Section Contents
1 Introduction
2 Incident Response Organisation
3 Reporting Procedures
4 Action Cards
5 Response Guidelines
Communications Plan \ Media
6
Guidelines
7 Health and Safety Plan
8 Waste Management Plan
9 Contact Directory
10 Training and Exercise Policy
11 Risk Assessment
12 Sensitivity Maps
13 Roles and Responsibilities
14 Anti-Pollution Resources
15 Appendices
SECTION 1
INTRODUCTION
Introduction
1.1 Statutory Requirement
1.2 Purpose of the Plan
1.3 Scope of the Plan
1.4 Interfacing Oil Pollution Contingency Plans
1.5 Consultation
1.6 Risk Assessment
1.7 Classification of Oil Spills
1.8 Plan Custodian
1. Introduction
1. 1 Statutory Requirement
The Oil Spill Contingency Plan has been developed to conform to the
Merchant Shipping (Oil Pollution Preparedness, Response and Co-operation
Convention) Regulations 1998, SI 1998 No. 1056, which entered into effect
on the 15th May 1998 and also amendment 2001 SI 1639 in force on 11th
June 2001.
This plan works in conjunction with the ABP Port of Southampton Oil Spill
Contingency Plan.
The Fawley Site Oil Spill Contingency Plan (Fawley Site OSCP) is designed
to outline the way in which the Fawley site should initially deal with an oil spill
from Fawley Marine Terminal (FMT), any vessel alongside Fawley Marine
Terminal, or a release from the site to Southampton Water within the
designated areas of responsibility.
This is a primary plan specifically for the areas of responsibility, yet the
circumstances at the time of a spill may dictate that a different clean-up
approach be taken. The plan is intended to allow an efficient first response to
be mounted for oil in the water, utilising the equipment available to the Fawley
site. This first response will be supported by appropriate later actions.
In the event of oil impacting the coastline, overall responsibility for clean-up
has been accepted by the local authority. The Fawley site must work in co-
operation with the local authority and maintain a close liaison with them
throughout. The appropriate contacts can be found in Section 9.
This plan uses a tiered response to oil pollution incidents. The plan is
designed to deal with Tier One & Two spillages supporting the ABP Port
plan. Where a spillage is associated with a wider emergency, then additional
factors involving the safety of personnel will take precedence over the
pollution response. In this case, reference must be made to the ABP Port of
Southampton Oil Spill Contingency Plan. The salvage and casualty
management of any vessel posing a threat of pollution are priority
considerations.
Larger spills that cannot be contained within the areas or beyond the limits of
equipment available at Fawley Site may require additional resources and
back-up.
During oil spill response activities account must be taken of the following:
SU 45096
A 50 50.70N 01 21.65W Cadland Creek 445096 105250
05250
Cadland Creek SU 45448
B 50 50.93N 01 21.35W 445448 105673
Mile Marker 1 05673
SU 46597
C 50 51.10N 01 20.37W Greenland 446597 106008
06008
SU 49045
D 50 49.52N 01 18.30W Hook Buoy 449045 103095
03095
SU 48266
E 50 49.43N 01 18.97W Oil Pollution Pile 14 448266 102925
02925
SU 47580
F 50 50.00N 01 19.54W Oil Pollution Pile 9 447580 103990
03990
Ashlett Creek SU 46660
G 50 49.69N 01 20.33W 446660 103401
North Bank 03401
The area of responsibility is derived from the expected location an oil slick
would migrate to within 1 hour, from its source at the Fawley Marine Terminal.
The reference points detailed above are physical, easily identifiable land &
sea marks.
Figures 1.1 & 1.2 overleaf illustrate the location of Fawley Marine Terminal &
the boundary for Tier 1 & 2 incidents.
Area of
Responsibility
ESSO FMT Oil
Spill Plan
Area of Responsibility
ESSO FMT Oil Spill Plan
(Cont.)
This describes the statutory requirements and the purpose and scope of the
plan, including the geographical coverage.
It shows the relationship of the plan within the ABP Port of Southampton Oil
Spill Contingency Plan, National Contingency Plan and the plans of local
organisations.
Also included are the perceived risks, Incident Response Organisation and
individual responsibilities within the plan.
Sets out the emergency procedures that will allow rapid mobilisation and an
early response to the situation.
Element 3: Data Directory- (Sections 9, 10, 11, 12, 13, 14 & 15)
The ESSO Fawley Marine Terminal is located within the Port of Southampton,
and as such will form ESSO’s Tier 1 response plan designed to be used in
conjunction with the ABP Southampton Oil Spill Contingency Plan.
The Harbour Authority, upon advice from ESSO Petroleum Co. Ltd. will
initiate the appropriate first response to a Tier One incident at the Fawley site.
The company will either complete the clean up to the satisfaction of the
Harbour Master or, in the event of larger spills, will deploy their resources as
directed by the Marine Response Centre and the Oil Spill Management Team
(OMT).
Other Oil Spill Contingency plans within the ABP Port of Southampton Oil
Spill Contingency Plan are:
In the event of an Oil Spill incident, which calls for a Tier Three response, the
Maritime and Coastguard Agency (MCA) may decide to implement the
National Contingency Plan (NCP). In this event MCA will either take control of
at-sea counter pollution measures from the Southampton VTS Marine
Response Centre (MRC) or from their own MRC.
Fawley site oil spill management team and Fawley site OSR equipment would
be made available to the SRC and/or MCA MRC as required.
1.5 Consultation
The preparation of this plan has been produced after consultation with the
Harbour Master. Port of Southampton, to ensure integration within the Port of
Southampton Oil Spill Contingency Plan
• Natural England
• MMO
• Environment Agency
The requirements of these authorities and organisations have been taken into
account and they have individually confirmed their general agreement to the
plan details or taken no exception.
The following table illustrates the potential scenarios and credible release
quantities for the summarised oil spill risks associated with the Fawley Marine
Terminal.
The credible spill quantities for tankers have been estimated for conventional,
single hull vessels. The risk of spillage and the quantities involved, as a result
of grounding, collision, berthing incident or tug impact have diminished with
more double hulled vessels and tankers with protectively located ballast tanks
in service.
TIER 1
Small release contained within the defined area of responsibility, which can be dealt
with using the resources immediately available to the Fawley Site Shift Team.
Category is Marine Pollution within the defined area of responsibility around the
Fawley Marine Terminal, which can be contained, recovered and/or dispersed by
the existing shift team.
TIER 2
Medium release within defined area of responsibility, which is likely to impact on the
shoreline or migrate outside of the defined area.
Tier Two is divided in to two levels of response:
Tier Two ‘A’ a release which can be contained, recovered and dispersed by
the use of support personnel and equipment that can be readily deployed.
e.g. tugs, sorbent boom etc. by Fawley Refinery and its associated specialist
contractor (OSR).
Tier TWO ‘B’ a release which requires substantial commitment of the ABP
Southampton Port Oil Spill Contingency Plan and may involve regional
assistance with the response being managed under the Chairmanship of the
Harbour Master.
TIER 3
Large release which may exceed the full resources of the ABP Port of Southampton
Oil Spill Contingency Plan and which may require national assistance and/or the
implementation of the National Contingency Plan
SECTION 2
INCIDENT RESPONSE
ORGANISATION
The Harbour Master (or his nominated deputy) has overall responsibility for
the conduct of spill response operations and for casualty/salvage
management within the Port and Southampton waters. He will be supported in
his role by ABP harbour personnel and by the Oil Spill Management Team
(OSMT).
The OSMT will provide the command and control structure to co-
ordinate and direct the incident response. The OSMT will typically
consist of representatives from the following organisations and
Authorities:
The table below shows the preferred location of the OSMT dependent upon
the category of the spill incident:
In the event of a Tier Three incident and the implementation of the National
Contingency Plan, the OSMT will assist MCA and appropriate members of the
OSMT will deploy to the Shoreline Response Centre.
TIER 1
Small release contained within the defined area of responsibility, which can be dealt
with using the resources immediately available to the Fawley Site Shift Team.
Category is Marine Pollution within the defined area of responsibility around the
Fawley Marine Terminal, which can be contained, recovered and/or dispersed by
the existing shift team.
The Harbour Master and the Environment Agency will be informed and the
Harbour Master will send a representative to monitor the response being
taken. The representative will advise the Harbour Master whether or not the
response is appropriate.
TIER 2
Medium release within defined area of responsibility, which is likely to impact on the
shoreline or migrate outside of the defined area.
Tier Two is divided in to, two levels of response:
Tier Two ‘A’ a release which can be contained, recovered and dispersed by
the use of support personnel and equipment that can be readily deployed.
e.g. tugs, sorbent boom etc. by Fawley Refinery and its associated specialist
contractor (OSR).
Tier TWO ‘B’ a release which requires substantial commitment of the ABP
Southampton Port Oil Spill Contingency Plan and may involve regional
assistance with the response being managed under the Chairmanship of the
Harbour Master.
Fawley Marine Terminal will activate the response for a Tier Two category in
the same way as a Tier One or, may re-categorise a Tier One if the pollution
is likely to migrate outside the Tier One area of responsibility, or if it is likely
that the pollution will reach the shoreline. Reference Section 1.3.
An Oil Spill Management Team will include representatives from the following
organisations. The team will be located in Room 4B EPCo Admin building.
Organisation
Hampshire County Council & District and Maritime Borough Council(s) (as
2
advised by HCC)
3 Environment Agency
6 Natural England
Organisation
2 Environment Agency
6 Natural England
The following organisations and authorities will be included within the OSMT
as required:
9 Salvor
11 MCA
12 Vessel Owners
The above list is not exhaustive. Further contacts may be appropriate as the
incident develops.
3 Environment Agency
6 Natural England
10 P & I Club
12 Police
14 British Telecom
16 HM Coastguard
17 Vessel Owners
NB. Any oil spill volume calculations will be made in accordance with the
Bonn Agreement Oil Appearance Code. See Appendix 15.5. Taken from Part
3, Annex A of the Bonn Agreement Aerial Operations Handbook, 2009.
The full handbook can be downloaded from:
http://www.bonnagreement.org/eng/doc/Bonn%20Agreement%20Aerial
%20Operations%20Handbook.pdf
Tier 1
MCC Duty
EPCo Admin Management
Room 153
Coordinator
Duty
Manager
Marine
OSR Technical
Superintendent
Advisor
Tier 2A
Duty
MCC Management
EPCo Admin Coordinator
(DMC)
Room 153
Oil Spill
Management
Team
Duty Manager
(Section 2.2)
OSMT
Room 4B
Fawley Marine
Terminal
Duty on Scene
Commander
(DoSC)
Tier 2B
Fawley EPCo
Admin
HARBOUR
Room 153 MASTER
(MCC)
Or
VTS offices
OSR
Technical Duty Manager
Advisor
Fawley Marine
Terminal Duty
On Scene
Commander
OSR
Marine On Scene Aerial
Supervisor
Superintendent Support Surveillance
OSR
Panel Man Briggs Marine Solent
Response
FMT Crew Towage
Crew
SECTION 3
REPORTING PROCEDURES
Reporting Procedures
3.1 Use of Section
3.2 Statutory Reporting Requirements
3.3 Prevention of Oil Pollution Acts 1971 & 1986
3.4 Reports
3. Reporting Procedures
3.1 Use of Section
This section sets out the statutory and non-statutory reporting procedures,
which should be followed in the event of an oil spill occurring within the vicinity
of the Fawley Marine Terminal jetty.
This notification and the appropriate procedure to follow have been noted in
the appendices (Appendix 1) to this section. Subsequent Oil Spill Progress
Report (Appendix 2) is submitted to ABP Southampton Port Duty VTS Officer
when further information becomes available.
3.3.1
(2) A report under this regulation shall so far as appropriate as to form and
content comply with the standard reporting requirements.
3.3.2
Reporting Pollution: Format of CG77 POLREP
Part 1: Information which should be provided in an Initial Pollution
Report
A Classification - of Report:
i. Doubtful
ii. Probable
iii. Confirmed
I Not Used.
3.4 Reports
Incident Name:
Updated by:
Date: Time (local):
Summary of Incident Response Operations:
SECTION 4
ACTION CARDS
Action Sheets
4.1.1 Observer of Incident
4.1.2a Shift Site Manager (Spill to Sea)
4.1.2b Shift Site Manager (Shore Spill with threat to water)
4.1.3 Duty on Scene Commander
4.1.4 Duty Management Co-ordinator (DMC)
4.1.5a Duty Manager (Spill to Sea)
4.1.5b Duty Manager (Spill to Shore)
4.1.6 Duty Engineer
4.1.7 Marine Superintendent
4.1.8 Offsites Process First Line Supervisor – (Shore Spill)
4.1.9 FMT Panel Operator
4.1.10 FMT Shift Crew
4.1.11 Environmental Advisor
4.1.12 Beach Masters
4.1.13 Shoreline Spotters
4.1.14 Aerial Surveillance
4.2 Oil Spill Incident Checklists
4. Action Cards.
The following section contains action cards and checklists for various
members of the Fawley Terminal Staff, for use during an oil spill incident.
The action cards follow a methodical checklist style, in order that they
effectively guide the person fulfilling the role through the actions that they are
expected to take and also the responsibilities falling upon them during an oil
spill response incident.
The job cards are split into four sections:
• Alert - This section lists the different notifications that will be required, both
internally and externally.
• Further Actions - Those that will be required to be carried out when the
response operation is underway.
1. Observer
5. Duty Manager
6. Duty Engineer
7. Marine Superintendent
9. Panel Operator
13. Spotters
Position Action
Berth Operator Activate Emergency Shutdown Ship/Berth, as appropriate
Affected Berth Stop Cargo transfer and inform ship
Inform Marine Control – giving as much information as
possible, e.g. Product, Cause (if known), Location, Approx.
Amount Spilled.
Isolate spill if possible
Inform Marine Control Room of equipment required to isolate
the spill, e.g. Line Clips, Floating Spill Tank (Lollipop)
Ensure Berth and ship is safe. Inform Marine Control if this is
not the case
On arrival at site, brief Marine Superintendent on cause and
extent of leak and action taken
Assist with containment/clean up as directed by Marine
Superintendent
Berth Operator If safe to leave berth, inform Marine Control of availability to
Unaffected Berth help with response. Proceed as directed (i.e. Report to
pollution Barge)
Stop Cargo Transfer, as directed by Marine Control
Ensure berth and ship are both safe e.g. Hoses correctly
adjusted
Leave berth and help with oil spill response as directed by
Marine Superintendent
Roving Operator Report directly to Oil Spill Response Barge or as directed by
Marine Control or Marine Superintendent
Maintenance Inform all maintenance personnel to terminate any non-
Supervisor essential work and report to the Mess room for briefing by
(If spill occurs Supervisor
during day Contact Marine Control informing them of available manpower
working hours) numbers, requesting where they are to be deployed
Assist with the supervision of maintenance work force, as
directed by the Duty OSC/Marine Superintendent or Marine
Control.
The following pages contain checklists designed to ensure consistency for all
response personnel throughout the Incident Response. The checklists are as
follows:
STEP GUIDANCE
C2 Briefing Checklist
Extent of Problem
Size of spillage, type of oil,
source
Slick trajectory
Tide and Wind conditions
Response actions
Strategies to utilise
Resource mobilisation
Equipment and personnel
Planning Cycle
Meetings schedule
Additional Information
Communications, waste
disposal, weather forecast.
Environmental
sensitivities
Priorities for protection.
Incident Name
Date Page Number
Time Comment / Action / Detail
SECTION 5
RESPONSE GUIDELINES
Response Guidelines
5.1 Predetermined Response Guidelines
5.2 Light Oil Spill Response Guidelines
5.3 Medium Oil Spill Response Guidelines
5.4 Heavy Oil Spill Response Guidelines
5.5 MMO Dispersant Derogation
5. Response Guidelines
This section provides guidelines on the type of response strategy that should
be adopted for different types of oil spill incidents. It would be difficult to have
a generic strategy with the range of oil types handled. To this end the
strategies have been broken down to into three types as listed below. (Refer
to Section 11 for the different potential spill scenarios).
By selecting the appropriate strategy figure, the user can derive an indicative
strategy path to mitigate the effects of an oil spill, consistent with safe practice
and net environmental benefit.
YES
YES
NO
MONITOR AND
MOBILISE TIER RE-ASSES
EVALUATE THE SPILL
TWO CONTRACTOR
INCIDENT
CATEGORY
IS AN ENVIRONMENTALLY
SENSITIVE AREA AT RISK ?
NO YES
ATTEMPT
CONTAINMENT AND
RECOVERY
USE ABSORBENTS
FOR HIGH
CONCENTRATIONS
YES
NO YES
MONITOR AND
MOBILISE TIER RE-ASSES
EVALUATE THE
TWO CONTRACTOR SPILL
INCIDENT
CATEGORY
NO
TRACK THE IS A HIGH VALUE RESOURCE
LEADING EDGE UNDER THREAT?
YES
NO
IS DISPERSANT
USE APPROVED?
YES
NO INSTALL DEFLECTION
IS OIL AMENABLE
/ DEFENCE BOOMS
TO DISPERSANT?
YES
IS THERE NO ATTEMPT
SUFFICIENT CONTAINMENT AND
MIXING ENERGY? RECOVERY
YES
SHORELINE
APPLY DISPERSANT CLEAN UP
TO THE LEADING EDGE? OPERATIONS
YES
YES
NO
MONITOR AND
EVALUATE THE MOBILISE TIER RE-ASSESS SPILL
INCIDENT TWO CONTRACTOR CATEGORY
DISPERSANT DEROGATION
Fawley Marine Terminal has derogation for the use of up to 150 gallons/680
litres of approved oil dispersant without prior approval from MMO in
accordance with the procedures outlined in the ESSO FAWLEY MARINE
TERMINAL OIL SPILL CONTINGENCY PLAN.
Although Fawley has been given approval to use up to 150 gallons/680 litres
of dispersant, it is imperative that the fact that it has been used is reported to
MMO as soon as is practicably possible.
Dispersants
The use of dispersants can be an effective method of combating oil spills. The
use of dispersants is strictly controlled and conditions are imposed on its use.
Approval from MMO must be sought prior to dispersant use; MMO will
consider all the relevant implications associated with dispersant and formally
approve any use unless that use is covered by the terms of a standing
approval. MMO approval must also be sought if the dispersant is going to be
used in larger quantities than the standing approval specifies.
Note: The use of dispersants if not totally successful, might affect the ability to
use other response strategies.
• Once you have completed your response to the oil spill, MMO will
require a report on any use of oil treatment products that has taken
place, whether under the terms of a standing approval or otherwise. A
sample for this purpose is at Annex D and can be included in your plan
if you wish.
Annex B
OFFICE HOURS -
Outside office hours (i.e. when there is no reply on the above number) callers
should attempt to call a Marine Management Organisation (MMO) Duty
Officer on 07770 977825
Annex C
• Name of Authority
• Source of spill
• Sea state
Annex D
Sample of a report for use of treatment products – this form could be sent to
MMO
Incident No:
Date:
Location:
Date of Manufacture:
Comments on Effectiveness:
Other Remarks:
SECTION 6
COMMUNICATIONS PLAN
Contents
6.1 Communications Plan/Media Guidelines
• Location
All steps are being taken to minimise the impact of this incident and company
[oil spill] response personnel have been mobilised and are on the scene/are
making their way to the scene.
The Environment Agency, the Harbour Master and the Local Authority have
been informed.
SECTION 7
Contents
7.1 Introduction
7.2 Legislation
7.3 Site Hazards
Full account must be taken of the health and safety requirements for all
personnel involved in oil spill response activities.
The Site Specific Health and Safety Plan (Section 7.3.19) lists site
characteristics, site hazards and personal protective equipment and site
facility needs.
Refer also to ESSO Site Emergency Response Plan and Material Safety Data
Sheets.
7.2 Legislation
The principal duty of an employer is that imposed by the Health and Safety at
Work Act 1974. The Act states, the employer is to ensure, as far as is
reasonably practicable, the health, safety and welfare of their employees and
anyone else who may be affected by their business activities whilst at work.
• only allow persons with sufficient health and safety instructions to have
access to restricted areas;
• provide the relevant health and safety information to any outside employer
working within their premises, including relevant instruction and
information;
• provide the relevant health and safety training to employees; and provide
all temporary workers with relevant information on health and safety
requirements appropriate to their position within the company.
All employees have a duty under The Health and Safety at Work Act 1974, to
take reasonable care for the health and safety of themselves and their
colleagues at work who may be affected by their acts or omissions.
Under the Health and Safety at Work Act 1974 employees have a duty to co-
operate with their employer and colleagues enabling them to comply with
statutory duties and requirements.
Additionally, the Health and Safety at Work Act 1974 states that employees
must not intentionally or recklessly misuse any equipment and the like
provided for them in the interests of health, safety or welfare.
If you see an oiled bird notify the Beach Master who will provide advice on
what action to take. If a decision is taken to catch an oiled bird take the
following actions:
Equipment:
Procedures:
• Do not let the bird get close to your head, as it may try to peck your eyes.
• Catch the bird by hand or with the aid of a long-handled net. Do not put the
birds under any more stress than necessary. Only attempt to capture the
bird if it can be done quickly and efficiently.
• Hold the bird with both hands, holding the wings in.
• Put the bird in a cardboard box lined with absorbent material (e.g.
newspaper), with a lid.
• Do not wrap the bird up in anything - it may get too hot and will cause
additional stress.
• Take the bird to a cleaning station as soon as possible. Let them know
where and when the bird was caught.
• Keep a note of all birds caught and sent to cleaning station. Make a note of
species if possible.
4. Boats should generally not be used after sunset for oil recovery.
If this is required or boat use poses minimal risk, areas of operation
should be carefully prescribed. Individual boat operators should maintain
a communication schedule with a shore base. Each boat should be fully
equipped with appropriate navigation lights.
6. Portable fuel tanks should be filled outside of the boat. All sources of
ignition in the area of refuelling should be isolated.
9. Workers should be cautioned about using their arms or legs to fend off
during berthing, or getting their hands, arms, or legs between vessels and
docks or fixed structures.
Attach appropriate Material Safety Data Sheets for all hazardous substances
likely to be used at a spill site.
• frostbite;
• chilblains; and
• hypothermia.
Figure 7.1
• Wear gloves.
• Assess the weight of the load and get help if it is beyond your capacity.
Where appropriate use mechanical aids provided.
• Size up the job - remove any obstructions, note any snags and make sure
there is a clear space where the load is to be set down. Ensure that you
can see over the load whilst carrying it.
• Look out for any splinters, projecting nails, sharp edges or wire.
• Stand close to the object with your feet 20 to 30cm apart, place one-foot in
advance of the other, pointing in the direction you intend to move.
• Hold your chin inwards - avoid moving your head backwards or forwards.
• Get a firm grip at opposite corners of the load with the palm of the hand
and the roots of the fingers. Arms should be as close to the body as
possible.
• Lift with your thigh muscles and extend body/straighten your legs.
• Heavy Equipment
7.3.8 FATIGUE
Working long hours without rest may be required, especially during the early
phase of response. This coupled with the stress of the situation and wearing
required PPE, can contribute to fatigue.
Symptoms include:
• loss of concentration;
• errors in judgement;
• irritability;
• sleepiness; and
• soreness and stiffness in joints and muscles.
Rest and sleep are the primary treatments for fatigue. Stress can be
addressed by relaxation techniques, such as deep breathing, stretching and
taking breaks.
• No smoking
• Store in approved, labelled containers
• Provide fire extinguishers in areas where these materials are used.
Heat stress can result whilst responders perform heavy labour work in
protective and/or impermeable clothing. This clothing does not breathe or
allow for the normal dissipation of body heat.
Heat build-up can lead to a number of adverse health effects including, heat
rash, heat cramps, dehydration, heat exhaustion or heat stroke.
The incidence of heat stress is dependent on a number of factors such as
temperature, humidity, a person's fitness, age, weight and clothing worn.
Therefore supervisors should continually monitor their employees when
workloads are heavy and temperatures and/or humidity are high.
Fluids shall be available at all times and personnel will be encouraged to drink
these during rest periods. Shaded rest areas will be made available where
feasible.
HEAT INDEX
AIR TEMPERATURE CELSIUS
Relative 21º 24º 26º 30º 32º 35º 38º 40º 44º 46º
Humidity
20% 19º 22º 25º 28º 31º 34º 37º *41º *45º *49º
40% 20º 24º 26º 30º 34º 39º *44º *51º **58º **66º
60% 21º 25º 28º 32º 38º *46º **56º **65º
80% 22º 26º 30º 36º *45º **58º
* Heat cramps or exhaustion likely. Heat-stroke possible.
** Heat-stroke highly likely.
Figure 7.2
1. Air monitoring at the spill site and surrounding areas will be done to ensure
site worker and community safety.
2. Air monitoring will be done during site characterisation, and on each work
shift during clean-up activities until results indicate no further monitoring is
required.
3. All monitoring done at the clean-up site will be documented and the data
maintained by qualified personnel on site.
Drivers shall maintain a safe speed at all times, and shall not be allowed to
operate vehicles in a reckless manner.
7.3.13 NOISE
If work has to be carried out near overhead lines, consultation with the
organisation that operates the supply system should be undertaken. A safe
working distance from these overhead lines should be determined and the
area cordoned off.
The estimated location of buried utilities such as sewer, telephone, fuel,
electric or water should be predetermined before work begins. Utility
companies or owners must be contacted, advised of the proposed work and
informed of the urgency of the situation.
Pumps and hoses may be used at the spill site to apply water, steam or
chemical for clean-up and/or decontamination. They may also be used for
transfer of liquid waste. Caution should be used when working in these areas
where hoses are being used as they represent a tripping hazard.
Additionally when using pumps and hoses determine their last contents to
avoid unnecessary contamination.
Slips, trips and falls on oily surfaces are the major cause of injuries at an oil
spill site. Many of these injuries occur in the first few minutes of work before
workers are totally familiar with the conditions and before precautionary
measures have been taken.
When entering a spill site, walk slowly and carefully in oil coated areas. Be
especially careful when walking on oil covered rocks. Oil resistant safety
footwear with non-slip soles should be worn.
• Passengers must receive a safety briefing from the pilot prior to take-off.
The briefing shall include, safety features and equipment location on the
aircraft, helicopter underwater escape procedures when appropriate and
emergency information.
• Passengers and ground crew should approach/depart from the FRONT of
the helicopter only when signalled by the pilot and shall never walk under
or around the tail rotor or exhaust.
• Loose fitting clothing, hats or other gear which might be caught in the rotor
down wash, must be secured or removed within 100 feet of operating
helicopters.
• Passengers shall wear seat belts at all times and personal flotation devices
when flying over water.
• Passengers and ground crew shall wear hearing protection (which may
include communication headsets) at all times around operating helicopters.
• During emergency landing on water, do not exit until instructed to do so by
the pilot after rotor blades stop turning or pilot signals all clear, do not
inflate personal flotation devices until outside of the helicopter.
7.3.18 LIFTING
Weather Ice/frost Snow Rain Wind Speed ……….. knots Wind Direction .........°
Wind
Fog/mist Sun Other (specify) Cloud Cover High Low Temp…………..ºC
chill
Cliffs Metalled road Firm; will support any vehicle Soft; tracked vehicles
Wave cut platform Track Good; 4 wheel drive Very soft; will not support vehicles
Mud Boat
Marsh/mangrove
Other (specify)
Notes
WHERE THERE IS A RISK OF HARM TO PERSONNEL PROTECTIVE EQUIPMENT SHOULD BE ISSUED AND USED
CORRECTLY BY ALL PERSONNEL ON SITE WITH NO EXCEPTION
Evacuation Plan
MUSTER POINTS, ROLES AND RESPONSIBILITIES ETC
SECTION 8
WASTE MANAGEMENT
Contents
8.1 General
8.2 Temporary Storage
8.3 Disposal Methods
8.4 Disposal Sites
8.5 Waste Oil Recycling Plants
8.1 General
Wherever possible, spilled oil should be recovered for recycling and re-use.
However any shoreline clean-up operation is likely to result in amounts of oily
waste far in excess of the original oil on the shoreline.
For an oil spill not involving an oil company, the Harbour Authority may
provide a bunded lay down area for temporary storage for drums and skips.
In this event care must be taken not to mix different categories of waste
The County Council’s waste disposal strategy is for small amounts of oily
waste to be disposed of locally under existing arrangements made by
Maritime Districts. Larger quantities will require Districts to consult both the
Environment Agency and County Waste Disposal Manager. A set procedure
has been agreed for the disposal of waste in emergency situations. An
Emergency Management Team is established under the control of the County
Council’s Chief Executive or Emergency Planning Officer.
The County Council’s Chief Waste Disposal Officer and the Environment
Agency would advise the Emergency Management Team on waste disposal
matters. English Nature should be consulted over plans to dispose of or store
oily waste to ensure that the local nature conservation sites are not affected.
Details of waste disposal sites and contractors are given in section 8.4
In Tier One and Tier Two incidents which do not involve an oil company, any
oil recovered from harbour waters will be transferred to one of the waste oil
disposal/recycling contractors listed in section 8.5.
Clean-up activities may produce quantities of oil and oily debris at a faster
rate than they can be properly disposed of. Therefore temporary storage will
be necessary. Following is a summary of the methods that can be used:
Reprocessing is the preferred option. In general only pure oil and possibly
oil/water mixtures will be acceptable. The contractor able to accept recovered
oil for recycling or reprocessing is listed in section 8.5.
8.3.2 Landfill
This is the principle disposal method but can only be used where there is little
or no ground water abstraction. Future regulations are likely to be more
restrictive. Landfill sites and contact details are given in section 8.4
8.3.3 Stabilisation
This can only make a limited contribution to oil spill disposal and is becoming
less acceptable. However it may be suitable for small quantities of oily waste
such as contaminated seaweed.
8.3.5 Combustion
Where possible the Fawley Refinery Bio-Pile should be used as a first resort.
It is suitable for oil contaminated soil/sand and sedge.
Note: Apart from small amounts of oily waste, contact with the above
Sites and Contractors should be made through, or with the knowledge
of the Environment Agency and the County Waste Disposal Manager.
Resources - Oily waste disposal service: skip supplier, waste oil recycling service - capability
to refine oil-water mixtures and sludges with 5% silt. Sludges with more than 5% silt would be
landfilled at a local site. Operate an emulsion breaker on site for dealing with sludges. Current
basic charge is for oil-water mixtures with increasing costs for high silt content. Wastes should
arrive at Cleansing Services Group by tanker. Any special wastes would be dumped at a
licensed toxic tip.
Veolia Incinerator. Control Room(24Hr) 023 8088 3590 023 8089 7282
Charleston Road Shift Manager(24Hr) 023 8088 3590/3507
Hardley Security (24Hr) 023 8088 3504
Hythe
Southampton Reception (Office hours) 023 80891266
SO45 3NX
Resources – Veolia operates an incineration plant near Fawley, Southampton. Incineration of
liquid and solid wastes. Rotary kiln has a drum device for solid wastes, and liquids would be
pumped from tankers. All forms of waste would be incinerated and disposal by chemical
treatment is available.
SECTION 9
CONTACT DIRECTORY
9. Contact Directory
Hampshire County Council will additionally alert the following for Tier Two and Three
incidents:
British Telecom (Emergency Installation)
County Departments as necessary
West Sussex County Council
Dorset County Council
Waste Disposal Contractors
SECTION 10
TRAINING
CONTENTS
10.1 Training
The importance of training for Esso personnel who may become involved in
the response to oil spill incidents is recognised and acknowledged. All
members of the Management team, Supervisors, Process and Maintenance
will undergo periodic training and regular exercises in line with the following
standard and matrix.
Courses undertaken are accredited by the Nautical Institute for the
Maritime and Coastguard Agency; the syllabus of the courses matches
the requirements of the UK Oil Spill Training standards.
Training records are kept and maintained under direction of the Offsites
Business Team Leader.
Training Matrix
Exercise Matrix
Management
Supervisors
Frequency
Duration
Operators
Notes
Exercise
SECTION 11
RISK ASSESSMENT
Contents
11.1 Introduction
11.2 Specific areas of risk that may cause a Pollution Incident
11.3 Fate of Spilled Oil - General
11.4 Oil Spill Quantification
11.5 Oil Spill Movement
11.6 Environmental Risk
11.1 Introduction
The terminal handles a full range of products from L.P.G to bitumen on its nine
berths. These are split into five ocean berths and four coastal berths to
accommodate anything from a bunker barge to a 400,000 dwt tanker.
The product is piped to the storage tanks, refined and either pumped out
through a pipeline to Heathrow or reloaded onto vessels through the 50 miles
of over water pipelines.
Most of the risks associated with this type of operation are already assessed
and mitigated for, as described later.
The vessel will move vertically to a greater or lesser degree whilst loading and
unloading operations are taking place. At this time it is possible that some
stress may be put on the loading arms with a risk of failure. The amount of oil
that may escape, particularly at high pumping rates would be significant.
These movements are monitored in the FMT control room by means of drift
alarms, hook alarms and cameras.
11.2.2 Loading arm failure due to tidal movement and wind drift.
The vessel will move depending on the tide. This may cause tension to come
on the arms. A similar situation may arise if the wind pushes the vessel off the
jetty. Similar to 11.2.1., these situations are mitigated against by the use of
the alarm systems, cameras and vigilance boxes. If in the event of
communications breakdown, the vigilance box can be used as a means of
communication back to the control room. The box also has the facility to shut
down a loading operation to the ship from on board. This may however take
between 20 seconds to 2 minutes depending on the product.
This is the most likely chance of an oil spill occurring. With over 100 miles of
over ground pipework, the chances of a seal or joint failure must make this
one of the highest risks, albeit very small. Cameras on the jetty are able to
monitor the ships manifolds and shore pipework to a very close range, and,
coupled with the watchman; any spill would be noticed very quickly and shut
down.
This is a real risk in any vessel movements, and could result in significant oil
loss. It is improbable with at least two tugs connected to the vessel
If the vessels are not regular visitors to the terminal, they will be inspected
prior to arrival.
The risks from bunkering from a barge can come from the vessel coming
alongside and from the transfer operation. The risk from the barge puncturing
the hull plate is minimal, and in any case the wing tanks would probably be
empty or in ballast when bunkering operations were taking place.
The major risk, albeit small, comes from a leak or hose burst during the
transfer. This operation should be monitored at all times, and as the pump
rates are relatively slow and the shut down time fast, the risk of a significant
spill is minimal.
Any spillage on the deck of the tanker due to bunker tanks overflowing should
be contained on deck as the scupper bung will be in place.
The Marine Superintendent will check the vessels before any transfer
operation starts.
The cargo is monitored by the use of cameras and watchmen as far as the
manifolds. Most modern ships have tank stress computers and as such the
loading operation is closely monitored at all times. Any small spills are only
likely to happen when the vessel is ‘topping off’. When this is going on, flow
rates are lower and consequently the magnitude of the potential oil loss is
significantly reduced.
It is feasible with any vessel that there may be small spills associated with
other shipboard operations. These may emanate from transfer operations
within the engine room (Lube Oil and Fuel, bilges and drum storage on deck).
It would not be the norm for these operations to take place during vessel
loading/discharge and as such the risks would be small.
Minor risks are associated with ships side valves leaking. The risks of this
happening are small and would be noticed quickly during the day by the
sheen.
There are well-documented incidents where cargo or bunker oil has been
released as a result of hull impact damage by tugs. This can occur when tugs
are approaching a vessel underway prior to berthing, or when coming
alongside a moored vessel prior to unberthing. The potential spill quantities
again depend on the location and extent of the impact damage but can be
over 500 tonnes for bunker oil and 2,000 tonnes for cargo oil.
During the 18-year period 1987 to 2005, there have been 5 recorded incidents
of tugs landing heavily during their final approach alongside vessels. Only one
incident resulted in hull plating damage to a tanker but without the release of
cargo oil.
Spills from this cause are considered to be of low likelihood but the risk is
acknowledged.
evaporation
fragmentation spread
biodegradation
sedimentation
[NB – This figure does not illustrate fate of oil over a specific period of time -
each oil will behave differently over periods of time]
Spilled oil on water moves as a function of the current and wind. The current has a
100% effect on the speed and direction of an oil slicks movement, for example, if the
current heads north at 3 knots, then the oil slick will travel north at a rate of 3 knots.
Wind, on the other hand, has only a 3% influence on the movement of the oil slick.
3% wind marina
time A
time B
100%
current
In order to predict the movement of oil and the areas of coastline most likely
to be impacted by an oil spill, consideration was given to using fate trajectory
modeling. However, due to the complex tidal regime in Southampton Water
and the Solent and the close proximity to shore, the model results would be
essentially inaccurate and of limited benefit.
There have been several oil spills from the FMT jetty in the past few years,
with oil often impacting Calshot Spit and the Calshot Saltmarshes, or carried
across Southampton Water to the River Hamble by a combination of strong
south-westerly (prevailing) wind and a flood tide. In these circumstances
migration of oil to the River Hamble is highly probable.
Oil being carried northwards to the River Test or River Itchen during previous
spills is rare, but in one incident oil reached Eling Creek.
The priority sensitive areas for Southampton Water, River Test, River Itchen
and River Hamble have been divided into groups:
A1 A2 A3
Saltmarshes, sheltered Sites for commercial Areas of saltmarsh of
mariculture local conservation
tidal flats and eel grass importance
Water intakes
beds of national Sheltered tidal flats
Sheltered rocky shore of
importance national biological
conservation importance
Saltmarshes, sheltered
tidal flats of national or
local importance for bird
populations
The following table gives details of the key sensitive features of the priority
areas associated with the Fawley Marine Terminal, including any seasonal
variations.
• Environmental sensitivity;
• Areas where oil concentration is likely to have long term effects; and
• Areas where clean up options are most restricted (meaning that
prevention and therefore, priority protection, will be the primary means to
minimise pollution effects).
The length of recovery time from pollution effects and susceptibility to adverse
impact from clean-up operations are bound up with two key variables:
• The energy level of the shoreline (essentially the degree of exposure to wave
energy); and
• The substratum type.
SECTION 12
SENSITIVITY MAPS
Contents
12.1 Ramsar Sites
12.2 Special Area of Conservation
12.3 Special Protection Area and Site of Special Scientific Interest
A2
A1
A2
A1
A2
A1
A2
Figure 12.3 Special Protection Areas and Sites of Special Scientific Interest –
Solent and Southampton Water
A2
A1
A2
A1
SECTION 13
ROLES / RESONSIBILITIES
Contents
13.1 Harbour Authority
13.2 Local Authority
The Harbour Authority is responsible for the Conservancy of its area together
with the Safety of Navigation, Pilotage and movement of all vessels. Its
powers are derived from Principal and Local Harbour Acts and are exercised
through Bye-Laws and Harbour Master’s Directions.
It has a responsibility for responding to Oil Pollution within its area under the
Merchant Shipping (Oil Pollution Preparedness, Response and Co–Operation
Convention) Regulations 1998 which came into force on 15 May 1998 (SI
1998 N0. 1056 with amendment issued 11 June 2001 No 1639)
(a) Any harbour for which there is a statutory harbour authority having an
annual turnover, as defined in the schedule in the regulations, of more than
£1 million.
Shall have an oil pollution emergency plan in accordance with the regulations.
There may be joint plans between the harbour authority and the operators of
oil handling facilities within an area.
A Harbour Authority must submit an oil pollution emergency plan for its
harbour(s), within 15 months of the regulation coming into force, to the
Maritime & Coastguard agency for approval.
The Statutory Harbour Authority has a responsibility under Section 133 of the
Merchant Shipping Act 1995 for bringing prosecutions for the offences of
discharge of oil, or a mixture containing oil, into the waters of the harbour.
http://www.legislation.gov.uk/ukpga/1995/21/section/133
For an oil spill incident which calls for a Tier 3 response, the National
Contingency Plan (NCP) may be implemented. In this event, and after the
formal transfer of responsibility, the Maritime & Coastguard Agency will take
control of at-sea counter pollution measures from their Marine Response
Centre (MRC); the Port’s oil spill response resources and facilities will be
made available to MCA. A Shoreline Response Centre (SRC) may be
established and exercise overall co-ordination of the shoreline clean-up in
accordance with the procedures and guidance in the NCP.
Under the terms of the Food and Environment Protection Act 1985 and the
Deposits in the Sea (Exemptions) Order 1985, it is a legal requirement that oil
treatment products may only be used in English and Welsh waters if they
have been formally approved for this purpose by MMO. In addition, specific
permission from MMO must be obtained before any such products are used
in shallow water - these are defined as any area of the sea which is less than
20m deep, or within one nautical mile of such an area. This includes any use
in tidal docks and locks and on beaches, shorelines, or structures such as
piers and breakwaters.
In the event of an oil spill, they would provide authorisation and advice
regarding the use of dispersants. Although MMO gives certain locations a
derogation to spray up to 150 gallons of dispersants, MMO would wish to be
consulted if use of dispersants was anticipated.
Oil Spill Management Team (OMT) is the nomenclature used to describe the
command and control team established for a spill incident within the ESSO
Fawley Terminal, with representatives of organisations attending in
accordance with the category of oil spill response established, as described in
Section 2.2.
The OMT will convene at the ESSO Fawley Marine Terminal Control Room,
or the Southampton VTS Marine Response Centre, and will consist of a
Management Team and a Support Team as noted in section 2.2.
Refer to Section 2 Figure 2.1 showing the layout of the Esso Fawley Marine
Terminal Control Room.
Shoreline Response Centre (SRC) is a nationally accepted term and will only
be established by agreement between Local Authorities and Central
Government (MCA). Control of the onshore clean-up would at all times
remain with the Local Authority and the SRC’s prime purpose would be to co-
ordinate the clean-up and provide easier access to government beach-
cleaning equipment stockpiles and shore counter-pollution experts.
The members of the SCU will include: SOSREP; the Salvage Manager from
the appointed salvage company; Harbour Master if in harbour or its services;
a single representative appointed by agreement between the ship owner and
the insurers; a PCPSO; an Environment Liaison Officer nominated by the
chair of the Environment Group; and if SOSREP decides to appoint one,
SOSREP’s personal salvage advisor.
Esso Petroleum, Fawley are responsible for the initial response to all oil
pollution emanating from ships alongside the Fawley Marine Terminal jetty or
from refinery property.
The company will maintain sufficient stocks of oil spill equipment to enable a
fast and positive response to all pollution incidents. Such equipment will be
maintained in good condition.
Esso aim to manage Tier1 incidents without the need for external assistance,
but will liaise with external parties and continue to mitigate the effects of such
a spill until officially advised that the management of the spill is to be handled
by an authorised body.
Should such an incident escalate to a Tier 2, Esso will offer assistance to the
Competent Harbour Authority as per the Associated British Ports Oil Spill
Response Plan.
Esso retain the right to activate the Tier 2 Contractor response team - Oil Spill
Response (OSR).
SECTION 14
RESOURCE DIRECTORY
14 Anti-Pollution Resources
This section details the resources available to respond to an Oil Spill incident
within the Fawley Marine Terminal.
Details are provided of the equipment, which would be utilised as the Fawley
Marine Terminal’s Tier One resources. Details are also given of the
equipment held by Oil Spill Response who have been contracted as Fawley
Marine Terminal’s Tier Two contractor.
Item Description
2 nos. Anti – pollution workboat (oil recovery, boom deployment)
200 metres Vikoma Hi-Sprint boom
200 metres Sea Sentinel boom
200 metres high freeboard boom
Miscellaneous items / equipment :
Station Tugs :–
• 2 x 250 metres boom on reels
• 2 x skimmers
• 3 x 146 m3 oil recovery tanks
• 3 x detergent systems including spray lines & 20 m3 detergent
capacity
• Water pumps
• Air blowers
• Anchors
• Inflatable boats
• Absorbent booms and materials
Item Description
Power vac (Inc. Lance and Suction Attachments)
Hoses for power vac (In oil drum)
2 Oil drums
Oil drum stiffener
1 Fastank
1 Fire extinguisher (ST 0371)
3 bags of 3M spill boom (12m in each)
Box 2 (250 heavy duty sacks and 500m roll of barrier tape)
Box 5 (24 gauntlets /20 chemical suits/20 pairs of goggles)
Box 12 (5 Tarpaulins)
1 Funnel
12 Road cones
Aluminium ladder
8 Containers loose absorbent. e.g. Spill coir
‘Oil on Beach’ signs
1 Coil rope
Set of jump leads
Galvanised and Rubber buckets
1 wheelbarrow
Item Description
Maps
Barrier cream
Eye bath / ear protection
Box 1. (250 Heavy Duty Sacks)
Box 4. (120 pairs rubber gauntlets, 60 pairs rigger gloves, 2 x 500m roll barrier
tape)
Box 6. (24 gauntlets / chemical suits, 20 pairs of goggles)
Box 7. (24 gauntlets/ 20 chemical suits, 20 pairs goggles)
Box 8. (24 gauntlets / 20 chemical suits, 20 pairs of goggles)
Box 9. (2 spray back packs, 2 green chemical suits, 2 chemical visors, 2 pairs
of gauntlets, COSHH data sheets)
Box 10. (2 spray back packs,2 green chemical suits, 2 chemical visors, 2 pairs
of gauntlets, COSHH data sheets,)
Box 11. (2 spray backpacks, 2 green chemical suits, 2 chemical visors, 2 pairs
gauntlets, COSHH data sheets)
Box 13. (3 masks, 9 filters, 3 chemical suits, 3 pairs of rubber gauntlets)
25 litres Drums Correxit EC9500A
COSHH data sheets (for refinery products)
4 Bird scarers and 4 batteries
Canvas Tarpaulins
Coil rope
1 Wheelbarrow
Galvanised / Rubber buckets
Unfilled sandbags
Bags Oilsorb
Toolbox
Equipment instructions
Vikoma 12K Skimmer and Power Pack, including hoses.
1 Fastank
4 Bails 3M Sorbent boom
Item Description
Green chemical suits
Chemical visors
Goggles
Rigger gloves
Red gauntlets
Tarpaulins (Plastic)
Back pack sprays
Full face mask respirators
Filters for masks
Stake mallet
Wooden stakes
Stake drivers
Bails sorbent boom
Sea sentinel boom (100m length)
Magnetic fasteners
Echo boom inflators
Fuel for inflators (cans full)
Assorted rope (various lengths)
Corexit (200 litres)
Anchors
Buoys
Barrel Pump
Tool Box
Towing bridle for inflatable boom
Item Description
Green chemical suits (120 X Large / 25Large)
Chemical visors
Goggles
Rigger gloves
Red gauntlets
Buckets (galvanised and plastic)
Galvanised spill trays
Squeegees with 610mm blade
Rakes with610mm wide head
Long handled shovels
Standard shovels
Soft brooms
Heavy duty poly sacks
Rolls of barrier tape
Tarpaulins Plastic / canvas
Back pack spray
Full face mask respirators
Filters for masks
Wheelbarrows
Road Cones
Stake mallet
Stake driver
Wooden stakes
Coils of ropes
Item Description
Fast tank kits
Gaff hooks
Bird scarers / 4 Batteries
Bails sorbent boom
‘Road closed’ signs
Bags spill dry / oilsorb
Power vac
Vikoma skimmer
‘Oil on Beach’ signs
Sandbags filled / unfilled
Corexit EC9500A (6 x 200litres and 10 x 25litres)
Anchors / Buoys
12v batteries
Barrel Trolley
Tool box
Also given is a detailed list of some of the loads and equipment that we could provide
to the terminal, depending on the type/location of spill that is occurring.
Regarding the nature of response that could be expected from OSR depending, on
the spill situation at the time, Fawley Marine Terminal could potentially expect 1
offshore deployment team, with 2-3 shoreline loads being established within 24 hours
on areas of surrounding shoreline, e.g. Lepe Beach, Hamble, Calshot etc.
Each of the OSR teams would mobilise the appropriate equipment from the loads or
equipment stockpile below. This response would then increase in capability as time
moves into a 36-48hour period, with the potential of mobilising another offshore
deployment through a vessel of opportunity (Williams Shipping), and several more
shoreline sites being established.
Offshore Scenario;
(Equipment stored on these loads are either readily available to be fitted to a vessel
of opportunity or alternatively one boom reel/recovery device and ancillaries can be
deployed from the Earl 2).
Response Equipment:
• Damming Equipment.
• Storage Devices.
• Transfer pumps.
o Peristaltic pump 20tph.
o Spate diaphragm 10tph.
o Desmi DOP 160 pump.
o Desmi DOP 250 pump.
o Water injection flange for DOP pump.
Shoreline Scenario;
Additional Ancillaries:
Dispersant Application;
• AFEDO Nozzles.
• Vessel Mounted Boat Spray system for Earl 2.
• Neat Sweep dispersant boom system (available February 2011).
• Back Pack sprayers (6 off at 5 gallons capacity)
Sorbent Boom;
SECTION 15
APPENDICES
Contents
15.1 Material Safety Data Sheets
15. Appendices
15.1 Material Safety Data Sheets
15.3 Standing Approval for use of dispersants for oil pollution treatment in
the harbour waters controlled by Esso Petroleum Company Ltd or
adjacent thereto.
15.4 Oil Spill Treatment Products Approved for use in the United Kingdom
15.7.1 Initial
15.7.2 Progress – VTS
15.7.3 Progress - MCC