemicals are colourless which renders them difficult to monitor by visual means as in surveillance aircraft or ships at sea. Remote ultra violet, infra-red, temperature variations or other remote sensing techniques may be useful in the monitoring of chemical spills. This depends primarily on the chemical properties.

In some chemical spill situations, especially involving gases, vapours or dissolving chemicals, the only response option is the surveillance and monitoring of the dispersion plume. This allows the evacuation of the public or advice to commercial and private fishing vessels to avoid contaminated areas.

In water surface pollution and floating chemical incidents, monitoring of the plume will enable the shoreline impact zone to be established so that equipment and personnel can be deployed to protect sensitive ecological areas, similar to that provided in oil spill trajectory tracking.

Depending on the chemical spilled and the location of the spill, if there are no threats to environmentally sensitive areas or it is not likely that the pollutant will come ashore, biological and physical processes may naturally disperse the chemical over a period of time. In these circumstances the best action may be to do nothing other than monitor the concentration, movement and fate of the chemical plume or slick. Such action will require the support of sound chemical and environmental advice to Governments, the public and the media to clearly explain why no other action has been taken.

C.9 Methods of response to maritime chemical spills

Once a chemical has been identified and grouped according to its physical/chemical behaviour and hazard classification, then a response method can be considered.

The twelve behaviour groups for chemicals can be summarised depending upon the media effected i.e. Air, Water Surface, Water Column, Bottom Sediments (Table A)



Table A Chemical Spill Behaviour Group Classification

(X indicates affects the environment media)

Environmental Medium

Affected by Spilled Chemical

Designation Meaning of Designation Air Water Surface

Water Column

Bottom Sediments

G Gas X

GD Gas/Dissolver X X

E Evaporator X

ED Evaporator/Dissolver X X

FE Floater/Evaporator X X

FED Floater/Evaporator/Dissolver X X X

F Floater X

FD Floater/Dissolver X X

DE Dissolver/Evaporator X X

D Dissolver X

SD Sinker/Dissolver X X

S Sinker X

The appropriate method of response to a chemical spill may depend on the quantities spilled or released, chemical reactivity, concentrations in air and water and the environmental conditions at the location of the spill. The magnitude of the release is also important in determining the feasibility of response, particularly with gases and vapours.

C.10 Response to releases of gases and vapours.

With the release of gases and vapours the nature and toxicity of the chemical is important. For example hydrogen is highly flammable and a very light gas that would rise quickly from the source of release. But chlorine is toxic and a heavier gas that would drift along the water surface with the wind.

In such events plume dispersion monitoring is very important with the on-site meteorological monitoring of wind speed and direction to determine regions for possible evacuation in populated areas or zones for action to reduce ignition sources in the path or the plume for explosive gases.

The measurement of pollutant concentrations in the air is important to determine when the hazard or impact zones can be declared safe. Natural dispersion and dilution will determine the levels of remaining pollutants and visual confirmation is often impossible with most vapours and gases, therefore chemical sampling and monitoring is vitally important.

The response actions must be tailored for the substances’ physical and chemical properties, and the need for on-site chemical expertise is extremely important. Essential portable equipment for response teams at most spill incidents will be air monitoring/sampling instruments with at least confined space testing and explosimeter monitoring. All equipment used in explosive environments should be intrinsically safe (Zone 1 certified).



C.11 Response to chemicals that dissolve.

The dilution action of seawater is often the only mechanism for the reduction of hazard of chemicals that dissolve. Neutralisation of concentrated plumes of chemicals may be possible- for example, the addition of caustic to neutralise acid spills. But the dosing must be carefully controlled so that one chemical pollution problem is not replaced with another.

Some chemicals are invisible to the human eye when spilled at sea, the identification of chemical spill areas or plume trajectories may require water sampling and testing by personnel in boats or by floating water-monitoring equipment. There are numerous in-field water test kits, pH, conductivity, dissolved oxygen, and other chemical specific meters available. The need for on site chemical expertise is again emphasised is the case of chemical spills.

C.12 Response to chemicals that evaporate.

Chemicals such as benzene and hexane evaporate quickly when exposed to the air at ambient temperatures. Limited action is possible in such situations, but if the chemical is flammable a foam blanket may be applied to the spill site to limit evaporation until all ignition sources are removed.

This is only a temporary response action as recovery of volatile chemicals is difficult and evaporation and natural dispersion may be the only removal mechanism. Warnings to the public down wind, the monitoring of wind direction and plume dispersion may be required in populated areas.

C.13 Response to chemicals that float.

Chemicals that float can be free flowing or viscous fluids, semi solids, solids, gels with properties that may change with time. Like crude oils chemical substances that float can be contained by floating booms, mechanically recovered by skimmers, and absorbed by sorbent materials to remove the substance.

The compatibility of response equipment is important. For example chemical reactions with the materials of construction may occur with acid attack on metals, solvent attack on plastics and paints, ignition sources or hot friction surfaces of mechanical equipment may be a problem when flammable chemicals are being collected. Some chemicals polymerise with time and may foul suction devices, reactions can occur with organic and inorganic absorbent materials.

Therefore some devices designed to contain and recover oil could be used for floating substances other than oil, provided the aspect of chemical/equipment compatibility and safety considerations are addressed.

To contain and recover floating chemicals it may be possible to use any of the following response actions:

Exclusion booming.

Diversion booming.

Dynamic skimming.

Near shore trapping.

Passive collection.

Use of dispersants.

Congealing agents.

Organic/inorganic absorbing agents.

Neutralisation.

Coagulation agents

Flocculation agents



Suction/pumping devices

Air entrainment (bubbler) barrier for floating chemicals, etc.

C.14 Response to chemicals that sink.

In shallow waters mechanical dredgers and pump/vacuum devices can be used (sometimes with the aid of divers). Sand quarrying equipment has also been used in some cases. In deep waters the recovery of sunken chemicals is extremely difficult.

The use of submersibles and remotely controlled underwater cameras has been used successfully to identify the locations of chemicals on the seabed and assisting recovery operations.

C.15 Response to packaged chemicals lost at sea.

The retrieval of packaged materials is often much easier than sunken chemicals. There are many forms today of packaged chemicals such as:

Tank wagons.

Tank containers (IMO 1-3).

Drums.

Barrels.

Crates.

Boxes.

Bags.

Jerrycans, and

Intermediate bulk containers (IBCs).

IBCs can be rigid, semi rigid or flexible portable packaging that have capacities between 250 and 3000 litres.

Devices such as the following can be used to retrieve packaged goods depending on whether the packages are large or small, floating on the sea surface or located on the ocean floor. For example:

Mechanical grabs.

Hoists.

Ship/barge cranes.

Nets.

Divers.

Submersibles (manned and remote).

Chemicals in packages/containers lost at sea may slowly dissolve or disintegrate in seawater over time and leak once recovered. Therefore “over drums” or other secure chemically resistant containers should be available to store retrieved packages as soon as possible.

Whether chemicals are floating, dissolved or have sunk to the ocean bottom the tracking of possible environmental impact zones is important. Warnings to the public in regard to fishing, trawling areas to avoid, warnings to oyster growers to remove crops, water sports restrictions, no boating areas, etc. should be considered.

C.16 Shoreline clean-up of chemical spills

Weather and other circumstances permitting, every effort should be made to either disperse or control and recover the chemical(s) as close as possible to the source of the spill. However, it is inevitable that some floating or dispersed chemical may come ashore.



Where floating substances or chemical residues come ashore, the extent of clean up of contaminated coastal areas is to be carefully planned with the view of minimising further environmental damage which may result from the clean up operation.

Sometimes, contaminated shorelines may best be left to weather and degrade naturally. This is particularly true where pollution impacts sensitive areas such as mangroves, salt marshes or mud flats. In these areas the clean up operations can result in more environmental damage that the pollutant itself due to physical disturbance and substrate erosion.

The selection of shoreline clean up techniques depends on many different factors, which include:

Type of substrate.

Amount of pollutant.

Depth of pollution in the sediments.

Type of chemical and its persistence in the environment.

Presence of wildlife.

Prevailing oceanographic and meteorological conditions.

Environmental or culturally significant sites; and

Access and stability for equipment.

Shoreline clean up methods may consist of one or more of the following methods, depending on the extent of contamination, proximity to population and the shoreline environment:

Removal of floating or pooled chemical(s).

Removal of contaminated material or vegetation.

Use of sorbent materials.

Low pressure flushing.

Mechanical collection and removal or contaminated material.

Manual collection and removal of contaminated material.

Use of bioremediation agents.

Use of in-situ burning.

Dispersant application.

THE NATIONAL MARINE POLLUTION CONTINGENCY PLAN APPENDIX E


APPENDIX D: AERIAL OBSERVATIONS GUIDELINES

E.1 AUTHORITY

Aerial surveillance should be commissioned by the nominated Incident Controller (IC).

In a Tier2/3 response the IC may delegate responsibility for aerial surveillance to the Planning Officer, Aerial Response Coordinator or other nominated IMT member.

E.2 SELECTION OF PERSONNEL

A trained observer should be present on surveillance aircraft to identify oil on the water or shoreline and to accurately report location to the Incident Controller.

A person who is familiar with the region and knows the names of shoreline locations, islands and waterways should also be present. Desirably, all aerial surveillance personnel will have completed a Helicopter Underwater Escape Training (HUET) course.

E.3 SELECTION OF AIRCRAFT

For all surveillance tasks:

Aircraft should have good downward visibility (e.g. fixed wing aircraft with an over-fuselage wing, or helicopters).

Pilots or observers should be provided with information on the likely location of the slick (e.g. OSTM output).

If acting in support of marine response or ground surveys, aircraft should be equipped with radios that allow direct communications with vessels or ground personnel.

Aircraft should be equipped with GPS.

E.4 DOCUMENTATION AND REPORTING

The “Aerial Observation Report” form provided in Appendix J should be used to record the location and description of the slick.

Maps should also be used to sketch the location and extent of the oil.

Photographs and video recordings should be taken to aid later assessments.

Caution: Do not use polarising filters or other filters on cameras as these will change the colour of the slick and produce misleading images.

Aerial observers should provide a verbal report in support of the documented data and be prepared to clarify information or to provide additional information that may be required. This should be done as soon as possible so that details are not lost.

E.5 PROCEDURE

Figure E.1 (below) shows the sequence of tasks required for aerial surveillance. These are explained in the following pages.

E.5.1 Task 1: Equipment

The following items should be taken:



This procedure.

Map, suitable for marking up. Size of charts can be a problem in the aircraft. A3 sized photocopies of maps are suitable.

Aerial Observation Report forms.

Pens, pencils and eraser.

Camera (digital or video camera preferred).

Sunglasses (polarised lenses).

Reliable watch (the aircraft will have a clock).

E.5.2 Task 2: Determining the Search Area

Before undertaking an aerial surveillance sortie, the likely location of the slick should be calculated in order to minimise the search area. This can be done by using:

Computer Models: Movement and behaviour of an oil slick may be estimated using the computerised oil spill trajectory model available from AMSA (see Appendix A).

Manual Estimates: Spill trajectory can be estimated by adding the vector of current velocity to approximately 3% of the wind velocity. This method is explained in Figure E.1.

Figure E.1 Calculation of Oil Trajectory Using

1. On a map/chart, mark the location of the spill (origin).

2. Determine the present current direction and speed.

3. Draw a scaled line (Vc) from the origin in the compass direction of the current flow. Length = distance travelled in time interval (in 1 hour = approx. 1800m x current velocity in knots).

4. Draw a second scaled line (Vw) from the end of the current vector in the direction that the wind is flowing (i.e. Length = 0.03 x 1800m x wind speed in knots).

5. Draw a line from the origin to the end of Vw. This is oil movement in 1 hour (Vo).



Task 3: Locating the Slick

Figure E.2 Ladder Search Pattern

Oil slicks may not always present as a single slick and the area should be surveyed to determine the full extent of the oil.

This is done by undertaking a “ladder search” (see Figure E.2).

The need for this should be discussed with the pilot before commencing the surveillance operation.

The flight programme should be discussed with the pilot before take-off.

E.5.4 Task 4: Describing the Oil at Sea

Response personnel require a number of pieces of information in order to plan the response:

Area covered by the oil.

The thickness of the oil slick and

Percentage of the sea surface covered by oil (percentage cover) and/or the percentage cover of relative oil thicknesses in the slick.

Oil volumes.

Wind Aircraft Flight Path



Slick Area Fly the length and width of the slick and record the time taken and the aircraft speed (note: 1 kn = 0.5m per second).

Distance (in m) = Time(sec) x speed (kn) x 0.5.

Oil Thickness

Oil thickness must be estimated on the basis of colour (see Table E.1).

Other indications are a distinct “edge” or a dampening of the water surface “texture” both of which indicate a thick slick. These should be noted on the Aerial Observation Report form.

Table E.1 Guidelines for the Description of Oil Colour, Thickness and Volume

Description Thickness

(mm)

Volume

(m3/sq km)

Barely visible sheen under optimum conditions 0.00005 0.05

Silvery sheen on calm water 0.0001 0.1

Bright bands of rainbow colour 0.0003 0.3

Dull colours seen on calm water 0.001 1.0

Yellowish brown slick barely discernible from aircraft 0.01 10

Light brown or black slick easily seen from aircraft 0.1 100

Thick dark brown or black slick as seen from aircraft 1.0 1,000

Near the source of a large spill 10 10,000



Percentage Cover

The percentage of the sea surface covered by oil and the various thicknesses of oil should be recorded (see Figure E.XX at end of this Guideline). Figure E.3 should be used as a guide to making these estimates.

Figure E.3 Percentage Cover Guideline

Oil Volume

It is possible to estimate the volume of a slick on the basis of its appearance at sea, and the area covered but this is rarely accurate. The best estimates of spill volumes are made on the basis of the cause and duration of the spill.

Figure E.4 Calculating Slick Volumes at Sea

The surface area of the slick can be estimated by:

Flying the length and breadth of the slick and equating the time taken to fly over the slick and the aircraft speed.

Calculating the slick area (i.e. length x breadth), and

Multiplying the area by the percentage of the slick that is oil (i.e. not clean water).

The areas covered by the various oil thicknesses should be calculated.

Calculate oil volumes using Table E.1.

Example:

1500m x 500m = 750,000 sq m. but only 90% of area is oil so area of slick = 90% of 750,000 = 675,000 or 0.675 sq km.

40% of slick is black oil. So area of black oil is 40% of 0.675 sq km = 0.27 sq km (2.7X105 sq m).

1500m

500m

20% 30% 40% 50% 60% 70% 80%



Using Table 5.1, volume in black oil is approximately: 1mm x 0.27sq km = 270 cubic metres.

60% of slick is sheen. So area of sheen is 60% of 0.675 sq.km = 0.405 sq km (4.05X105 sq m).

Using Table E.1, volume of oil in the sheen is approximately: 0.0001mm x 0.405sq km = 0.0405 cubic metres (i.e. about 40 litres)

Note: The sheen contains very little oil and estimated volume, in this example, it is less than 0.2% of the volume of the thicker oil.

Example Descriptions

The following pictures are taken from the National Marine Oil Spill Contingency Plan (Appendix 9). Additional pictures are available from the US National Oceanographic and Atmosheric Administration (NOAA) website and from “The Open Water Oil Identification Job Aid” published by NOAA.

Plate 1

Silver Sheen



Plate 2

Rainbow (edge) and dull coloured centre.

Note that poor light conditions dull the colours. It may be necessary to view a slick from a number of angles.

Note also that the texture of the sea surface is unaltered by the oil. This suggests a thin slick.

Plate 3

Light brown-brown oil with lighter yellowish-brown oil.

Note that he slick is in windrows.

Plate 4

Dull brown-orange.

When previously black or dark brown oil begins to lighten in colour it may indicate that emulsification is occurring.

THE NATIONAL MARINE POLLUTION CONTINGENCY PLAN APPENDIX

I DOCUMENTATION

NMSA Rev:1.0 September - 2017 78

APPENDIX E: DOCUMENTATION

I.1 THE NEED FOR DOCUMENTATION

It is important that information generated during a spill response is accurately recorded, transmitted, acted upon and, ultimately, stored for future use. Information encompasses:

Tracking of documents.

Incident details (reporting).

Response actions taken.

Instructions given.

Details about the use of chemicals.

Use of equipment.

Costs incurred.

This information is recorded in a number of forms and each form specifies the information required and the person who is to receive the information. The information on these documents may be needed and used in support of:

Spill response planning;

Tier determination.

Recording and monitoring the Incident Action Plan.

Determining priorities.

Allocation of resources.

Response management;

Tracking resources.

Tracking activities.

Displaying information about the weather, sea-state or behaviour of the oil

Workforce management.

Documentation of costs;

Equipment use.

Equipment hire.

Labour hire and use.

Ultimately all forms, and the information they contain is collated and filed. After the incident the information may be required for:

Cost recovery.

Investigations, including allocation of cause/liability for damages.

Post spill assessments;

o Response performance. o Environmental damage and recovery.

The Forms supplied in NATPLAN do not constitute an exhaustive set and other forms may be developed as needed.

NATPLAN POLREP

Page 1 OIL SPILL RESPONSE INCIDENT CONTROL SYSTEM


MARINE POLLUTION REPORT POLREP

Date: Time:

Notified By:

Contact No

Location of spill:

Co-ordinates (If known):

Lat Long

Details of report/incident

(Date & Time of Incident)

Location

Type/Description Oil/Chemical

Cause (if known)

Volume

Area Covered (include % coverage)

Direction & Movement of Slick

Spill Confirmed Y/N Wildlife Effected

Organisations notified: (DOT, CEPA, NMSA, FIRE, POLICE, Others:

Other details of report/incident

____________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

Initial response actions (including resources required or deployed):

________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

SAMPLES taken Y/N

If yes by ?

Weather and Sea State

Weather

Wind direction Speed

Sea Condition

Tides

If vessel is identified, see reverse.

:

NATPLAN POLREP



MARINE POLLUTION REPORT POLREP

Vessel Details

Name:

Fax

Type:

Type & Qty Cargo

Dwt:

Dangerous Goods

Phone: Speed &Course

Radio

Masters Name

Flag

Details of Vessel Owner Name

Address

Phone

Fax

Email

Details of Charterer Name

Address

Phone

Fax

Email

Details of Agent Name

Address

Phone

Fax

Email

Details of P&I Name

Address

Phone

Fax

Email

Salvage Requirements

Details of Salvors Name

Address

Phone

Fax

NATPLAN POLREP



Email

Position of vessel

Berth:

or

Lat Long

Has discharge ceased Y/N

Condition of vessel Ability to transfer (cargo/ballast/fuel)

NATPLAN

OIL SPILL RESPONSE INCIDENT CONTROL SYSTEM


MARINE POLLUTION SITUATION REPORT SITREP

SITREP. No.

Priority Urgent Immediate Standard

Final SITREP? Yes No Next SITREP on:

Date/Time

POLREP Reference

Incident Name

Latitude Longitude

Brief Description of Incident and Impact

Overall Weather conditions

Summary of Response Actions to Date

Current Strategies

CONTINUES ON PAGE 2

NATPLAN



SITREP PAGE 2

Summary of Resources Available/Deployed

Agencies involved

Expected Developments

Other information

SITREP Prepared By Name

Agency

Role

Contact Telephone

Fax

Mobile

Attachments ? No of Pages Attached:

NATPLAN



SHORELINE OILING REPORT

Completed form should be faxed to the RMPC or to the Manager Marine Pollution.

Date of this Report ___ / ____ / ___ Time Report Sent ____ : ______AM/PM

REPORTERS DETAILS:

Name: Position/Dept

Contact Tel:

E-mail:

Mobile: Fax:

First Report? Yes No If No provide details:

SHORELINE DESCRIPTION (Use Keys over page. Provide sketch over page if needed):

Parameter Lower Beach Mid Beach Upper Beach Behind Beach

Substrate Type (Key 1)

Shoreline Type (Key 2)

Access to beach ? Road Foot Only Boat Helicopter Other__________

DESCRIPTION OF OIL DISTRIBUTION AND CHARACTER

Location of Oil Lower Beach Mid Beach Upper Beach Above High Tide

Length of Coast Oiled ______ m/ km Comment:

Appearance of Oil (Tick one or more)

Fluid/liquid Viscous/treacly Solid Sticky Dry Oily sand Tarballs Waxy Greasy Smelly

Width Oily Band ________ m Comment:

% Coverage (Key 3) ________ % Comment:

NATPLAN



Surface Oil Thickness Pools (Depth: _____ cm) Globules (Thickness _____mm) Black/brown coats Thin brown films/stains Silver sheens

Buried Oil ? Yes No If Yes: Max depth_____cm Min depth ____cm

Oil in water ? Yes No If Yes: Black Brown Silver sheen Rainbow sheen Globules

Oiled Debris ? Yes No If Yes: Wood Seagrass Seaweed Rubbish Other:______________

ADDITIONAL NOTES

Shoreline Oiling Report Page 1 of 2

NATPLAN



Keys:

1 Shoreline Beach Spit Mudflat Sandflat Reef/Platform Cliff Dune

2 Substrate Mud/Silt Sand Gravel/Grit Pebble Cobble Boulder Bedrock/Rock Platform

3 Percentage Cover

The percentage of the oil within the oily band should be recorded The Figure below should be used as a guide to making these estimates.

SKETCH/MAP

Scale:

20% 30% 40% 50% 60% 70% 80%

NATPLAN



AERIAL OBSERVATION REPORT

This Report should be submitted to the Aviation Coordinator who will forward it to the Planning Officer and a copy to the Records Unit.

The Planning Officer will distribute it as instructed by the Incident Controller.

Incident Ref. No.

Date _____ / _____ / ______ Time ____ : ___ (24 hr)

Attachments No of Pages

From: Observer’s Name Position

Aircraft Pilot Name

Area/ Region Time: _____ : _____ (24 hr)

Slick

Position

Latitude Longitude

Other

Slick

Description

Slick Length m Slick Width m Area km2

Percentage Cover/ Colour Clean Surface %

Silver Sheen %

Rainbow/ Iridescence %

Dull Colours %

Dark Brown/Black %

Light Brown (Emulsion) %

Other Description/ Notes

Movement/ Behaviour

Visibility Weather Cloud Cover/ Height

NATPLAN



Other Notes

Aerial Observation Report Page 1 of 2

Area/ Region Time: _____ : ____ (24 hr)

Slick

Position

Latitude Longitude

Other

Slick

Description



Silver Sheen %


Dull Colours %

Dark Brown/Black %



Movement/ Behaviour


Other Notes

Area/ Region Time: ___ : ___ (24 hr)

Slick

Position

Latitude Longitude

Other

NATPLAN



Slick

Description



Silver Sheen %


Dull Colours %

Dark Brown/Black %



Movement/ Behaviour


Other Notes

Aerial Observation Report Page 2 of 2

NATPLAN 19


NMSA Rev: 1.0 September - 2017 90

PERSONNAL/INCIDENT LOG

OFFICER…………… Page No:

Date Time From/To Details Action/Follow up

THE NATIONAL MARINE POLLUTION CONTINGENCY PLAN APPENDIX J


APPENDIX F: GLOSSARY

AC Aviation Coordinator.

ADIOS Automated Data Inquiry for Oil Spills. Oil weathering and behaviour model developed by the (US) National Oceanographic and Atmospheric Administration (NOAA).

Administration Unit

A unit of the Finance and Administration Section responsible for the provision of administrative services to the response organisation.

Advanced Operations Centre

Means a location, usually in proximity to a marine oil pollution incident, from which field activities are directed.

Adviser An individual who provides advice on specific response issues as required.

AMSA Australian Maritime Safety Authority.

NMSA National Maritime Safety Authority

AOC Advanced Operations Centre.

Approved Dispersant

Means dispersant approved by the National Plan.

Authorised Releasing Officer

Means a person who may authorise the release of equipment or materials from a Resource Centre Depot on behalf of the NMSA or a State Agency.

Black Oil Area of black coloured oil sometimes appearing with a latex texture. Often confused with kelp beds and other natural phenomenon.

Brown Oil Typically a 0.1- to 1.0-mm thick layer of water-in-oil emulsion. (thickness can vary widely depending on wind and current conditions). Maybe referred as heavy or dull coloured sheens.

CC Communications Coordinator.

CFA Country Fire Authority

Coastal Waters State Waters. From baseline to 3nm to seaward.

Combat Agency National Plan term. The agency identified as being primarily responsible for responding to a particular incident

Command Command is the direction of members and resources of an organisation in the performance of the organisation’s role and tasks. Authority to command is established in legislation or by agreement within an organisation. Command relates to organisations and operates vertically within an organisation.

Commander A single agency term. A Commander has authority only within that agency. Responsibilities include the direction and coordination of the activities of that agency. A Commander operates vertically within that agency and cannot command members of another agency.

Communications Unit

A unit of the Logistics Section responsible for the provision of communications services and support.

Consultation Unit A unit of the Planning Section responsible for the coordination and development of consultation programs for identified community and commercial groups.

Containment Equipment used to contain or restrict the spread of oil spilt on the water.



Equipment

Contiguous Zone The sea area extending 12nm to seaward from out boundary of the territorial sea.

Control Control is the overall direction of emergency management activities in a designated emergency. Authority for control is established in legislation or in an emergency management plan, and carries with it the responsibility for tasking and coordinating other organisations in accordance with the needs of the situation. Control relates to situations and operates horizontally across organisations.

Control Agency Agency having responsibility for ensuring an effective response to an Incident. Refer to Section 3.1.2. See also “Local Control Agency” and Regional Control Agency”.

Controller An individual exercising control in management of the response to an incident.

Coordination Coordination is the bringing together of organisations and elements to ensure an effective emergency management response. It is primarily concerned with the systematic acquisition and application of resources in accordance with the requirements imposed by the threat or impact of an emergency. Coordination relates primarily to resources and operates vertically within an organisation as a function of the authority to command and horizontally across organisations as a function of the authority to control.

Coordinator An individual in charge of a particular aspect of a response (e.g. Marine Coordinator, Wildlife Coordinator).

CRA Coastal Resource Atlas,

DCA Designated Control Agency

Demulsification The breaking of an emulsion.

Dispersant Chemical used to “break up” surface oil slicks.

Dispersant Equipment

That equipment designed to combat spilt oil by the application of dispersant.

Dispersion: The breaking of an oil slick into small droplets that are mixed into the water column by breaking waves, other sea surface turbulence, and the action of chemical dispersants.

Disposal. The storing or re-processing or dumping of recovered pollutant in an environmentally approved site.

DOT Department of Transport

E&P Exploration and Production.

Element at Risk Means natural or man-made environment including flora, fauna, reefs, beaches, etc, which can be contaminated by pollution resulting from a spill.

Emergency Response Coordinator

The Police Officer with the legislated responsibility to ensure that the response to any emergency (including a marine pollution incident) is appropriate. In the absence of agreement regarding roles and responsibilities, the Emergency Response Coordinator may determine the priority of the response roles of the agencies involved.

Emulsification The formation of a water-in-oil mixture. Different oils exhibit different tendencies to emulsify, and emulsification is much more likely to occur under high-energy conditions (winds and waves, oil well blowouts). A water-in-oil



emulsion is frequently called mousse.

Environmental and Scientific Coordinator

Nominated person who provides scientific and environmental advice to the IC.

Environment Unit A unit of the Planning Section responsible for the collection and collation of environment data and advice.

CEPA Conservation and Environment Protection Authority

ERC Emergency Response Coordinator.

Contiguous Zone From shore baseline to 24nm out to sea.

ESC Environmental and Scientific Coordinator.

Exclusive Economic Zone.

From shore baseline to 200nm out to sea.

Finance & Administration Section

The functional group responsible for the provision of finance and administrative services to the response organisation and for the collation of costs and all records related to an incident.

Finance Unit A unit of the Finance and Administration Section responsible for the provision of financial services.

FPF Floating Production Facility.

FPSO Floating Production and Storage Operation.

FWADC Fixed Wing Aerial Dispersant Capability.

Harbour Means any harbour whether natural or artificial or as defined by any Act and which is under the control of a harbour authority, including any port, dock, estuary or arm of the sea, any river or canal and any waters in which ships can obtain shelter or ship or unship goods or passengers and which is under the control of a harbour authority.

High Seas Means those waters between three miles and two hundred miles from the coast.

IAP Incident Action Plan.

IC Incident Controller.

ICC Incident Control Centre.

ICS Incident Control System.

IMT Incident Management Team.

Incident Action Plan

A statement of objectives and strategies to be taken to control an incident. The Incident Action Plan may be supported by sub-plans.

Incident Controller (IC)

Person appointed by the Hazard Management Agency to direct operations of the Advance Operations Centre, including responsibility for Occupational, Health and Safety matters at the response area.

Incident Control Centre

The location where the Incident Controller and members of the Incident Management Team provide overall direction of response activities in an incident.

Incident Control Centre Management Unit

A unit of the Finance & Administration Section responsible for the management of the Incident Control Centre.



Incident Management Team

A group comprising the Incident Controller and the individuals appointed to be responsible for the functions of Finance and Administration, Planning, Operations and Logistics together with any other individual appointed by the Incident Controller from time to time.

Inland Waters Estuaries, rivers, lakes and other navigable waters within the State of PNG.

Internal Waters Waters to the landward of the baseline.

LCA Local Control Agency

LGA Local Government Authority.

Light Sheen A light, almost transparent layer of oil. Sometime confused with windrows and natural sheen resulting from biological processes. Sometimes referred as transparent sheen.

LO Logistics Officer.

Local Control Agency

Agency designated, by MBV, or Minister to provide immediate response or to respond to small spills. The LCA is usually a potential polluter (oil facility or Company) or a Local Government Authority.

Local Government Authority

A Shire, Town or City Council.

Logistics Section The functional group responsible for the supply of services and resources to support and sustain the operational response to an incident.

Manager An individual in charge of a particular task associated with an aspect of the response to an incident.

Marine Oil Spill Equipment System

A registered list of equipment held in all centres and identifies location, contact personnel and numbers for its release.

Marine Pollution Contingency Plan

A documented scheme of assigned responsibilities, actions and procedures, required in the event of a pollution incident.

Marine Unit A unit of the Operations Section responsible for the coordination of marine operations in accordance with the Incident Action Plan.

MC Marine Coordinator.

Media Liaison Officer

Incident Management Team role. The MLO is responsible for managing the media response during an incident.

Media Liaison Unit

The functional group responsible for the management of all media and public relations aspects of the impact of and response to an incident.

Medical Unit A unit of the Logistics Group responsible for the provision of medical services.

MLO Media Liaison Officer.

Mousse Water-in-oil emulsion often formed as oil weathers: colours can range from orange or tan to dark brown.

MOSES Marine Oil Spill Equipment System.

MODU Mobile Offshore Drilling Unit.

MPC Marine Pollution Coordinator.

MSDS Material Safety Data Sheet.



National Plan National Plan to Combat Pollution of the Sea by Oil and other Noxious and Hazardous Substances. Is a plan issued by NMSA combining the effort of the Commonwealth and State Governments and the oil and shipping industry to combat oil spills in the Australian marine environment.

National Response Team

A group of interstate based individuals with spill response experience across all areas of response activities available to provide support to an Incident Controller.

NATPLAN See National Plan.

NPMC National Plan Management Committee.

NPOG National Plan Operations Group.

NRT National Response Team.

Occupational Health and Safety Unit

A unit of the Operations Section responsible for the implementation and oversight of OH&S requirements in accordance with the Incident Action Plan.

OH&S Occupational Health and Safety.

OH&S C Occupational Health and Safety Coordinator.

OIM Offshore Installation Manager.

OO Operations Officer.

Operational Period

The period of time scheduled for the execution of the Incident Action Plan.

Operations Section

The functional group responsible for implementing the operational requirements of the Incident Action Plan and providing operational input to the planning process.

OPRC. The International Convention on Oil Pollution Preparedness, Response and Cooperation 1990.

OSCP Oil Spill Contingency Plan.

OSRA Oil Spill Response Atlas. National CRA, developed by various State agencies. In Victoria the ESC maintains the State OSRA database on behalf of MSV.

OSRICS Oil Spill Incident Control System.

OSTM Oil Spill Trajectory Model.

P & I Club Protection and Indemnity Clubs; mutual insurance groups which insure vessels against costs of marine oil spills and other risks.

PIC Person In Charge.

Planning Section The functional group responsible for the provision of information on all aspects of an incident and the response to that incident and the development of an Incident Action Plan as directed by the Incident Management Team.

Plume Oil that is dispersing into the water column as a cloud of small droplets.

Pollution Incident.

Means an actual, potential or suspected oil or chemical discharge into the marine environment.

POLREP Pollution Report. A report, reporting a pollution incident.

Procurement Unit A unit of the Logistics Section responsible for the acquisition of personnel and



equipment for the operational response.

Rainbow Sheen Sheen that reflects colors.

RCA Regional Control Agency.

MRCC Marine Rescue Coordination Centre (PNG).

Recovery Equipment

Means equipment used to recover oil spilled on water.

Response Management Hierarchy

1.National Marine Pollution Controller

An individual appointed by a National Agency to be in overall charge of the response to a major incident.

2. Incident Controller

The individual responsible for management of all operations in response to an oil spill

3. Officer

An individual responsible for the activities of a functional group. Reports to the Incident Controller.

4. Coordinator

An individual responsible for the activities of a particular aspect of the response. Reports to the relevant Officer.

5. Supervisor

An individual in charge of a component of a response within a particular Sector of the response. Reports to the relevant Coordinator or Manager.

6. Team Leader

An individual in charge of a group of personnel operating within a particular sector. Reports to the relevant Supervisor.

Response Planning Unit

A unit of the Planning Section responsible for the coordination, development and review of incident action planning.

SA Statutory Authority.

Salvage Adviser An individual appointed to advise the Incident Controller on salvage issues.

SC Shoreline Coordinator.

Sector A specified geographic area in which a component of a response is being carried out.

Segment Strip of shoreline which is managed as a discrete unit.

Services Unit A unit of the Logistics Section responsible for the acquisition of services and facilities to support the operational response.

Sheen Sheen is a very thin layer of oil (0.0003 mm or less) floating on the water surface. It is the most common form of oil seen during the later stages of a spill. Sheens vary in colour according to their thickness, ranging from rainbows for the thicker layers, to greys, silvers, and almost transparent for the thinnest layers.

Ship-to-Ship Transfer Equipment

Means equipment held in readiness to assist with the emergency transfer of oil from one vessel to another.

SITREP Means a Situation Report on an actual or potential marine oil pollution incident or response. These are to be issued regularly during any incident



Shoreline Unit A unit of the Operations Section responsible for the coordination of shoreline cleanup operations in accordance with the Incident Action Plan.

Silver Sheen A slightly thicker layer of oil that appears silvery or shimmers. Occasionally called gray sheen.

Situation Unit A unit of the Planning Section responsible for the collection, processing and organisation of information about the incident.

Slick Oil spilled on the water that absorbs energy and dampens out surface waves, so that it appears smoother—or “slicker”—than the surrounding water.

SSO Site Safety Officer.

Staging Area A prearranged strategically placed area at which response personnel and equipment can be held in readiness for use during an incident.

Staging Area Unit A unit of the Logistics Section responsible for the implementation and management of assembly and staging areas.

National Marine Pollution Committee

Committee responsible for overseeing strategic response preparedness in PNG

Statutory Authority

A Government Agency having legislative responsibility for an area or resource.

State Marine Pollution Controller

Under the National Plan, NMSA is the overall charge of the response to a major incident.

Statutory Agency.

The agency having the statutory authority in the area where a particular pollution incident occurs. Primarily responsible for ensuring an appropriate and adequate response is mounted by the Combat Agency.

Streamers Oil or sheen oriented in lines, windrows or streaks. Brown oil and mousse can be easily confused with algal scum collecting in convergence lines, algae patches, or mats of kelp. Sometimes called streaks, stringers or fingers.

Stockpile Depots Means the premises at capital cities and port authorities in which materials and equipment acquired under the National Plan are stored for use against marine oil pollution incidents.

Supervisor An individual in charge of a component of a response within a particular sector of the response. Reports to the relevant Coordinator.

Support Agency An organisation or body providing support to a Combat Agency. This may be in the form of equipment, personnel or logistics.

Tarballs Weathered oil that has formed a pliable ball. Size may vary from pinhead to about 30 cm. Sheen may or may not be present.

Tarmats Non-floating mats of oily debris (usually sediment and/or plant matter) that are found on beaches or in shallow water just offshore.

Team Leader An individual in charge of a group of personnel operating within a particular sector of a response. Reports to the relevant Supervisor.

Territorial Sea Australia’s territorial sea generally extends 12 nautical miles from the territorial sea baseline.

Transport Unit A unit of the Logistics Section responsible for the provision of aviation, land and sea transport services.



NATPLAN National Marine Pollution Contingency Plan

PACPOL or PACPLAN

Pacific Regional Marine Pollution Contingency Plan

Waste Management Unit

A unit of the Operations Section responsible for the management of oil and oiled debris generated by the response.

WC Wildlife Coordinator.

Wildlife Unit A unit of the Operations Section responsible for the coordination of wildlife operations in accordance with the Incident Action Plan.

WMC Waste Management Coordinator.

THE NATIONAL MARINE POLLUTION CONTINGENCY PLAN APPENDIX

K AMENDMENT RECORD

NMSA Version 1.0 July 2015 99

APPENDIX G: AMMENDMENT RECORD

Proposals for amendment or additions to the text of this plan should be forwarded to:

Manager Marine Pollution

Revision Number Section/Page Status

No Issue Date Initial Date

1 30-09-17 2-Reporting Procedure-Notifications PL 30/9/17



APPENDIX H: MEDIA/PUBLIC LIAISON SUBPLAN

L-1 DEFINITIONS

Agency

Any Government or private organisation that is a participant in the National Marine Pollution Contingency Plan.

IC

Incident Controller

MLO

Media Liaison Officer

NATPLAN

National Marine Pollution Contingency Plan

DOT

Department of Transport

SEMD

Security and Emergency Management Division

Designated Control Agency

Means the agency as designated by NMSA as having operational responsibility in accordance with the relevant contingency plan to take action to respond to an oil and/or chemical spill in the marine environment.

DH

Department of Health

L-2 INTRODUCTION

L-2.1 Aim

To ensure that PNG has an effective Media Plan to meet media and public liaison requirements during marine pollution incidents.

To complement agency specific media liaison plans – the Plan does not take precedence over those plans, but is intended to provide the mechanism for co-ordination.

L-2.2 Objectives

To provide a mechanism to coordinate media and community liaison in the event of a marine pollution incident by:

Outlining procedures and strategies to ensure that up to date, accurate, uniform and timely information is made available to the media;



Establishing a coordination point for advice about media and community liaison undertaken by agencies involved in the response;

Maintaining an up to date contact directory of key personnel;

Developing a cooperative approach to media management by all NATPLAN participants.

L-2.3Scope

The aim and objectives of the Media Plan apply to all agencies participating in NATPLAN.

L-3 NOTIFICATION PROTOCOLS

DOT is to be notified of any potential or actual media interest in marine pollution incidents by designated regional control agencies and participating organisations in NATPLAN.

The initial contact should be through NMSA pollution notification number or direct to the Manager Marine Pollution Response.

L-4 COORDINATION OF MEDIA RESPONSE

NMSA will provide the incident media management for the designated regional control agencies.

The SEMD or his delegate will identify a person to act as Media Liaison Officer (MLO). The MLO will be responsible for coordinating media response between agencies, ensuring a consistent message is conveyed to media (NMSA Public Affairs will provide this role).

In the early stages of an incident the Incident Controller or a person appointed by him/her may act as the MLO until support arrives.

During an incident agencies involved will activate their own media plans. The MLO is required to liaise with those organisations and ensure that media and public liaison is co-ordinated and a consistent message presented.

L-5 MEDIA LIAISON OFFICER (MLO)

Response role of the MLO:

Coordinate media liaison activities of agencies involved during a marine pollution incident.

Maintain contact with and provide advice to the National Marine Pollution Controller in regard to media & public liaison.

Provide support either directly or remotely to the Incident Controller.

Assess the likely magnitude of media interest and changes during an incident.

Coordinate all media & public liaison.

Act as point of contact for the media.

Identify the media liaison point.

Produce media releases.

Prepare for media conferences.

Determine the requirement for public information.

Develop information to be communicated to the public.

Coordinate a multi-agency media coordination centre.

In addition to coordinating media liaison activities of agencies involved during a marine pollution incident, the MLO will assist NMSA to:

Hold annual meetings with agency media liaison personnel designated to be activated during marine pollution incidents.

Prepare and maintain a list of media liaison contacts within the response agencies.

Prepare and maintain a list of relevant media contacts.



Develop, or arrange access to, a database of useful incident information to assist with meeting media queries regarding comparisons with other incidents.

L-6 INFORMATION TO THE MEDIA

L-6.1 General

Responses must be coordinated and presented as a consistent message to ensure that the response meets media requirements.

Factual advice to the media should be presented freely and in a positive manner. Data supplied to the media must be coordinated and accurate.

In addition to providing factual information, media statements will convey confidence that the matter is being handled competently.

All reasonable assistance should be provided to the media on site. Where necessary, the MLO or designated control agency should arrange for escorted access for media personnel on site. Access may be provided within safety limits and without disruption to the response.

Media liaison personnel must be prepared to counter incorrect information. Sources of incorrect information and rumours should be identified and clarified with appropriate agency personnel. A clarification, or acknowledgment, should be conveyed to the media as soon as possible.

A media point may be required to be nominated to enable briefings, doorstop interviews and to coordinate the access to vision.

L-6.2 Media Spokespeople

The SEMD has overall responsibility for the response to a marine pollution incident and the Marine Pollution Response Manager will be the primary spokesperson for marine pollution response related matters specific to NatPlan.

The MLO will contact media liaisons from designated Regional Control Agencies, CEPA, Fire, , Police, Industry and other relevant organisations to coordinate spokespeople from other agencies

The MLO will coordinate and direct specific media enquiries to the relevant agency/organisation media liaisons

Media comment by spokespeople should focus on their agencies’ responsibility in the operation

Spokespeople are not to give any unauthorised comment relating to the actions taken by another agency in their role in the operation.

L-6.3. Media Releases

Where possible, a media release should be issued to clarify the nature of the incident and the known information.

In larger incidents a media release should provide the media with information about the incident as well as arrangements for on-going media liaison. This may include contact details for media inquiries, any relevant website details, on-site location for media and notification of a media conference if applicable.

L-6.4 Press Conferences

Media conferences should be arranged where there is a need to communicate with a large number of media representatives. These conferences will be arranged on-site when possible, or at a central venue.



The MLO will arrange for relevant agency spokespeople to participate in media conferences. Wherever possible these people should act as spokespersons on their respective topics throughout the incident.

Where an incident occurs over an extended period of time it may be necessary to hold media conferences at regular intervals throughout the day.

L-7 PUBLIC LIAISON

Agency switchboard operators should be briefed to handle basic queries or, where applicable, they should direct calls to a specific information line.

Health and safety warnings should be coordinated with Police, Emergency Services, EPA, DH, TSV and DOT

The Victoria Police have the responsibility to issue public warnings.

If required, the Police and Emergency Information Line may be established after consultation with the Police Coordinator or the State Emergency Response Officer

General Information may be posted on the MSV web site and/or a 1800 number may be established this must be coordinated and disseminated with organisations involved in the incident.

L-8 SUPPORT AND COORDINATION

In the event of an incident being protracted and media, public liaison issues being beyond those resources immediately available to the main stakeholders. The management of the media and public liaison may be undertaken by pooling the media management resources of DOT, EPA, DSE and AMSA via a joint media coordination centre. This will be facilitated by the MLO after consultation with the SEMD and other key media liaisons. Additional support may be sought from the Victoria Police Media Liaison Unit through the State Emergency Response Officer.

The location of the media/public liaison centre will be at DOT or as directed by the SEMD.

L-9 DEBRIEFING

Following and incident or exercise DOT will facilitate a media/ public liaison debrief with all agencies involved.

L-10 REVIEW

It is envisaged that the Media Plan be reviewed by an on-going process. Formal amendments will be considered following a meeting of interested parties, as required or at a minimum annually.



Attachment L.1 MEDIA/PUBLIC LIAISON GUIDLINE ON ACTIVATION

ID ITEM STATUS

1 Log activation.

2 Obtain initial briefing from MMPR, SEMD -

3 details of incident.

4 spill product & amount.

5 likely impact & issues.

6 status of response.

7 media interest.

8 Is there a public safety issue? If yes ensure police have been contacted.

9 Establish contact with other agency/s media personnel. (Including organisation responsible for the spill).

10 Agree with other agencies on media strategies and message.

11 Establish spokesperson/s.

12 Determine media requirements, i.e. media statement, media release, press conference door stop, joint agency conference.

13 Review media interest.

14 Brief receptionists/switch operators.

15 Consider 1800 No & website.

16 Draft media release.

17 Have media release approved.

18 Determine resource requirements.

19 Activate support staff –(as required)

20 Deputy MLO.

21 On-site MLO.

22 Contract support

23 Administrative support.

24 Public Liaison Officer.

25 Establish (if required media/public liaison coordination centre).

26 Identify media point.

27 Organise a media conference if warranted.

28 Obtain full briefing from SEMD or IC & others.

29 Establish contact with agency representatives at ICC.



ID ITEM STATUS

30 Ensure the agreed media strategy is communicated with all agencies involved.

31 Ensure all actions and decisions are logged.

32 Develop Incident FAQs sheet

33 Determine Public Liaison requirements

34 Ensure follow up communication with all other agency media liaisons.

the victorian marine pollution contingency...

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