Canadian Coast Guard - Oil Spill

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Department of Justice Canada

Prairie Region 301 - 310 Broadway Winnipeg, Manitoba R3C 056
Ministre de la Justice Canada

Rgion des prairies
Security
Classifcation: Telephone: Facsimile: lnternet:
310, Broadway pice 301 Winnipeg, Manitoba R3C 056
(204) 984-6961 (204) 984-6488
dayna.anderson@ ustice.gc.ca
2-128959
Our Fle:
Nofre doss,er: Yout lile: Votrc dossier:
File No. OF-Fac-Oil-N304-2010-01 01

July 6,2012
VIA ELECTRONIC FILING TO FOLLOW BY COURIER

Secretary to the Joint Review Panel Enbridge Northern Gateway Project 444 - Seventh Avenue S.W. Calgary, Alberta T2P 0X8
Attention: Ms. Sheri Young

Dear Madam:
Re:
Hearing Order OH-4-2011 Enbridge Northern Gateway Project Application to Information X'ederal Government
Attached for filing please find the Federal Government Participants' Responses to Information Requests. These documents are being filed electronically with the Panel and will be served upon all OH-4-2011 Parties.
Please note that these Responses do not imply acceptance Preambles contained in the Information Requests.
of any or all of the facts alleged in the
For ease of reference, the Responses and Annexes thereto arc organized as follows:
Volume
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I - Federal Government Participants'
Responses to Information Requests
1: 3:
Response to Information Request No. 3 from Alexander First Nation Response to Information Request Response to Information Request
Tab2:
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No. I from Cheryl Brown; No. I from C.J. Peters Associates
Engineering
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4:
Response to Information Request No. 3 from Coastal First Nations
Great
Bear Initiative Tab 5:

Response to Information Request Paperworkers Union of Canada Response to Information Request Response to Information Request Response to Information Request
No. I from Communications, Energy and No. I from Gitga'at First Nation No. I from Gitxaala Nation No. I from Council of the Haida Nation
Tab 6:
TabT:
Tab 8: Tab 9:
Response to Information Request No. 2 from Council of the Haida Nation Response to Information Request
Tab l0: Tab I l:
No. I from Haisla Nation Living Oceans Society, Raincoast
Response to Information Request No. I from Conservation Foundation and ForestEthics Response to Information Request
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12l.
No. I from Northem Gateway Pipelines No. I from David Shannon No. I from Josette Wier
Limited Parhrership
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14:
Response to Information Request Response to Information Request
Volume 2A
Annexes of Canada Coast Guard (CCG)
Tabl: Tab2:
Tab Tab Tab Tab Tab
CCG Annex I
AIS Coverage MaP
CCG Annex II - Workload Recommendations Concerning Optimum Staffing (English and French Versions) CCG Annex III
CCG Annex IV
3: 4: 5: 6: 7: 8:
Channel Design Guidelines (English and French Versions) Levels of Service (English and French Versions) FERP 2011 (English and French Versions)
CCG Annex V
CCG Annex VI -National Response Plan (English and French Versions) CCG Anex VII CCG Annex VIII
National Places of Refuge Contingency Plan

Response Organizations Standards
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CCG Annex IX CCG Annex X

CCG Annex XI
Environmental Prevention National Preparedness Plan

Cda-US JCP
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NGP- GOSRP
Volume 2B
Tab Tab
Annexes of Canada Coast Guard (CCG) - continued
12: 13: 14: 15: 16: 17:
CCG Annex XII
Environment Canada The SCAT Manual 2nd edition
CCG Annex XIII - The Arctic SCAT Manual July 2004 A Field Guide to Documentation of Oiled Shorelines in Arctic Regions
Tab
CCG Annex XIV - Guidelines for Selecting Shoreline Treatment Endpoints for Oil Spill Response
CCG Annex XV CCG Annex XVI CCG Annex XVII Versions)
Tab Tab Tab
SOR-89-98-BIL
- paresd 2010 (English and French Versions)
Oil Spill Response Field Guide (English and French
Volume 3 - Annexes of Environment Canada (EC)

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Environment Canada Annex I
Volume 4 - Annexes of Fisheries and Oceans Canada (DFO)

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DFO Annex I
Ford et al. Grey Whale Migration InPress
DFO Annex II -Pacific Region Cold-Water Coral and Sponge Conservation Strategy
Volume 5 - Annexes of Transport Canada (TC) Tab I :

TC Annex I - Agreement between Transport Canada and a Reco gnized Organization TC Annex 2 - TP 12401Response Organization Standards TC Annex 3 -National Places of Refuge Contingency Plan
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2010
Report of the
Commissioner of the Environment and Sustainable Development

to the House of Commons
FALL
Chapter 1
Oil Spills from Ships
Office of the Auditor General of Canada
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The Fall 2010 Report of the Commissioner of the Environment and Sustainable Development comprises The Commissioners Perspective, Main PointsChapters 1 to 3, an appendix, and four chapters. The main table of contents for the Report is found at the end of this publication.
The Report is available on our website at www.oag-bvg.gc.ca. For copies of the Report or other Office of the Auditor General publications, contact Office of the Auditor General of Canada 240 Sparks Street, Stop 10-1 Ottawa, Ontario K1A 0G6 Telephone: 613-952-0213, ext. 5000, or 1-888-761-5953 Fax: 613-943-5485 Hearing impaired only TTY: 613-954-8042 Email: distribution@oag-bvg.gc.ca Ce document est galement publi en franais. Minister of Public Works and Government Services Canada 2010 Cat. No. FA1-2/2010-1E-PDF ISBN 978-1-100-17244-6 ISSN 1495-0782
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Chapter
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Table of Contents
Main Points Introduction
Impacts of oil and chemical spills Roles and responsibilities Managing ship-source oil and chemical spills Focus of the audit
1 5 5 7 11 12 12 12 13 15 18 22 23 23 26 26 28 30
Observations and Recommendations

Preparing for ship-source oil spills
Some risk assessments need updating Emergency management plans are not all up to date The Canadian Coast Guard lacks a national approach to training, testing its plans, and maintaining its equipment Procedures for verifying preparedness of the Canadian Coast Guard are not in place
Responding to ship-source spills

Responses to ship-source spills are poorly documented
Preparing for ship-source chemical spills

There is no national regime for ship-source chemical spills
Conclusion About the Audit Appendix

List of recommendations
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Main Points
What we examined
Under federal legislation and international agreements, the federal government is responsible for implementing measures to prevent, detect, prepare for, and respond to spills from ships in Canadas marine environment. Transport Canada sets guidelines and establishes the regulatory framework for preparedness and response to ship-source spills. Transport Canada also certifies private sector response organizations. The Canadian Coast Guard is the lead federal agency for responding to spills and is responsible for ensuring an appropriate response takes place. Environment Canada is the federal authority for providing environmental advice when a spill happens. Between 2007 and 2009, a total of about 4,160 pollution incidents involving spills of oil, chemicals, or other pollutants into Canadian waters were reported to the Canadian Coast Guard. About 2,000 of these incidents involved vessels ranging from pleasure craft and fishing boats to barges, cargo vessels, and tankers. We examined how the federal government has managed spills of oil and chemicals from ships in Canadas Arctic, Pacific, and Atlantic Ocean waters and the Gulf of the St. Lawrence. Specifically, we looked at whether Transport Canada, the Canadian Coast Guard, and Environment Canada are prepared to respond to such spills. We also looked at how the three organizations monitor and assess responses to these spills. We focused on oil and chemical spills from ships and did not address other land-based and marine-based sources of pollutants. Audit work for this chapter was substantially completed on 30 June 2010.
Why its important
Bordered by three major oceans and home to the worlds longest coastline, Canada is the steward of ocean regions that cover more than 7.1 million km2, an area equivalent to about 78 percent of its landmass. Canadas ocean regions are a vital part of the countrys economy, providing employment and a way of life for about seven million people. Oceans support activities such as aquaculture
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OIL SPILLS FROM SHIPS
and fisheries, tourism and recreation, shipping and transportation, offshore oil and gas development, and offshore mining. Oceans also provide habitat for a variety of wildlife, including numerous species of fish, shellfish, seabirds, and mammals, all of which contribute to the economic, social, and environmental well-being of Canadians. Ship-source spills of pollutants such as oil and other hazardous substances are one of several sources of marine pollution.
What we found
While Transport Canada and the Canadian Coast Guard have carried out risk assessments related to oil spills from ships, they have not used a consistent or systematic approach, nor are there formal processes for ensuring that risks are reassessed on an ongoing basis. As a result, knowledge of risks in Canada to spills from ships, which is important for effective emergency planning, is not complete or up to date. Furthermore, the emergency management plans of the Canadian Coast Guard and Environment Canadaboth important players in the federal oil spill response systemare not all up to date. Transport Canada reviews private sector certified response organizations to verify that they remain ready to respond to spills. This includes ensuring that these organizations have up-to-date emergency management plans, conduct adequate training and exercises, and have the equipment necessary to respond to ship-source oil spills up to 10,000 tonnes. Similar procedures are not in place to verify the Canadian Coast Guards readiness. In other words, there is currently no process for providing assurance that the federal component of the oil spill response system is ready to respond effectively. The Coast Guard has not conducted a comprehensive assessment of its response capacity since 2000. Given the lack of any recent capacity analysis and current information on risks, the Coast Guard is unable to determine how much oil spill response equipment it should have and whether it has appropriate capacity to address the risks. The results of the Coast Guards response effortswhich range from identifying the source of pollution to full cleanupare poorly documented. There are also limitations with the Coast Guards system for tracking oil spills and other marine pollution incidents. These gaps affect its ability to conduct reliable analysis of trends in spills and know how well it is achieving its objectives of minimizing the environmental, economic, and public safety impacts of marine pollution incidents.
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A public review panel recommended 20 years ago that the federal government establish a national regime to deal with ship-source chemical spills. Such a regime is not yet in place, and none is expected before 2013. In the meantime, Canada lacks a formal framework with clearly defined roles and responsibilities for responding to chemical spills.
The entities have responded. The entities agree with all of our recommendations. Their detailed responses follow the recommendations throughout the chapter.
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Introduction
Impacts of oil and chemical spills
1.1
Oil spills. Marine ship-source oil spills can have significant impacts on both the environment and local coastal communities. Spills can occur as a result of accidents or operations, or from the intentional discharge of oily wastes into the water. Ships and vessels involved in spills can include oil tankers, bulk carriers, barges, fishing vessels, and pleasure craft. Spills can range from large quantities of oil from oil tankers to smaller accidental discharges of oil and fuel from smaller craft in marinas. Some of the most serious oil spills result from accidents involving oil tankers, including the Prestige (63,000 tonnes of heavy fuel oil; Spain, 2002), the Erika (20,000 tonnes of heavy fuel oil; France, 1999), and the Exxon Valdez (41,000 tonnes of crude oil; Alaska, 1989). Although Canada has not encountered spills of the magnitude of the Exxon Valdez, it has experienced ship-source oil spills in the past: the Arrow (10,000 tonnes of bunker fuel; Nova Scotia, 1970), the Golden Robin (400 tonnes of bunker fuel; Baie-des-Chaleurs, Quebec, 1974), and the Kurdistan (8,000 tonnes of bunker fuel; Cabot Strait between Cape Breton Island and Newfoundland, 1979). Ship-source oil spills can have immediate and long-term impacts on
marine life (for example, seabirds and whales) and habitat
1.2
TonneThe equivalent of about 1,100 litres or about 7 barrels of oil (this may vary depending on the type and density of the oil).
1.3
(for example, wetlands and marshes);

recreational activities such as boating, swimming, and fishing; economic activities such as tourism, commercial fishing, and
aquaculture; and
human welfare such as public anxiety over lost livelihoods. 1.4
Within Canada, maritime shipping is an important part of the economy, and increases in vessel traffic may bring a greater risk of oil spills that could damage the marine environment. Between 2007 and 2009, a total of about 4,160 pollution incidents from across Canada were reported to the Canadian Coast Guard, of which about 1,580 involved oil spills from ships. Although Canada has not experienced spills of the magnitude of the Exxon Valdez, the size of the spill is not the only important factor in determining the significance of a spill; where a spill occurs is also important.
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For example, smaller-scale spills can have important impacts, especially in ecologically sensitive areas.
1.5
Canadas ocean regions total more than 7.1 million square kilometresan area equivalent to about 78 percent of Canadas landmass. With the worlds longest coastline of about 244,000 kilometres, Canadas coastal waters are ecologically diverse and rich in marine resources, and include numerous species of fish, shellfish, seabirds, and mammals, which contribute to our economic, social, and environmental well-being. The consequences of a shipsource oil spill in some of these waters could be extremely serious. A good example is the fragile Arctic, where extreme cold and ice conditions, coupled with geographic isolation, may impede recovery from an oil spill for many years.
Arctic CouncilA high-level intergovernmental forum that provides a means for promoting cooperation, coordination, and interaction among the Arctic states on common Arctic issuesin particular, issues of sustainable development and environmental protection in the Arctic. Member states are Canada, Denmark (including Greenland and the Faroe Islands), Finland, Iceland, Norway, the Russian Federation, Sweden, and the United States of America.
The Arctic Council in 2009 published the Arctic Marine Shipping Assessment. The assessment highlighted that the Northwest Passage is not expected to become a viable transarctic route through 2020. Nonetheless, regional shipping within the Canadian Arctic (conducted for community resupply, natural resource development, or tourism) is anticipated to increase. The assessment noted that there is a general lack of marine infrastructure in the Arctic, including a lack of hydrographic, oceanographic, and meteorological data critical to safe navigation, and that, except in limited areas, there is a lack of emergency response capacity for pollution mitigation. The assessment also noted that there are serious limitations to communications and few systems to monitor or control the movement of ships. The assessment concluded that these deficiencies, coupled with the vastness and harshness of the environment, make conducting emergency responses significantly more difficult in the Arctic.
1.6 1.7
Hazardous and noxious substance According to the Protocol on Preparedness, Response and Co-operation to Pollution Incidents by Hazardous and Noxious Substances, a substance other than oil that, if introduced into the marine environment, is likely to create hazards to human health, to harm living resources and marine life, to damage amenities, or to interfere with other legitimate uses of the sea.
Chemical spills. Certain chemicals, referred to as hazardous and noxious substances, are also transported by ship within Canada. Similar to oil, these substances spilling into the marine environment can have significant impacts on both the environment and local coastal communities. Between 2007 and 2009, about 30 pollution incidents involving chemical spills from vessels were reported to the Canadian Coast Guard. Although spills involving hazardous and noxious substances are much less frequent than oil spills, according to Transport Canada, the volume of hazardous and noxious substances transported in Canadian waters poses a risk that an incident involving these substances could occur. Because many of the properties of hazardous and noxious substances are different from oil, response plans designed for oil spills are ineffective for these substances.
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Roles and responsibilities

1.8
Canada has a marine pollution preparedness and response system for ships that contains two equally important components: Canadas Marine Oil Spill Preparedness and Response Regime (which is regulated by Transport Canada), and the Government of Canadas operational response capacity, contained within the Canadian Coast Guard (part of Fisheries and Oceans Canada). Canadas Marine Oil Spill Preparedness and Response Regime. In 1989, in response to growing public concern following the Exxon Valdez spill, the federal government established the Public Review Panel on Tanker Safety and Marine Spills Response Capability. Following the Panels report in 1990 (Protecting our Waters: Final Report, known as the Brander-Smith Report), Canadas Marine Oil Spill Preparedness and Response Regime was established in 1995. The Regime, which deals with ship-source oil spills, was developed in partnership with industry and is based on the principle that polluters are responsible for paying for damages caused by a spill (known as the polluter pays principle). Industry plays a key role in the regime. South of 60 N latitude, industry funds four private response organizations that maintain the capacity to respond to spills of up to 10,000 tonnes. This capacity can be bolstered by transferring (also referred to as cascading) resources from across the country as needed. Response organizations are certified by Transport Canada to ensure that the capacity to respond to different sizes of ship-source oil spills is maintained (Exhibit 1.1). Approximately 4,000 arrangements are currently in place between ships and one or more of the four certified response organizations in Canada. There are no certified response organizations north of 60 N latitude (Exhibit 1.2).
1.9
1.10
Exhibit 1.1 Response time requirements for certified response organizations

Quantity of oil spill 150 tonnes 1,000 tonnes 2,500 tonnes 10,000 tonnes Response time requirements 6 hours (for equipment to be deployed on-site) 12 hours (for equipment to be deployed on-site) 18 hours (for equipment to be on-site) 72 hours (for equipment to be on-site)
Source: Marine Oil Spill Preparedness and Response Regime Report to Parliament, Transport Canada, 20042006
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Exhibit 1.2 Areas covered by certified response organizations
60N
Western Canada Marine Response Corporation
Eastern Canada Response Corporation
Atlantic Emergency Response Team

Source: Adapted from Marine Oil Spill Preparedness and Response Regime Report to Parliament, Transport Canada, 20042006
Point Tupper Marine Services
1.11
Transport Canada. Transport Canada is the lead regulatory agency for the Regime. The Department sets guidelines and establishes the regulatory framework for preparedness and response to ship-source oil spills and is responsible for ensuring that the appropriate level of preparedness is available to combat these spills in waters under Canadian jurisdiction. Transport Canada also certifies the private sector response organizations. Apart from the Regime, the Department is also responsible for setting guidelines and establishing the regulatory framework for ship-source spills of hazardous and noxious substances into Canadas marine environment. Transport Canada is also responsible for carrying out activities related to the prevention of pollution, such as inspections of Canadian and foreign ships in Canadian waters for compliance with environmental regulations and standards. This includes the inspection of all foreign tankers at first call and every 12 months thereafter as part of the Canadian tanker inspection program as per recommendations from the 1990 Brander-Smith Report. As well, the Department is the lead agency for decisions related to ships needing assistance and
1.12
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requesting a place of refuge (a place where a vessel in need of assistance can be taken for safety and to minimize the impact on the environment).
1.13
Canadian Coast Guard. Fisheries and Oceans Canadas Canadian Coast Guard is the lead federal agency responsible for ensuring an appropriate response to ship-source spills in Canada. The objectives of the Coast Guards Environmental Response Program are to minimize the environmental, economic, and public safety impacts of marine pollution incidents, including ship-source oil and chemical spills. The Coast Guard fulfills this role by acting as either
the federal monitoring officer, by monitoring the polluters
response to spills (in this case, the polluter must ensure that damage to Canadas marine environment is minimized and must respond directly or with the assistance of a certified response organization); or
the on-scene commander, by managing the response to spills. If
the polluter is unknown or is unwilling or unable to take on all or some response obligations; declines to continue the management of the response; or responds in a matter that, in the opinion of the Coast Guard, is inadequate, the Coast Guard assumes the management of the pollution incident. This can include the Coast Guard taking cleanup measures itself, or directing a vessel or any person to take actions the Coast Guard considers necessary to repair, remedy, minimize, or prevent pollution damage.
1.14
The Coast Guard may also act as a resource agency. For example, organizations such as provincial government ministries and offshore drilling operators may call on the Coast Guard to obtain their advice and/or equipment in the case of an oil spill.
To help fulfill its roles as on-scene commander and resource agency, the Canadian Coast Guard maintains depots of equipment at various locations across the country (Exhibit 1.3). We note that the Coast Guards preparedness costs are not directly paid by industry but rather are supported by the Government of Canada and mandated under the Oceans Act and the Canada Shipping Act, 2001. The Coast Guard can, however, recover costs incurred during an oil spill response operation from the owner of the ship responsible for the spill, Canadas Ship-source Oil Pollution Fund, or the International Oil Pollution Compensation Fund.
1.15
Environment Canada. Environment Canada is the federal authority for providing environmental advice during a ship-source oil or chemical spill. The Department is responsible for establishing and
1.16
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coordinating multi-stakeholder Regional Environmental Emergencies Teams (REET) composed of representatives from the federal, provincial, and territorial governments; industry; and other organizations in a region, such as Aboriginal groups. During a marine pollution incident, Environment Canada would support those involved by providing expert environmental advice directly, or through the Regional Environmental Emergencies Teams, particularly with respect to environmental priorities, resources at risk, and the most appropriate cleanup countermeasures. It would also provide advice on ways to reduce the impact on the environment, modelling of spill trajectories, marine weather warnings and forecasts, and the location of wildlife and sensitive ecosystems.
Exhibit 1.3 Location of Canadian Coast Guard equipment depots
Newfoundland and Labrador Region Pacific Region
Central and Arctic Region
Quebec Region
Maritimes Region
Source: Adapted from Canadian Coast Guard documentation
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Managing ship-source oil and chemical spills

1.17
Managing ship-source oil and chemical spills can be divided into the following phases: prevention, detection, preparedness, and response. Each phase is briefly described below. Prevention. Pollution prevention includes any activity geared toward eliminating or reducing ship-source oil and chemical spills, which includes the enactment and enforcement of relevant legislation and regulations. Regulations under the Canada Shipping Act, 2001 and the Arctic Waters Pollution Prevention Act set discharge limits for a variety of marine pollutants and require Canadian and foreign ships in Canadian waters to meet specified construction, equipment, reporting, and operational standards in order to prevent and control pollution. Likewise, the Migratory Birds Convention Act, 1994 prohibits discharges from vessels into waters frequented by migratory birds, while the Fisheries Act prohibits the deposit of deleterious or harmful substances into waters frequented by fish. Transport Canada and Environment Canada are responsible for ensuring that spills from ships are prevented by promoting and enforcing compliance with actions such as ship inspections and prosecution of offenders. Marine services can help improve the safety of marine transportation and prevent accidents and subsequent ship-source spills. For example, within the Canadian Coast Guard, Marine Communications and Traffic Services broadcasts information such as weather bulletins and ice information and regulates vessel traffic movement, which can reduce the probability of ships being involved in accidents. Another example of prevention is the requirement (since 1 January 2010) that tankers greater than 5,000 gross tonnes have a double hull, as per the International Maritime Organizations International Convention for the Prevention of Pollution from Ships. This design is considered to be more effective than single hull tankers in preventing pollution in the event of accidental grounding or collision.
1.18
1.19
Detection. Despite pollution prevention efforts, ship-source oil spills may occur. Internationally, aerial surveillance is widely adopted and considered to be an effective method for detecting oil spills. Transport Canada operates the National Aerial Surveillance Program for detecting oil spills at sea. Through partnership with Environment Canadas Canadian Ice Service, Transport Canada has created a Marine Aerial Reconnaissance Team. Since 2006, new technology allows Transport Canadas three surveillance aircraft to cover a much broader area than before, day or night, and in more challenging weather conditions.
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Preparedness. Having emergency management plans in place, informed by an up-to-date knowledge of risks regarding ship-source spills and supported by training, exercises, and appropriate spill response equipment, are important aspects of being prepared to respond to ship-source oil and chemical spills. Response. When a spill does occur, it is important to respond appropriately to minimize environmental and socio-economic impacts. Response activities can include containment and recovery of the pollutant, shoreline cleanup, and wildlife recovery, and can involve local communities, provincial governments, and international cooperation efforts. The specific response should be appropriate to the location, size, and nature of the incident. If necessary, environmental response equipment of certified response organizations and the Canadian Coast Guard may be transferred from across the country to respond to a marine pollution event, including oil spills from ships.
1.22
Focus of the audit

1.23
The audit focused on preparedness and response; we did not examine prevention or detection activities. We assessed whether Transport Canada, the Canadian Coast Guard, and Environment Canada have plans, systems, or protocols in place to prepare for and respond to ship-source oil and chemical spills. The three federal organizations were selected because of their roles and responsibilities in preparing for and responding to these types of spills. Other land- and marine-based sources of pollutants were not addressed in this audit. We did not examine preparedness and response activities related to offshore drilling, port authorities, or oil-handling facilities. More details about the audit objectives, scope, approach, and criteria are in About the Audit at the end of this chapter.
1.24
Observations and Recommendations

Preparing for ship-source oil spills
1.25
While the ideal is to prevent ship-source oil spills from occurring in the first place, the federal government needs to be prepared to react should a spill occur. The Emergency Management Act requires that all federal ministers identify the risks that are within or related to their areas of responsibility; prepare emergency management plans based on those risks; maintain, test, and implement those plans; and conduct training and exercises related to those plans. We examined
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whether Transport Canada, the Canadian Coast Guard, and Environment Canada were meeting these requirements in the Emergency Management Act.
Some risk assessments need updating
1.26
Risk assessments are important for determining the most likely location of potential ship-source oil spills, the likelihood of different sizes of spills occurring, and the potential impacts and consequences of spills. Risk assessments can provide the basis upon which appropriate prevention, mitigation, and preparedness measures can be planned. Conducting risk assessments and defining risk tolerance levels are also useful for informing decisions on the levels of resources required for responding to a spill (for example, spill response equipment) and where these resources should be located. Risk assessments also provide an opportunity for engaging local communities and informing them of the risks present in their environment resulting from oil shipments. Transport Canada and the Canadian Coast Guard have conducted risk assessments regarding ship-source oil spills. These include two conducted for Transport Canada: an oil spill risk assessment for the south coast of Newfoundland (2007) and a risk assessment study of oil transportation on the coast of British Columbia (2002). The Coast Guard also completed a risk assessment in 2000 as part of an analysis of response capacity in Canada and conducted an update on the probability of oil spills from tankers in 2002. A variety of factors were considered in these risk assessments, such as shipping patterns and trends, types and amounts of oil shipped, and the likelihood of spills. In addition, some of the Coast Guards regional emergency plans discuss risks. A good example of this planning is the Coast Guards Central and Arctic Region, which analyzed risks in the North to help determine where to locate spill response equipment. Transport Canada also conducts risk assessments as part of the Technical Review Process of Marine Terminal Systems and Transshipment Sites (TERMPOL Review Process). A voluntary process, TERMPOL examines risks and mitigation factors for proposed shipping activities in ports involved in the bulk carriage of oil, chemicals, or liquefied gas. In 2009, the international Arctic Council released the Arctic Marine Shipping Assessment. The assessment included an analysis of the potential impacts of shipping in Canadas Arctic. Both Transport Canada and the Canadian Coast Guard were involved in developing the assessment.
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An up-to-date and consistent baseline of risks is important for planning for emergencies, informing investment decisions regarding response equipment, and assessing whether the existing capacity of the oil spill response regime is appropriate. We found that while risk assessments related to ship-source oil spills have been conducted, the approaches to conducting these assessments have not been consistent or systematic, nor are there formal processes for ensuring that risks are being reassessed on an ongoing basis. As a result, the knowledge of risks for ship-source oil spills in Canada is not complete or up to date. Risk factors that can influence the likelihood and impact of ship-source oil spills may change over time. Such factors can include the implementation of preventative measures, changes in shipping patterns, changes in the types and amounts of oil shipped, trends related to shipping accidents and oil spills, and coastal developments. As a result, it is important that risk factors be reassessed on an ongoing basis and that emergency management plans be adjusted as required. Recommendation. Building on the risk assessments conducted to date, Transport Canada and the Canadian Coast Guard should conduct a risk assessment related to ship-source oil spills covering Canadas three coasts. The risk assessment should be conducted in consultation with Environment Canada and the shipping industry. Transport Canada and the Canadian Coast Guard should put in place processes so that risks are reviewed on an ongoing basis and the risk assessment is updated as required. The Canadian Coast Guard should ensure that the risk assessment considers the three roles that it plays (federal monitoring officer, on-scene commander, and resource agency).
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1.32
Environment Canadas response. Agreed. The Department will assist Transport Canada and the Canadian Coast Guard by providing scientific expertise and knowledge. Canadian Coast Guards response. Agreed. The Canadian Coast Guard will work with Transport Canada to establish a framework facilitating the undertaking of risk assessment related to ship-source oil spills off Canadas three coasts. Transport Canadas response. Agreed. Transport Canada has undertaken talks with the Canadian Coast Guard and Environment Canada with a view to reviewing Canadas national oil spill response regime. We will build on risk assessments of ship-source oil spill preparedness and response regimes of all Canadian waters, including
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the three coasts. Scoping of this risk assessment will commence this year and be completed by the end of 201112.
Emergency management plans are not all up to date
Ship-source oil spills will likely continue to occur and affect local environments and economies. Emergency plans are important for decision-making authorities in directing response efforts, outlining response procedures, and identifying requirements for equipment and training and exercises. Up-to-date plans facilitate coordinated responses aimed at mitigating and minimizing the impacts of oil spills. The Emergency Management Act requires that all federal ministers prepare emergency management plans within their respective areas of responsibility. We found that the departmental emergency management plans for the Canadian Coast Guard (1998) and Environment Canada (1999) are out of date.
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In June 2010, Transport Canada released a plan and a policy for preparedness and response in relation to Canadas Marine Oil Spill Preparedness and Response Regime. We found that Transport Canadas plan outlines roles and responsibilities of all parties in the event of a marine incident, including Transport Canada, the Canadian Coast Guard, Environment Canada, private sector certified response organizations, ships, and oil-handling facilities. The plans purpose is to establish the national preparedness capacity of Canadas Marine Oil Spill Preparedness and Response Regime. However, the plan does not contain information on the state and expected levels of the preparedness relative to risks, or on mechanisms to ensure an adequate response, and therefore the plan does not fulfill its own purpose, which is to establish Canadas national preparedness capacity. The Canadian Coast Guards emergency management plan (called the Marine Spills Contingency Plan) dates back to 1998. Since the release of this plan, significant legislative and administrative changes have occurred that are not reflected in the plan. For example, in December 2003, several sections of the Canada Shipping Act, 2001, including some policy and all regulatory responsibilities for pollution prevention, were transferred from Fisheries and Oceans Canada to Transport Canada. Other changes include revisions to the Canada Shipping Act in 2001 and the enactment of the Emergency Management Act in 2007.
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The Coast Guards plan defines the scope and framework within which it will operate to ensure a response to marine pollution incidents. However, it does not contain an up-to-date response model and related
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Major incidentAccording to the Canadian Coast Guard, a ship-source marine pollution incident that, due to its magnitude, complexity, and/or composition, has the potential to cause significant environmental, economic, public safety, and/or social impacts for which extraordinary coordination of resources and response efforts may be required.
procedures that would be used to manage the Coast Guards response to a major incident. Nor does the plan mention Public Safety Canada, which could play an important coordinating role in the event of a significant incident.
1.37
The various Coast Guard regions have also prepared emergency management plans. Some of these plans have been recently updated (Quebec in 2009 and Central and Arctic in 2008), while the remaining plans date back to 2004 or earlier (Newfoundland and Labrador, 2004; Maritimes, 2004; and Pacific, 2001). These plans are based on the Canadian Coast Guards 1998 plan, but because they have been updated at different times, they are not consistent across regions. Given the Canadian Coast Guards role as the lead responder to ship-source oil spills, the lack of an up-to-date national emergency management plan and model for responding to a major incident presents risks to the Coast Guards ability to effectively coordinate and oversee a response to a major incident. The Coast Guard recognizes that its plan needs updating and is developing a National Environmental Response Strategy that is expected to be in place by March 2011. The strategy is to be followed by the development of a national response policy and plan for directing its efforts, including those related to a major incident.
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1.39
Environment Canadas main responsibility related to ship-source oil spill response is to support the Canadian Coast Guard by providing advice received from Regional Environmental Emergencies Teams and by providing expert advice on potential risks and ecologically sensitive areas as well as key physical, biological, and cultural resources. The Departments environmental emergencies plan was released in 1999 and has not been updated since. The Departments regional emergency plans and plans for Regional Environmental Emergencies Teams vary by region in their format and content, and in the date they were last updated. Emergency management plans are evolving documents; as such, they require regular reviewing and updating to take into account policy; legislative, organizational, and technological changes; and experience and lessons learned from responding to incidents and conducting exercises. We note that in order to maintain their certification, response organizations are required to notify the Minister of Transport of all substantive changes to their emergency management plans immediately after they are made, and at least annually, to update their response plans.
1.40
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Recommendation. The Canadian Coast Guard and Environment Canada should update their national emergency management plans and review and update their regional emergency management plans as necessary.
Environment Canadas response. Agreed. The Department will update these plans after completing its Strategic Emergency Management Plan (SEMP). The SEMP will provide an overall framework for the review and update of all of the Departments emergency plans, including the national and regional environmental emergencies management plans. Canadian Coast Guards response. Agreed. The Canadian Coast Guard is currently developing its National Environmental Response Strategy. This Strategy will be supplemented by the development of a national response policy and associated plans for directing Canadian Coast Guard efforts, including those related to a major incident. The Canadian Coast Guard will establish a periodic review process to ensure its national and regional emergency management plans remain accurate and relevant.
1.42
Recommendation. To ensure that emergency management plans remain up to date, Transport Canada, the Canadian Coast Guard, and Environment Canada should establish processes for reviewing their national and regional plans on a regular basis and updating them as required (for example, due to changes in risks, legislation, roles and responsibilities, and/or lessons learned from significant incidents or exercises).
Environment Canadas response. Agreed. As part of the development of the Strategic Emergency Management Plan (SEMP), the Department will include a maintenance section for the SEMP , which will establish the process for its review/update as well as that of its referenced documents (emergency management plans, business continuity plans, etc.). Canadian Coast Guards response. Agreed. The Canadian Coast Guard will establish a periodic review process to ensure its national and regional emergency management plans remain accurate and relevant. Transport Canadas response. Agreed. Transport Canada recognizes the need for up-to-date emergency management plans and, to this end, in 2010, updated its Environmental Prevention and Response National Preparedness Plan. Transport Canada will build on its current practice by reviewing and updating this plan annually.
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The Canadian Coast Guard lacks a national approach to training, testing its plans, and maintaining its equipment
1.43 The Emergency Management Act requires that federal ministers conduct training and exercises as a means of testing their emergency management plans. Training and exercises are important for maintaining and testing readiness to respond to ship-source oil spills. Our examination focused on the Canadian Coast Guard, given its role as the federal governments lead responder. Factors such as the health and safety hazards that responders face when responding to an oil spill, the various techniques that can be adopted in cleaning up an oil spill (Exhibit 1.4), and the different types of equipment that can be used (booms, skimmers, absorbents, and treatment agents used to break down oil) make regular training and exercises important. 1.44
Training and exercises. The Canadian Coast Guard has committed to ensuring that its personnel dealing with ship-source oil spills are trained to function under a nationally consistent emergency management system. We found that training is being provided to Canadian Coast Guard personnel. However, the Coast Guard lacks an overall national training plan, and there are only two draft competency
Exhibit 1.4 Responders need to be familiar with the many techniques used to contain oil spills
Booms Float Water draught Contained Oil Skimming Brushes Weight
Dispersion Treatment agents break down oil Burning
Oil pumped to collection sump
Fire-retardant boom
Source: Adapted from BBC News documentation
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profiles in place (for the federal monitoring officer and on-scene commander). Both a national training plan and competency profiles for all environmental response positions are important for outlining basic training requirements that need to be provided across regions and for ensuring that a nationally consistent training program is being delivered. As a result, training is delivered on an ad hoc basis across regions. While training that is tailored to the needs of individual regions is important, it is also important that staff from across regions have the same basic training to ensure a consistent response in the case of a major spill that requires multiple regions to respond.
1.45
In response to a recent (2010) internal audit of its Environmental Response Program, the Canadian Coast Guard has committed to taking several actions to help ensure that its employees receive the required training and that course content remains pertinent. In particular, the Agency has committed to developing competency profiles for all of the environmental response positions and functions that would be required to respond to a major pollution incident, a national training plan that defines training requirements, and a process for monitoring implementation of this plan. The target date for completing these actions is 31 March 2012. Conducting exercises for responding to ship-source oil spills allows both government officials and other stakeholders, such as private sector certified response organizations, to test their response plans. Considered an essential element in the ongoing process of planning for ship-source oil spill response operations, these exercises allow for identifying gaps in responses, areas for improvement, and lessons learned. The exercises also foster continuous improvement and help organizations maintain their readiness for responding to oil spills. In the early 1990s, the Canadian Coast Guard developed a national exercise program that presented the principles, guidelines, and planning tools to be used in conducting oil spill response exercises. We note that the program has not been updated since it was first released. In March 2010, the Coast Guard conducted a table-top exercise designed to test its ability to respond to a major oil spill of national significance. This exercise involved headquarters as well as selected regional staff. The exercise identified important lessons learned, including the Agencys lack of a response model and related procedures for responding to a major oil spill.
1.46
Table-top exerciseA simulated paperbased exercise used to test the response capabilities of organizations.
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1.48
The Canadian Coast Guard also conducts exercises at the regional level, ranging from table-top exercises to on-the-ground exercises involving a variety of organizations. For example, it
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participates on an ad hoc basis in exercises conducted by certified response organizations and in more formal joint exercises with the United States Coast Guard. However, except for the March 2010 table-top exercise, we found no evidence that inter-regional exercises are taking place. Inter-regional exercises are useful for testing the procedures necessary for transferring resources from one region to the next, or in areas where a spill may involve more than one region (for example, the Gulf of St. Lawrence, which involves three different administrative Coast Guard regions).
1.49
While the Canadian Coast Guard is conducting and participating in regional ship-source oil spill response exercises, Coast Guard headquarters does not have a process for overseeing exercises and cannot provide assurance that the Agencys regions are following and implementing its national exercise program. Furthermore, we found that the conduct, frequency, and documentation of exercises involving the Coast Guard varies, ranging from official post-exercise evaluation reports to notes prepared by the individual participating in an exercise. A database established to capture and share lessons learned and recommendations resulting from exercises is also no longer being supported or used; as a result, there is no consistent or systematic documenting of exercises or sharing of lessons learned. Recommendation. The Canadian Coast Guard should update its program for conducting ship-source oil spill response exercises, including the type and frequency of exercises to be conducted (including inter-regional exercises), which organizations should be involved in the exercises, and requirements for documenting exercises. It should also establish procedures for ensuring that recommendations and lessons learned from these exercises are shared among regions and acted upon. Canadian Coast Guards response. Agreed. The Canadian Coast Guard is currently reviewing its program for response exercises, including ship-source oil response exercises, and will develop a revised exercise plan.
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1.51
Management of response equipment. Having a consistent approach to managing response equipment can help the Coast Guard answer important asset management questions such as how well its equipment is functioning, how much equipment is beyond its useful life and at risk of failing, when equipment needs to be replaced, and whether there are cost-effective alternatives to replacing aging equipment.
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1.52
To manage the life cycle of its oil spill response equipment, the Canadian Coast Guard relies on a system called the Integrated Response Capacity Management System. However, this system is not consistently used from region to region, and it has not been updated since the late 1990s. As a result, the Coast Guards life-cycle management of its equipment is not consistent, making current and reliable information on its equipment difficult to obtain. The Coast Guard recognizes that it needs to improve the management of its equipment. It has committed to implementing a nationally consistent life-cycle management approach, assessing its current inventory of equipment to determine if assets are appropriate, and developing an integrated investment plan. The Coast Guard has expressed concern that the age and condition of its oil spill response equipment is putting its preparedness and response capability at risk. For example, some equipment may no longer be fully functional and may not incorporate newer and potentially more effective cleanup technology. During our interviews and document reviews, Coast Guard staff raised a number of concerns about the investment in the Canadian Coast Guards equipment. For example, investment in equipment has been on an ad hoc regional basis and has been driven by the availability of funds rather than by a coordinated risk-based investment strategy.
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1.54
1.55
We note that in 2007, the Canadian Coast Guard received funding of about $2.3 million as part of Canadas Health of the Oceans Initiatives to purchase oil spill response equipment for various locations across Canadas North. The funding does not cover costs for operations and maintenance. Funding of $5 million was also provided to the Coast Guard as part of Canadas Economic Action Plan. This funding, along with $5 million of the Coast Guards own funding, is earmarked for the replacement of 30 existing pollution response barges for use in all regions. Delivery of these vessels is expected to be completed by 31 March 2011. In 2000, the Canadian Coast Guard completed an assessment of Canadas ship-source oil spill response capacity that identified gaps and duplication in oil spill response coverage; no update has been conducted since. Although it has concerns over the state of its equipment, due to the lack of current information on risks and a recent capacity analysis, the Coast Guard is not able to determine how much oil spill response equipment it should have. In addition, it
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cannot determine whether the capacity that exists in Canada to respond to ship-source oil spills is appropriate to address risks.
1.57
Recommendation. The Canadian Coast Guard should assess its response capacity, taking into account the capacity of the private sector, against risks related to ship-source oil spills. This information should be used by the Canadian Coast Guard to inform future investment decisions. Canadian Coast Guards response. Agreed. The risk assessments discussed in recommendation 1.32 will necessarily inform the Canadian Coast Guard assessment of its response capacity in the Atlantic, Pacific, and Arctic regions, taking into account the existing response capacity of the private sector. Hence, Coast Guard response capacity assessments will be informed by the Atlantic, Pacific, and Arctic risk assessments related to ship-source oil spills.
Procedures for verifying preparedness of the Canadian Coast Guard are not in place
1.58
As we note in paragraph 1.8, Canada has a marine pollution preparedness and response system for ships that contains two equally important components: Canadas Marine Oil Spill Preparedness and Response Regime (which includes the private sector certified response organizations regulated by Transport Canada), and the Government of Canadas operational response capacity, contained within the Canadian Coast Guard.
Transport Canada ensures that the certified response organizations maintain the capacity to respond to ship-source oil spills of up to 10,000 tonnes. In particular, Transport Canada reviews these organizations every three years as a means of certifying that they meet criteria set out in the Canada Shipping Act, 2001 and related response organization regulations. This includes ensuring these organizations have up-to-date response plans that describe in detail their procedures (including training and exercises), equipment, and resources that are in place to respond to ship-source oil spills.
1.59 1.60
Similar procedures and criteria for ensuring readiness are not in place for the federal government component of Canadas marine pollution preparedness and response systemnamely the Coast Guard. In our opinion, similar procedures should be applied as a means of providing assurance that the federal component of the oil spill response system is ready to respond in an effective manner when needed.
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1.61
Recommendation. In order to ensure the readiness of the Government of Canadas operational response capacity, the Canadian Coast Guard, with input from Transport Canada, should periodically verify its preparedness to respond to ship-source oil spills (based on predetermined procedures and criteria). Canadian Coast Guards response. Agreed. The Canadian Coast Guard will establish a periodic review process to verify its preparedness for ship-source oil spills. The risk assessments identified and discussed in recommendation 1.32 and the response capacity assessments identified in recommendation 1.57 will necessarily inform the Canadian Coast Guard verification of its level of preparedness for ship-source oil spills in the Atlantic, Pacific, and Arctic regions.
Responding to ship-source spills
1.62
When a ship-source spill occurs, it is important to respond appropriately to minimize environmental impacts. Monitoring and assessing responses to such spills are important for ensuring that responses are appropriate and effective. Treasury Board policies related to managing for results outlines the requirements for federal departments and agencies for monitoring and using performance information to support decisions on program management.
Responses to ship-source spills are poorly documented

1.63
Between 2007 and 2009, a total of about 4,160 pollution incidents involving spills of oil, chemicals, or other pollutants into Canadian waters were reported to the Canadian Coast Guard; about 2,000 were ship-source spills. These spills involved a variety of vessels, ranging from pleasure craft and fishing boats to barges, cargo vessels, and tankers. The remaining spills came from land-based sources (about 245), oil handling facilities (about 30), mystery sources (spills where the source could not be confirmedabout 1,630), and other sources (about 255). Pollution incidents are reported to the Canadian Coast Guard by a variety of sources, including the general public. Although they are reported as pollution incidents, in some cases they may not be caused by a spill. Rather, upon investigation, it may be determined that what was originally suspected to be pollution may in fact be something quite different (for example, pollen or algae). According to Coast Guard data, more than 75 percent of reported incidents occurred in Canadas marine environment. The Marine Pollution Incident Reporting System. As either federal monitoring officer or on-scene commander, the Canadian Coast Guard monitors or responds to ship-source oil spills to ensure an
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appropriate response takes place. In 2001, the Canadian Coast Guard implemented the Marine Pollution Incident Reporting System (MPIRS) to record and track marine pollution incidents and subsequent actions. We examined a random sample of 31 files from the system (from January 2007 to December 2009) to determine how the Coast Guard was monitoring and assessing responses to ship-source spills. Our sample was drawn from incidents that involved vessels and mystery sources and that required a mobilization of resources.
1.65
We found that the Canadian Coast Guards responses to these spills were poorly documented and that information contained in the MPIRS was incomplete and of questionable quality. For example, the MPIRS reports do not clearly indicate the level of effort spent by the Coast Guard in responding to spills, or the results of the response efforts, such as the estimated amount of oil recovered and the environmental impacts resulting from the spills. We also noted some significant variations from year to year in terms of the estimates of the volume of spills. We were informed that these anomalies may be due to individual incidents or input errors. However, there is no quality assurance program for the MPIRS, which may otherwise have found these errors. Conducting post-incident assessments, when appropriate, is useful for debriefing on how spill responses are conducted to identify problems encountered, lessons learned, and recommendations for improvement. Of the 31 files analyzed in our sample, none contained a post-incident assessment.
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1.67
Environment Canada is the federal authority for providing environmental advice during a ship-source oil or chemical spill. Of the files that we examined, Environment Canada was involved in more than half of the incidents, and it provided advice in all of these cases. We found that Environment Canada, when requested, provided advice either directly to the Canadian Coast Guard or through the Regional Environmental Emergencies Team. This included advice on topics such as shoreline characteristics; sensitive areas such as habitat, species, and infrastructure in the vicinity of a spill that could be affected; and spill trajectories. We found that there is no central repository where all pertinent information related to an incident, including environmental or socio-economic damages, is documented. For example, information on environmental impacts was often captured by Environment Canada and documented in its files; however, this information was rarely included in the Canadian Coast Guards files.
1.68
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1.69
The Canadian Coast Guards objectives regarding environmental response are to minimize the environmental, economic, and public safety impacts of marine pollution incidents, including ship-source oil spills. Incomplete and unreliable documentation on responses to ship-source spills affects the Canadian Coast Guards ability to know how well it is achieving its objectives. Limitations associated with the MPIRS also prevent the Coast Guard from conducting reliable trend analysis on ship-source spills, which in turn is important for conducting risk assessments and assessing the adequacy of equipment and capacity.
1.70
Recommendation. The Canadian Coast Guard should implement a quality assurance program for its Marine Pollution Incident Reporting System. The Coast Guard should also establish procedures so that the results of spill responses are consistently documented. The level of documentation on responses should be proportionate to the significance of the incident and, where applicable, contain information on contributions from other entities. Canadian Coast Guards response. Agreed. The Canadian Coast Guard will undertake a review to identify the required characteristics and parameters of a quality assurance program for its reporting systems for marine pollution incidents. The Coast Guard will strengthen its procedures so that the results of spill responses are consistently documented.
1.71
Incident response system. Using a common system for emergencies contributes to standard response and operational procedures, and a reduced potential for miscommunication when responding to incidents. Inconsistent use may be a concern in the event of a major ship-source spill where resources are shared among regions. The Canadian Coast Guard, certified response organizations, and other federal entities in Canada and the United States use response systems that are based on the Incident Command System, which was originally developed in the United States in the 1970s.
1.72
The Canadian Coast Guards system is called the Response Management System. Concerns have been raised by some stakeholders that the Response Management System could affect coordination of a response to a major spill that requires a multi-party response. Recommendation. The Canadian Coast Guard should review the differences between the Response Management System and Incident Command System, assess whether these differences could affect a multi-party response to a major spill, and address significant differences, if any.
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Canadian Coast Guards response. Agreed. The Canadian Coast Guard will endeavour to identify the differences between the Response Management System and Incident Command System. This will include whether these differences could affect a multi-party response to a major spill.
Preparing for ship-source chemical spills
1.74
Hazardous and noxious substances are regarded as a category of dangerous goods that comprises substances with dangerous properties. Hazardous and noxious substances are transported in bulk and in containers aboard ships, as well as by rail and in trucks. The multiple modes for transporting these chemicals, coupled with the wide variety and very large number of such substances, presents important policy challenges for the design of a response regime. This has been recognized both domestically and internationally with the separation of the two response regimesone dealing with oil and the other with hazardous and noxious substancesunder the International Maritime Organizations (IMO) International Convention on Oil Pollution Preparedness, Response and Co-operation.
There is no national regime for ship-source chemical spills

1.75
An emergency response regime for hazardous and noxious substances as well as for oil was recommended in the 1990 BranderSmith Report. Some 20 years later there is no regime in Canada for dealing with hazardous and noxious substances that clearly outlines roles and responsibilities, including those of federal government departments and agencies and industry.
1.76
In March 2000, the IMO adopted the Protocol on Preparedness, Response and Co-operation to Pollution Incidents by Hazardous and Noxious Substances. Parties to the Protocol are required to establish measures for dealing with pollution incidents involving hazardous and noxious substances. This includes a national system to be put in place, including a designated national authority, a national operational contact point, a national contingency plan, as well as a minimum level of response equipment, communications plans, and regular training and exercises. The Protocol entered into force on 14 June 2007 after ratification by at least 15 IMO member states. Canada has not ratified the Protocol. Transport Canada is responsible for developing the regime for hazardous and noxious substances. In our opinion, such a regime is important so that the entities who would typically be involved in responding to a spillsuch as ports, private chemical response
1.77
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companies, local fire departments, and the Canadian Coast Guard know what role they would play. Better understanding their respective roles will allow them to make better and more informed decisions regarding (among other things) training, exercises, and equipment investments. Transport Canada officials told us that they have been consulting with various stakeholders on developing a Canadian regime and ratifying the Protocol on hazardous and noxious substances; the Department is planning to have the regime in place by 2013. In the interim, Canada lacks a formal framework for responding to ship-source chemical spills including clear roles and responsibilities.
1.78
Officials from Transport Canada informed us that one of the challenges they face in establishing a regime is that the data on the type and quantity of hazardous and noxious substances transported by ship is not at a level of detail appropriate for the Departments needs. Recommendation. In order to facilitate the development of a hazardous and noxious substance regime in Canada, Transport Canada should take the necessary steps to ensure that it has adequate data on the type and quantity of hazardous and noxious substances transported by ship in Canada.
1.79
Transport Canadas response. Agreed. Transport Canada will work with key departments and agencies (including the Canada Border Services Agency, Statistics Canada, and the Canadian Coast Guard) to develop the necessary procedures and systems so emergency responders have access to near real-time information for all hazardous and noxious products transported by ships in Canadian waters. Considering that the Canada Border Services Agency and the Canadian Coast Guard already have systems and procedures in place for obtaining vessel cargo manifest and data, Transport Canada will initiate discussions no later than the spring of 2011 and seek their collaboration to adapt the data and make it available for the proposed Marine Hazardous and Noxious Substances Incident Preparedness and Response Regime.
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Conclusion
1.80
We examined whether Transport Canada, the Canadian Coast Guard, and Environment Canada have taken reasonable actions to prepare for and respond to pollution incidents caused by ship-source oil and chemical spills in Canadas Arctic, Pacific, and Atlantic Ocean waters, and the Gulf of St. Lawrence. We found that, while Transport Canada and the Canadian Coast Guard have done risk assessments related to ship-source oil spills, the approaches to conducting these assessments have not been consistent or systematic, nor are there formal processes for ensuring that risks are being reassessed on an ongoing basis. As a result, the knowledge of risks in Canada regarding ship-source oil spills, which is important for emergency planning, is neither complete nor up to date. Furthermore, the emergency management plans of the Canadian Coast Guard and Environment Canada, which are important federal players when responding to ship-source oil spills, are not all up to date. While the Canadian Coast Guard is delivering training and conducting exercises for dealing with ship-source oil spills, it does not have the systems necessary to ensure that its training and exercise programs are being delivered in a nationally consistent manner.
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1.83
The Canadian Coast Guard, the lead federal agency for responding to ship-source oil spills, has not conducted an assessment of its ship-source oil spill response capacity since 2000. While concerns have been raised regarding the state of the Coast Guards oil spill response equipment, given the lack of recent capacity analyses and the lack of up-to-date knowledge on risks, the Coast Guard does not know if its ship-source oil spill response capacity is appropriate to address those risks. Transport Canada assesses private sector certified response organizations to ensure that they meet criteria set out in the Canada Shipping Act, 2001. This includes verifying that these organizations have (among other things) up-to-date emergency management plans, adequate training and exercises, and the equipment necessary to respond to ship-source oil spills of up to 10,000 tonnes. Similar procedures do not exist for ensuring the Canadian Coast Guards readiness to respond to spills. The Coast Guard lacks complete and reliable documentation on responses to ship-source oil spills, which affects its ability to know how well it is achieving its objectives of minimizing the environmental,
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1.85
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economic, and public safety impacts of marine pollution incidents. Limitations associated with the system the Coast Guard has in place to track oil spills also prevents it from conducting reliable trend analysis on ship-source oil spills in Canada.
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Recommendations were made by a public review panel to the federal government 20 years ago to put in place a national regime to deal with ship-source spills involving hazardous and noxious substances. Such a regime is not yet in place and is not expected to be implemented before 2013. In the meantime, Canada lacks a formal framework for responding to chemical spills, including clear roles and responsibilities.
We have identified a number of important gapsranging from emergency planning to documenting spill responses. Overall, we conclude that these gaps need to be filled by the federal government in order to provide assurance that its planning, systems, and procedures are reasonably supporting preparedness and response efforts regarding ship-source oil and chemical spills in Canadas marine environment.
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About the Audit

All of the audit work in this chapter was conducted in accordance with the standards for assurance engagements set by The Canadian Institute of Chartered Accountants. While the Office adopts these standards as the minimum requirement for our audits, we also draw upon the standards and practices of other disciplines.
Objectives
The objective of the audit was to determine whether Transport Canada, the Canadian Coast Guard (Fisheries and Oceans Canada), and Environment Canada have taken reasonable actions to implement legislated and other measures to prepare for and respond to pollution from ships in Canadas marine environment. In support of this objective, the two sub-objectives for the audit are
to determine whether Transport Canada, the Canadian Coast Guard, and Environment Canada have plans, systems, or protocols to prepare to respond to ship-source spills, including having appropriate emergency plans and the capacity to respond to ship-source spills involving oil and hazardous substances; and to determine whether Transport Canada, the Canadian Coast Guard, and Environment Canada have assessed the responses to ship-source spills, including ship-source spills involving oil and hazardous substances.
Scope and approach
The audit examined the federal governments management of pollution incidents caused by oil and hazardous and noxious substances in Canadas Atlantic, Pacific, and Arctic Ocean waters and the Gulf of St. Lawrence. The focus of the audit was on the federal governments responsibilities in these areas, as defined by the Canada Shipping Act, 2001, the Arctic Waters Pollution Prevention Act, the Migratory Birds Convention Act, 1994, the Emergency Management Act, and their relevant regulations. This legislation also incorporates Canadas obligations under various international agreements, including the International Convention for the Prevention of Pollution from Ships and the International Convention on Oil Pollution Preparedness, Response and Co-operation. The majority of the work was conducted through interviews with entity officials and other stakeholders, as well as a review of relevant documentation. In carrying out the audit, the team met with headquarters staff and visited regional offices in order to conduct interviews and collect documentation as needed. A sample of ship-source pollution incidents occurring in the marine environment was examined to assess how responses to incidents were being monitored and assessed. Incidents were selected between January 2007 and December 2009 and involved vessels or mystery sources (incidents where the source could not be confirmed); incidents from land-based sources, oil handling facilities, and other sources were excluded. Selection of this sample was based on information contained in the Canadian Coast Guards Marine Pollution Incident Reporting System.
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Criteria
To determine whether Transport Canada, the Canadian Coast Guard, and Environment Canada have plans, systems, or protocols to prepare to respond to ship-source spills, including having appropriate emergency plans and the capacity to respond to ship-source spills involving oil and hazardous substances, we used the following criteria: Criteria Transport Canada, the Canadian Coast Guard, and Environment Canada have appropriate emergency plans for responding to ship-source oil and chemical spills. Sources Emergency Management Act, section 6(1) (2) Canada Shipping Act, 2001 Arctic Waters Pollution Prevention Act 1973 Cabinet Directive 1175-73RD on environmental emergencies International Convention for the Prevention of Pollution from Ships, International Maritime Organization, 1973 International Convention on Oil Pollution Preparedness, Response and Co-operation, International Maritime Organization, 1990 Our Waters, Our Future: Sustainable Development Strategy 20072009 (Outcome B.1), Fisheries and Oceans Canada, 2006 Transport Canada, the Canadian Coast Guard, and Environment Canada assess the adequacy of their emergency response plans. Emergency Management Act, section 6(1) (2) Canada Shipping Act, 2001 Arctic Waters Pollution Prevention Act 1973 Cabinet Directive 1175-73RD on environmental emergencies International Convention for the Prevention of Pollution from Ships, International Maritime Organization, 1973 International Convention on Oil Pollution Preparedness, Response and Co-operation, International Maritime Organization, 1990 Our Waters, Our Future: Sustainable Development Strategy 20072009 (Outcome B.1), Fisheries and Oceans Canada, 2006 To determine whether Transport Canada, the Canadian Coast Guard, and Environment Canada have assessed the responses to ship-source spills, including ship-source spills involving oil and hazardous substances, we used the following criteria: Criteria The Canadian Coast Guard and Environment Canada monitor polluter-led responses to ship-source oil and chemical spills, including the response of certified response organizations. Transport Canada, the Canadian Coast Guard, and Environment Canada assess the adequacy of the response to ship-source oil and chemical spills. Sources Canada Shipping Act, 2001, section 180 Migratory Birds Convention Act, 1994, section 5.1 Canada Shipping Act, 2001, section 180 Policy on Management, Resources and Results Structures (section 5.2.1, Managing for Results), Treasury Board of Canada Secretariat, 2008
Management reviewed and accepted the suitability of the criteria used in the audit.
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Period covered by the audit
This audit covers the period from January 2007 to the end of May 2010. Audit work for this chapter was substantially completed on 30 June 2010.
Audit team
Principal: James McKenzie Director: Francine Richard Lawrence Ayagiba Tanya Burger Stephanie Kalt Leslie Lapp Carolle Mathieu David Normand Jacqueline Ntalikure Jean-Marie Rulinda For information, please contact Communications at 613-995-3708 or 1-888-761-5953 (toll-free).
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Appendix
List of recommendations
The following is a list of recommendations found in Chapter 1. The number in front of the recommendation indicates the paragraph number where it appears in the chapter. The numbers in parentheses indicate the paragraph numbers where the topic is discussed.
Recommendation
Preparing for ship-source oil spills 1.32
Response
Building on the risk assessments conducted to date, Transport Canada and the Canadian Coast Guard should conduct a risk assessment related to ship-source oil spills covering Canadas three coasts. The risk assessment should be conducted in consultation with Environment Canada and the shipping industry. Transport Canada and the Canadian Coast Guard should put in place processes so that risks are reviewed on an ongoing basis and the risk assessment is updated as required. The Canadian Coast Guard should ensure that the risk assessment considers the three roles that it plays (federal monitoring officer, on-scene commander, and resource agency). (1.261.31)
Environment Canadas response. Agreed. The Department will assist Transport Canada and the Canadian Coast Guard by providing scientific expertise and knowledge. Canadian Coast Guards response. Agreed. The Canadian Coast Guard will work with Transport Canada to establish a framework facilitating the undertaking of risk assessment related to ship-source oil spills off Canadas three coasts. Transport Canadas response. Agreed. Transport Canada has undertaken talks with the Canadian Coast Guard and Environment Canada with a view to reviewing Canadas national oil spill response regime. We will build on risk assessments of ship-source oil spill preparedness and response regimes of all Canadian waters, including the three coasts. Scoping of this risk assessment will commence this year and be completed by the end of 201112.
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Recommendation
1.41
Response Environment Canadas response. Agreed. The Department will update these plans after completing its Strategic Emergency Management Plan (SEMP). The SEMP will provide an overall framework for the review and update of all of the Departments emergency plans, including the national and regional environmental emergencies management plans. Canadian Coast Guards response. Agreed. The Canadian Coast Guard is currently developing its National Environmental Response Strategy. This Strategy will be supplemented by the development of a national response policy and associated plans for directing Canadian Coast Guard efforts, including those related to a major incident. The Canadian Coast Guard will establish a periodic review process to ensure its national and regional emergency management plans remain accurate and relevant.
The Canadian Coast Guard and Environment Canada should update their national emergency management plans and review and update their regional emergency management plans as necessary. (1.331.40)
1.42
To ensure that emergency management plans remain up to date, Transport Canada, the Canadian Coast Guard, and Environment Canada should establish processes for reviewing their national and regional plans on a regular basis and updating them as required (for example, due to changes in risks, legislation, roles and responsibilities, and/or lessons learned from significant incidents or exercises). (1.331.40)
Environment Canadas response. Agreed. As part of the development of the Strategic Emergency Management Plan (SEMP), the Department will include a maintenance section for the SEMP , which will establish the process for its review/update as well as that of its referenced documents (emergency management plans, business continuity plans, etc.). Canadian Coast Guards response. Agreed. The Canadian Coast Guard will establish a periodic review process to ensure its national and regional emergency management plans remain accurate and relevant. Transport Canadas response. Agreed. Transport Canada recognizes the need for up-to-date emergency management plans and, to this end, in 2010, updated its Environmental Prevention and Response National Preparedness Plan. Transport Canada will build on its current practice by reviewing and updating this plan annually.
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Recommendation
1.50
Response Canadian Coast Guards response. Agreed. The Canadian Coast Guard is currently reviewing its program for response exercises, including ship-source oil response exercises, and will develop a revised exercise plan.
The Canadian Coast Guard should update its program for conducting ship-source oil spill response exercises, including the type and frequency of exercises to be conducted (including inter-regional exercises), which organizations should be involved in the exercises, and requirements for documenting exercises. It should also establish procedures for ensuring that recommendations and lessons learned from these exercises are shared among regions and acted upon. (1.431.49) The Canadian Coast Guard should assess its response capacity, taking into account the capacity of the private sector, against risks related to ship-source oil spills. This information should be used by the Canadian Coast Guard to inform future investment decisions. (1.511.56) In order to ensure the readiness of the Government of Canadas operational response capacity, the Canadian Coast Guard, with input from Transport Canada, should periodically verify its preparedness to respond to ship-source oil spills (based on predetermined procedures and criteria). (1.581.60)
1.57
Canadian Coast Guards response. Agreed. The risk assessments discussed in recommendation 1.32 will necessarily inform the Canadian Coast Guard assessment of its response capacity in the Atlantic, Pacific, and Arctic regions, taking into account the existing response capacity of the private sector. Hence, Coast Guard response capacity assessments will be informed by the Atlantic, Pacific, and Arctic risk assessments related to ship-source oil spills. Canadian Coast Guards response. Agreed. The Canadian Coast Guard will establish a periodic review process to verify its preparedness for ship-source oil spills. The risk assessments identified and discussed in recommendation 1.32 and the response capacity assessments identified in recommendation 1.57 will necessarily inform the Canadian Coast Guard verification of its level of preparedness for ship-source oil spills in the Atlantic, Pacific, and Arctic regions.
1.61
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Recommendation
Responding to ship-source spills 1.70
Response
The Canadian Coast Guard should implement a quality assurance program for its Marine Pollution Incident Reporting System. The Coast Guard should also establish procedures so that the results of spill responses are consistently documented. The level of documentation on responses should be proportionate to the significance of the incident and, where applicable, contain information on contributions from other entities. (1.631.69) The Canadian Coast Guard should review the differences between the Response Management System and Incident Command System, assess whether these differences could affect a multi-party response to a major spill, and address significant differences, if any. (1.711.72)
Canadian Coast Guards response. Agreed. The Canadian Coast Guard will undertake a review to identify the required characteristics and parameters of a quality assurance program for its reporting systems for marine pollution incidents. The Coast Guard will strengthen its procedures so that the results of spill responses are consistently documented.
1.73
Canadian Coast Guards response. Agreed. The Canadian Coast Guard will endeavour to identify the differences between the Response Management System and Incident Command System. This will include whether these differences could affect a multi-party response to a major spill.
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Recommendation
Preparing for ship-source chemical spills 1.79
Response
In order to facilitate the development of a hazardous and noxious substance regime in Canada, Transport Canada should take the necessary steps to ensure that it has adequate data on the type and quantity of hazardous and noxious substances transported by ship in Canada. (1.751.78)
Transport Canadas response. Agreed. Transport Canada will work with key departments and agencies (including the Canada Border Services Agency, Statistics Canada, and the Canadian Coast Guard) to develop the necessary procedures and systems so emergency responders have access to near real-time information for all hazardous and noxious products transported by ships in Canadian waters. Considering that the Canada Border Services Agency and the Canadian Coast Guard already have systems and procedures in place for obtaining vessel cargo manifest and data, Transport Canada will initiate discussions no later than the spring of 2011 and seek their collaboration to adapt the data and make it available for the proposed Marine Hazardous and Noxious Substances Incident Preparedness and Response Regime.
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Report of the Commissioner of the Environment and Sustainable Development to the House of CommonsFall 2010
Main Table of Contents

The Commissioners Perspective Main PointsChapters 1 to 3 Appendix Chapter 1 Chapter 2 Chapter 3 Chapter 4 Oil Spills from Ships Monitoring Water Resources Adapting to Climate Impacts Environmental Petitions
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2010
Rapport du
commissaire lenvironnement et au dveloppement durable

la Chambre des communes
AUTOMNE
Chapitre 1
Les dversements de ptrole provenant de navires
Bureau du vrificateur gnral du Canada
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Le Rapport dautomne 2010 du commissaire lenvironnement et au dveloppement durable comporte le point de vue du commissaire, les points saillants des chapitres, une annexe ainsi que quatre chapitres. La table des matires principale du Rapport se trouve la fin du prsent document.
Dans le prsent Rapport, le genre masculin est utilis sans aucune discrimination et uniquement dans le but dallger le texte.
Le Rapport est galement diffus sur notre site Web ladresse www.oag-bvg.gc.ca. Pour obtenir des exemplaires de ce rapport et dautres publications du Bureau du vrificateur gnral, adressez-vous au : Bureau du vrificateur gnral du Canada 240, rue Sparks, arrt 10-1 Ottawa (Ontario) K1A 0G6 Tlphone : 613-952-0213, poste 5000, ou 1-888-761-5953 Tlcopieur : 613-943-5485 Numro pour les malentendants (ATS seulement) : 613-954-8042 Courriel : distribution@oag-bvg.gc.ca This document is also available in English. Ministre des Travaux publics et des Services gouvernementaux du Canada 2010 No de catalogue FA1-2/2010-1F-PDF ISBN 978-1-100-96012-8 ISSN 1495-0790
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Chapitre
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Table des matires

Points saillants Introduction
Rpercussions des dversements dhydrocarbures et de produits chimiques Rles et responsabilits Gestion des dversements dhydrocarbures et de produits chimiques provenant de navires Objet de la vrification
1 5 5 7 12 14 14 14 14 17 20 25 26 27 30 30 32 34
Observations et recommandations
Prparation aux dversements dhydrocarbures provenant de navires
Certaines valuations de risques doivent tre mises jour Les plans de gestion des urgences ne sont pas tous jour La Garde ctire canadienne na pas adopt dapproche nationale pour la formation de son personnel, la mise lessai de ses plans et lentretien de son quipement Il ny a aucun processus permettant de vrifier ltat de prparation de la Garde ctire canadienne
Intervention lors de dversements provenant de navires

Les interventions lors de dversements provenant de navires sont mal documentes
Prparation aux dversements de produits chimiques provenant de navires

Il ny a aucun rgime national pour les dversements de produits chimiques provenant de navires
Conclusion propos de la vrification Annexe

Tableau des recommandations
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Points saillants
Objet
Selon la lgislation fdrale et divers accords internationaux, le gouvernement fdral est responsable de mettre en uvre des mesures pour prvenir les dversements provenant de navires dans le milieu marin du Canada, dtecter ces dversements et tre prt intervenir lorsquils se produisent. Transports Canada tablit les lignes directrices et le cadre de rglementation en matire de prparation et dintervention en cas de dversement provenant dun navire. Il certifie galement les organismes dintervention du secteur priv. La Garde ctire canadienne est le principal organisme fdral responsable de lintervention en cas de dversement; elle est charge de veiller ce quune intervention adquate soit ralise. Environnement Canada est lorganisme fdral charg de fournir des conseils environnementaux lorsquun dversement se produit. Entre 2007 et 2009, quelque 4 160 incidents de pollution dans les eaux canadiennes, comportant des dversements de ptrole, de produits chimiques ou dautres polluants, ont t signals la Garde ctire canadienne. Environ 2 000 de ces incidents impliquaient des navires de divers types, allant de bateaux de plaisance et de pche aux barges, navires de charge et ptroliers. Nous avons examin comment le gouvernement fdral a gr les dversements de ptrole et de produits chimiques provenant de navires dans les eaux canadiennes de lArctique, du Pacifique et de lAtlantique, et dans le golfe du Saint-Laurent. Plus prcisment, nous avons tent de dterminer si Transports Canada, la Garde ctire canadienne et Environnement Canada taient prts ragir un dversement de ce genre. Nous avons aussi examin comment les trois organismes assurent un suivi des interventions aprs un dversement et comment ils les valuent. La prsente vrification a port sur les dversements de ptrole et de produits chimiques provenant de navires, lexclusion des autres sources terrestres et marines de pollution. Les travaux de vrification dont il est question dans le prsent chapitre ont t pour lessentiel termins le 30 juin 2010.
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LES DVERSEMENTS DE PTROLE PROVENANT DE NAVIRES
Pertinence
Baign par trois grands ocans, le Canada possde le plus long littoral au monde. Il gre des rgions ocaniques dont la superficie excde 7,1 millions de km2, soit un territoire quivalant environ 78 % de sa masse terrestre. Les rgions ocaniques du Canada occupent une place trs importante dans lconomie nationale en procurant des emplois et un mode de vie quelque sept millions de personnes. Les ocans sont indispensables maintes activits, y compris laquaculture et les pches, le tourisme et les loisirs, la navigation et le transport, de mme que lexploitation du ptrole et du gaz et lexploration minire en haute mer. Les ocans sont lhabitat dune faune varie, notamment de nombreuses espces de poissons, de mollusques et de crustacs, doiseaux et de mammifres marins, qui contribuent tous au bien-tre conomique, social et environnemental des Canadiens. Les dversements de polluants provenant des navires, tels le ptrole et dautres substances dangereuses, comptent parmi plusieurs sources de pollution marine.
Constatations
Transports Canada et la Garde ctire canadienne ont effectu des valuations des risques lis aux dversements de ptrole provenant de navires, mais ils nont pas appliqu dapproche uniforme ou systmatique, ni mis en place de processus pour faire en sorte que les risques soient rvalus de faon continue. Il en rsulte quau Canada, la connaissance des risques que posent les dversements provenant de navires, qui est importante pour planifier des interventions judicieuses en cas durgence, nest ni complte, ni jour. De plus, les plans de gestion des urgences de la Garde ctire canadienne et dEnvironnement Canada, deux intervenants de premier plan dans le systme fdral dintervention en cas de dversement de ptrole, ne sont pas tous jour. Transports Canada vrifie si les organismes dintervention certifis du secteur priv sont toujours en mesure de ragir en cas de dversement. Pour ce faire, le Ministre doit notamment sassurer que ces organismes possdent des plans de gestion des urgences jour, offrent une formation et des exercices adquats et possdent lquipement ncessaire pour intervenir lors de dversements de ptrole, provenant de navires, qui peuvent atteindre 10 000 tonnes. Il nexiste pas de telles procdures pour vrifier ltat de prparation de la Garde ctire canadienne. Autrement dit, il nexiste actuellement aucun processus permettant dobtenir lassurance que la composante fdrale du systme dintervention en cas de dversement de ptrole est en mesure dintervenir efficacement.
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La Garde ctire na pas fait dvaluation exhaustive de sa capacit dintervention depuis 2000. Comme elle ne dispose pas danalyse rcente de sa capacit ni dinformation jour sur les risques, la Garde ctire ne peut dterminer la quantit dquipement dintervention dont elle devrait disposer pour faire face aux dversements de ptrole ni tablir si sa capacit est suffisante en regard des risques. Les rsultats des mesures dintervention de la Garde ctire quil sagisse de dfinir les sources de pollution ou de procder un nettoyage complet sont mal documents. Le systme utilis par la Garde ctire pour consigner linformation sur les dversements de ptrole et les autres incidents de pollution marine comporte aussi des lacunes. Pour ces raisons, la Garde ctire ne peut effectuer danalyses fiables des tendances en matire de dversements ni tablir dans quelle mesure elle atteint ses objectifs visant rduire au maximum les rpercussions des incidents de pollution marine sur lenvironnement, lconomie et la scurit publique. Un comit dexamen public a recommand, il y a 20 ans, que le gouvernement fdral mette sur pied un rgime national pour grer les dversements de produits chimiques provenant de navires. Un tel rgime nest toujours pas en place, et lon ne sattend pas ce quil le soit avant 2013. Entre-temps, le Canada ne dispose daucun cadre officiel assorti de rles et de responsabilits bien dfinis pour ragir aux dversements de produits chimiques.
Raction des ministres et de lorganisme Les ministres et lorganisme acceptent toutes nos recommandations. Une rponse dtaille suit chacune des recommandations du chapitre.
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Introduction
Rpercussions des dversements dhydrocarbures et de produits chimiques
1.1
* Dans le prsent chapitre, le terme hydrocarbures est utilis pour dsigner le ptrole et les drivs du ptrole qui sont transports par navire et peuvent faire lobjet de dversements
Dversements dhydrocarbures* Les dversements dhydrocarbures en mer par les navires peuvent avoir des rpercussions importantes, tant sur lenvironnement que sur les collectivits ctires. Des dversements peuvent se produire la suite daccidents, de manuvres ou de rejets intentionnels de dchets dhydrocarbures dans leau. Parmi les navires et vaisseaux pouvant tre associs des dversements, mentionnons les ptroliers, les vraquiers, les barges, les bateaux de pche et les embarcations de plaisance.
1.2
Tonne Lquivalent denviron 1 100 litres ou denviron 7 barils de ptrole (selon le type et la densit du ptrole).
Les dversements peuvent aller de grandes quantits dhydrocarbures dverses par des ptroliers des rejets accidentels dhuile et de carburant de moindre volume produits par de petites embarcations dans les marinas. Les accidents impliquant des ptroliers ont donn lieu certains des plus graves dversements. Parmi ceux-ci, mentionnons celui du Prestige (63 000 tonnes de mazout lourd; accident survenu en Espagne, en 2002), de lErika (20 000 tonnes de mazout lourd; accident survenu en France, en 1999) et de lExxon Valdez (41 000 tonnes de ptrole brut; accident survenu en Alaska, en 1989). Bien quil nait pas connu de dversement de lampleur de celui de lExxon Valdez, le Canada a tout de mme dj fait lexprience de dversements dhydrocarbures provenant de navires, par exemple celui de lArrow (10 000 tonnes de combustible de soute; accident survenu en Nouvelle-cosse, en 1970), du Golden Robin (400 tonnes de combustible de soute; accident survenu dans la Baie-des-Chaleurs, au Qubec, en 1974) et du Kurdistan (8 000 tonnes de combustible de soute; accident survenu dans le dtroit de Cabot, entre lle du Cap-Breton et Terre-Neuve, en 1979). Les dversements dhydrocarbures provenant de navires peuvent avoir des rpercussions immdiates ainsi que des rpercussions long terme sur :
la vie marine (p. ex. les oiseaux de mer et les baleines) et
1.3
les habitats (p. ex. les terres humides et les marais);

les activits rcratives comme la navigation de plaisance,
la natation et la pche;
les activits conomiques comme le tourisme, la pche
commerciale et laquaculture;
le bien-tre des personnes, en provoquant par exemple de
lanxit en raison de la perte de moyens de subsistance.

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1.4
Au Canada, le transport maritime reprsente un secteur important de lconomie, et laugmentation du trafic maritime peut se traduire par un accroissement des risques de dversements dhydrocarbures susceptibles dentaner une dgradation du milieu marin. Entre 2007 et 2009, quelque 4 160 incidents de pollution, survenus dun bout lautre du pays, ont t signals la Garde ctire canadienne; de ce nombre, environ 1 580 taient des dversements dhydrocarbures provenant de navires. Le Canada na pas subi de dversement de lampleur de celui de lExxon Valdez, mais la taille dun dversement ne constitue pas le seul facteur dont il faut tenir compte pour dterminer son degr de gravit. Lendroit o se produit le dversement est galement un facteur dterminant. Par exemple, les dversements de moindre envergure peuvent avoir de graves consquences, surtout dans les zones fragiles du point de vue cologique. Les rgions ocaniques canadiennes reprsentent plus de 7,1 millions de kilomtres carrs, ce qui correspond prs de 78 % de la masse terrestre du pays. Le littoral du Canada, qui couvre environ 244 000 kilomtres, est le plus long au monde. Ses eaux ctires sont trs diversifies du point de vue cologique et sont riches en ressources marines; elles renferment de nombreuses espces de poissons, de mollusques et de crustacs, doiseaux et de mammifres marins qui contribuent au bien-tre conomique, social et environnemental des Canadiens. Les rpercussions dun dversement dhydrocarbures par un navire dans certaines de ces eaux pourraient se rvler extrmement graves. Cest le cas, par exemple, dans un environnement fragile comme lArctique, o des facteurs comme le froid extrme et les conditions de glace, combins lisolement gographique, pourraient retarder de plusieurs annes le rtablissement du milieu naturel la suite dun dversement dhydrocarbures. En 2009, le Conseil de lArctique a publi une tude intitule valuation de la navigation maritime dans lArctique. Dans cette tude, le Conseil soulignait que lon ne sattendait pas ce que le passage du Nord-Ouest devienne une route transarctique viable avant 2020. Nanmoins, on prvoit que la navigation maritime rgionale dans lArctique canadien (pour le ravitaillement des collectivits, lexploitation des ressources naturelles et le tourisme) va sintensifier. Lvaluation a fait ressortir linsuffisance gnrale dinfrastructures maritimes dans lArctique, y compris le manque de donnes hydrographiques, ocanographiques et mtorologiques essentielles pour assurer la scurit de la navigation. Le Conseil a aussi indiqu que, sauf dans quelques endroits, la capacit dintervention durgence pour attnuer les effets de la pollution faisait dfaut. De plus, il a soulign,
1.5
Conseil de lArctique Le Conseil de lArctique est une tribune intergouvernementale de haut niveau qui a pour mandat de favoriser la collaboration, la coordination et linteraction entre les tats de la rgion arctique sur des questions dintrt commun, notamment le dveloppement durable et la protection de lenvironnement dans lArctique. Les tats membres du Conseil sont le Canada, le Danemark (y compris le Groenland et les les Fro), la Finlande, lIslande, la Norvge, la Fdration de Russie, la Sude et les tats-Unis dAmrique.
1.6
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dans le cadre de cette tude, que les communications taient trs limites et quil y avaient peu de systmes de surveillance ou de contrle des mouvements de navires. Enfin, le Conseil a conclu que ces lacunes, auxquelles sajoutent limmensit du territoire et la rigueur du climat, rendaient les interventions durgence beaucoup plus difficiles dans lArctique.
1.7 Dversements de produits chimiques Certains produits chimiques, appels substances nocives et potentiellement dangereuses, sont galement transports par navire dans les eaux canadiennes. Comme dans le cas des hydrocarbures, les dversements de ces substances en milieu marin peuvent avoir de graves rpercussions, tant sur lenvironnement que sur les collectivits ctires. Entre 2007 et 2009, quelque 30 incidents de pollution concernant des produits chimiques dverss par un navire ont t signals la Garde ctire canadienne. Mme si les dversements de substances nocives et potentiellement dangereuses sont beaucoup moins frquents que les dversements dhydrocarbures, selon Transports Canada, le volume de ces substances transportes en eaux canadiennes pose un risque dincident. Vu que bon nombre des proprits des substances nocives et potentiellement dangereuses diffrent des proprits des hydrocarbures, les plans dintervention pour les dversements dhydrocarbures sont inefficaces dans le cas de ces substances.
Substance nocive et potentiellement dangereuse Selon le Protocole sur la prparation, la lutte et la coopration contre les vnements de pollution par les substances nocives et potentiellement dangereuses, toute substance autre quun hydrocarbure qui, rejete dans le milieu marin, est susceptible de poser des risques pour la sant humaine, de nuire aux ressources biologiques et la vie marine, dendommager les attraits ou de perturber toute autre utilisation lgitime de la mer.
Rles et responsabilits
1.8
Le Canada a un systme de prparation et dintervention durgence pour les navires en cas de pollution en milieu marin, qui comporte deux volets dgale importance : le Rgime de prparation et dintervention en cas de dversement dhydrocarbures en milieu marin du Canada (rglement par Transports Canada) et la capacit dintervention oprationnelle du gouvernement du Canada, qui est assure par la Garde ctire canadienne (fait partie de Pches et Ocans Canada).
Rgime de prparation et dintervention en cas de dversement dhydrocarbures en milieu marin du Canada En 1989, pour rpondre aux proccupations croissantes du public la suite du dversement caus par lExxon Valdez, le gouvernement fdral a cr le Comit dexamen public des systmes de scurit des naviresciternes et de la capacit dintervention en cas de dversement en milieu marin. Suivant la publication, en 1990, du rapport du Comit (Protgeons nos eaux. Rapport final, aussi connu sous le nom de Rapport Brander-Smith), le Canada a instaur, en 1995, le Rgime de prparation et dintervention en cas de dversement dhydrocarbures en milieu marin du Canada.
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Le Rgime, qui traite des dversements dhydrocarbures provenant de navires, a t labor en partenariat avec lindustrie. Il est fond sur le principe que les pollueurs doivent payer pour les dommages causs par un dversement (principe du pollueur-payeur). Lindustrie joue un rle dterminant dans le Rgime. Elle finance, au sud du 60e parallle de latitude Nord, quatre organismes dintervention du secteur priv qui maintiennent la capacit requise pour intervenir en cas de dversement pouvant atteindre 10 000 tonnes. Il est possible daccrotre cette capacit par le transfert de ressources provenant de nimporte quel endroit au pays, selon les besoins (ce quon appelle une intervention en cascade). Transports Canada certifie les organismes dintervention afin de garantir le maintien de la capacit de raliser une intervention adapte aux diffrentes catgories de dversements dhydrocarbures provenant de navires (voir la pice 1.1). Il existe actuellement environ 4 000 ententes entre des navires et lun ou plusieurs des quatre organismes dintervention certifis au Canada. Il ny a aucun organisme dintervention certifi au nord du 60e parallle de latitude Nord (voir la pice 1.2).
1.10 1.11 Transports Canada Transports Canada est le principal organisme de rglementation du Rgime. Le Ministre tablit les lignes directrices et le cadre de rglementation en matire de prparation et dintervention en cas de dversement dhydrocarbures provenant dun navire et il veille ce quun niveau de prparation appropri soit maintenu pour lutter contre les dversements dans les eaux relevant de la comptence du Canada. Transports Canada certifie galement les organismes dintervention du secteur priv. 1.12
Indpendamment du Rgime, Transports Canada doit galement tablir les lignes directrices et le cadre de rglementation visant les dversements de substances nocives et potentiellement dangereuses provenant de navires, dans le milieu marin du Canada. Le Ministre est
Pice 1.1 Exigences relatives au dlai dintervention des organismes dintervention certifis
Quantit dhydrocarbures 150 tonnes 1 000 tonnes 2 500 tonnes 10 000 tonnes Exigences relatives au dlai dintervention 6 heures (quipement dploy au site) 12 heures (quipement dploy au site) 18 heures (quipement arriv au site) 72 heures (quipement arriv au site)
Source : Transports Canada, Rgime de prparation et dintervention en cas de dversement dhydrocarbures en milieu marin, Rapport au Parlement, 2004-2006
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galement charg de mener des activits lies la prvention de la pollution, comme les inspections de navires canadiens et trangers en eaux canadiennes afin de vrifier si les navires se conforment la rglementation et aux normes environnementales. Ces activits comprennent linspection de tous les ptroliers trangers au premier port descale, et tous les 12 mois par la suite, dans le cadre du programme canadien dinspection des ptroliers, selon les recommandations du rapport Brander-Smith de 1990. En outre, le Ministre est le principal organisme responsable de la prise de dcisions dans le cas des navires qui ont besoin daide et demandent un lieu de refuge (un lieu o diriger un navire en difficult pour des raisons de scurit et afin de rduire au maximum les rpercussions nfastes sur lenvironnement). Garde ctire canadienne La Garde ctire canadienne, qui relve de Pches et Ocans Canada, est le principal organisme fdral charg dassurer une intervention adquate lors de dversements provenant de navires au Canada. Le programme dintervention environnementale de la Garde ctire a comme objectif de rduire le plus possible les rpercussions des incidents de pollution marine,
1.13
Pice 1.2 Zones desservies par les organismes dintervention certifis
60 N
Western Canada Marine Response Corporation
Socit dintervention maritime, Est du Canada
Atlantic Emergency Response Team
Point Tupper Marine Services
Source : Adapt de Rgime de prparation et dintervention en cas de dversement dhydrocarbures en milieu marin, Rapport au Parlement, 2004-2006, Transports Canada
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y compris des dversements dhydrocarbures et de produits chimiques provenant de navires, sur lenvironnement, lconomie et la scurit publique. La Garde ctire remplit ce rle :
en qualit dagent de surveillance fdral, en surveillant les
oprations dintervention du pollueur lors de dversements (dans ce cas, ce dernier doit veiller rduire le plus possible les dommages causs au milieu marin du Canada et intervenir directement ou avec le soutien dun organisme dintervention certifi); ou
en qualit de commandant sur place, en grant les interventions
lors des dversements. Lorsque le pollueur est inconnu ou quil ne peut pas ou ne veut pas assumer toutes ou certaines de ses obligations en matire dintervention, quil refuse de poursuivre la gestion des oprations dintervention ou que son intervention est insatisfaisante de lavis de la Garde ctire, cette dernire assure la gestion de lincident. cette fin, elle peut procder elle-mme au nettoyage, ou encore demander un navire ou toute personne de prendre les mesures quelle juge ncessaires pour rparer les dommages causs par la pollution, remdier ces dommages, les rduire au maximum ou les prvenir.
1.14
La Garde ctire peut galement agir titre dorganisme ressource. Ainsi, des organisations telles que les ministres provinciaux et les exploitants qui effectuent des forages en mer peuvent demander la Garde ctire des conseils ou de lquipement, lors de dversements dhydrocarbures. Pour bien jouer ses deux rles de commandant sur place et dorganisme ressource, la Garde ctire canadienne administre des dpts dquipement dans divers endroits dun bout lautre du pays (voir la pice 1.3). Nous constatons que les cots de prparation de la Garde ctire ne sont pas assums directement par lindustrie, mais plutt appuys par le gouvernement du Canada, aux termes de la Loi sur les ocans et de la Loi sur la marine marchande du Canada (2001). Toutefois, la Garde ctire peut recouvrer les cots engags pendant les activits dintervention, et ce, auprs du propritaire du navire responsable du dversement, de la Caisse dindemnisation des dommages dus la pollution par les hydrocarbures cause par les navires (un fonds canadien) ou du Fonds international dindemnisation des dommages dus la pollution par les hydrocarbures. Environnement Canada Environnement Canada est linstance fdrale qui fournit des conseils dordre environnemental durant une intervention relative un dversement dhydrocarbures ou de produits
1.15
1.16
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chimiques provenant dun navire. Le Ministre est galement charg de former et de coordonner des quipes rgionales dintervention durgence composes de divers intervenants, dont des reprsentants des administrations fdrale, provinciales et territoriales, de lindustrie et dautres organisations prsentes dans la rgion touche, tels les groupes autochtones. Au cours dun incident de pollution marine, Environnement Canada peut soutenir les intervenants en leur donnant des conseils spcialiss en matire denvironnement, directement ou par lintermdiaire des quipes rgionales dintervention durgence, surtout en ce qui concerne les priorits environnementales, les ressources risque et les mesures de nettoyage les plus appropries.
Pice 1.3 Emplacement des dpts dquipement de la Garde ctire canadienne
Rgion de Terre-Neuve-et-Labrador Rgion du Pacifique
Rgion du Centre et de lArctique
Rgion du Qubec
Rgion des Maritimes
Source : Adapt de documents de la Garde ctire canadienne
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Le Ministre peut galement donner des conseils sur les manires dattnuer limpact sur lenvironnement et sur la modlisation de la trajectoire de dispersion du dversement. Il fournit galement des informations sur les prvisions et les avertissements se rapportant aux conditions mtorologiques en mer, et sur lemplacement des populations fauniques et des cosystmes fragiles.
Gestion des dversements dhydrocarbures et de produits chimiques provenant de navires
1.17
La gestion des dversements dhydrocarbures et de produits chimiques provenant de navires peut tre divise selon les phases suivantes : prvention, dtection, prparation et intervention. Chaque phase est dcrite brivement ci-dessous.
Prvention La prvention de la pollution comprend toute activit visant llimination ou la rduction des dversements dhydrocarbures et de produits chimiques provenant de navires, ce qui inclut ladoption et lapplication des lois et des rglements pertinents. Les rglements dapplication de la Loi sur la marine marchande du Canada (2001) et de la Loi sur la prvention de la pollution des eaux arctiques prvoient des limites en ce qui a trait aux rejets de divers polluants marins et exigent que les navires canadiens et les navires trangers se trouvant en eaux canadiennes rpondent des normes prcises de construction, dquipement et dopration ainsi quen matire dtablissement de rapport afin de prvenir et de contrler la pollution. De mme, la Loi sur la Convention concernant les oiseaux migrateurs (1994) interdit les rejets par des navires dans les eaux frquentes par des oiseaux migrateurs, alors que la Loi sur les pches interdit le rejet de substances nocives dans les eaux o vivent des poissons. Transports Canada et Environnement Canada doivent veiller la prvention des dversements provenant de navires en prenant des mesures visant promouvoir le respect des lois et vrifier la conformit ces lois, comme linspection des navires et la poursuite des contrevenants.
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La prestation de services maritimes peut contribuer amliorer la scurit du transport maritime et prvenir les accidents et les dversements subsquents attribuables des navires. Ainsi, au sein de la Garde ctire canadienne, les Services de communications et de trafic maritimes diffusent de linformation, tels des bulletins mtorologiques et des renseignements sur les glaces, et grent le trafic maritime, ce qui peut diminuer les risques daccidents. Une autre mesure de prvention (applique depuis le 1er janvier 2010) consiste exiger que les ptroliers de plus de 5 000 tonnes de jauge brute soient
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munis dune double coque, conformment la Convention internationale pour la prvention de la pollution par les navires tablie par lOrganisation maritime internationale. On estime que dans les cas dchouement ou de collision, la conception double coque prvient plus efficacement la pollution que celle simple coque.
1.20
Dtection En dpit des efforts de prvention de la pollution, des dversements dhydrocarbures provenant de navires peuvent se produire. lchelle internationale, la surveillance arienne est une mthode largement utilise et considre comme trs efficace pour dtecter les dversements dhydrocarbures. Transports Canada excute le Programme national de surveillance arienne pour dtecter les dversements dhydrocarbures en mer. Dans le cadre dun partenariat avec le Service canadien des glaces dEnvironnement Canada, Transports Canada a cr une quipe de reconnaissance arienne maritime. Depuis 2006, une nouvelle technologie permet aux trois aronefs de surveillance de Transports Canada de couvrir un secteur beaucoup plus vaste quauparavant, le jour ou la nuit, et dans des conditions mtorologiques plus difficiles. Prparation Des plans de gestion des urgences bass sur une connaissance jour des risques relatifs aux dversements provenant de navires, ainsi quune formation, des exercices et un quipement dintervention appropris constituent des aspects importants de la prparation aux interventions en cas de dversement dhydrocarbures et de produits chimiques provenant de navires.
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Intervention Lorsquun dversement se produit, il importe dintervenir adquatement afin de rduire le plus possible les rpercussions dordre environnemental et socio-conomique. Les activits dintervention peuvent comprendre le confinement et la rcupration des polluants, le nettoyage des rives et le rtablissement des espces fauniques. Ces activits peuvent ncessiter la participation des collectivits locales, des gouvernements provinciaux et de la communaut internationale. Toute intervention doit tre ralise en fonction de lampleur et de la nature de lincident ainsi que de lendroit o il sest produit. Au besoin, lors dun incident de pollution marine, y compris lors dun dversement dhydrocarbures provenant dun navire, il est possible de faire venir de nimporte o au pays de lquipement dintervention environnementale appartenant des organismes dintervention certifis et la Garde ctire canadienne.
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Objet de la vrification
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La vrification a port essentiellement sur les activits de prparation et dintervention; nous navons pas examin les activits de prvention ni de dtection. Nous avons valu si Transports Canada, la Garde ctire canadienne et Environnement Canada disposaient de plans, de systmes ou de protocoles pour se prparer des dversements dhydrocarbures ou de produits chimiques provenant de navires et pour effectuer des interventions. Les trois organisations fdrales ont t choisies en raison de leurs rles et de leurs responsabilits en ce qui concerne la prparation et les interventions se rapportant ces types de dversements. La prsente vrification na pas port sur dautres sources terrestres ou marines de pollution. Nous navons pas examin les activits de prparation et dintervention lies au forage en haute mer, aux administrations portuaires ni aux installations de manutention dhydrocarbures. La section intitule propos de la vrification, la fin du chapitre, fournit dautres dtails sur lobjectif, ltendue, la mthode et les critres de la vrification.
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Observations et recommandations
Prparation aux dversements dhydrocarbures provenant de navires
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Bien que lidal serait de prvenir tout dversement dhydrocarbures par les navires, le gouvernement fdral doit se tenir prt agir au cas o cela se produirait. En vertu de la Loi sur la gestion des urgences, tous les ministres fdraux doivent dterminer les risques qui sont propres leur secteur de responsabilit ou qui y sont lis; laborer des plans de gestion des urgences lgard de ces risques; mettre ces plans jour, lessai et en uvre; tenir des exercices et assurer la formation lgard de ces plans. Nous avons vrifi si Transports Canada, la Garde ctire canadienne et Environnement Canada rpondaient aux exigences nonces dans la Loi sur la gestion des urgences.
Certaines valuations de risques doivent tre mises jour

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Les valuations des risques sont importantes. Elles permettent de dterminer o pourraient se produire le plus vraisemblablement les dversements dhydrocarbures provenant de navires, la probabilit que se produisent des dversements dampleurs diffrentes et les rpercussions possibles des dversements. Les valuations des risques permettent dobtenir des donnes fondamentales servant planifier
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des mesures appropries de prvention, dattnuation et de prparation. La ralisation dvaluations des risques et la dtermination des niveaux de tolrance aux risques sont galement utiles pour la prise de dcisions claires au sujet des niveaux de ressources requis pour intervenir dans lventualit dun dversement (par exemple, lquipement requis pour raliser une intervention) et lendroit o ces ressources devraient se trouver. Les valuations des risques donnent aussi loccasion de mobiliser les collectivits locales et de les informer des risques attribuables au transport dhydrocarbures dans leur rgion.
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Transports Canada et la Garde ctire canadienne ont effectu des valuations des risques relatifs aux dversements dhydrocarbures provenant de navires. Deux dentre elles ont t menes pour Transports Canada : une valuation des risques de dversements dhydrocarbures sur la cte sud de Terre-Neuve (2007) et une tude de lvaluation des risques lis au transport dhydrocarbures le long de la cte de la Colombie-Britannique (2002). La Garde ctire a galement effectu une valuation des risques en 2000 dans le cadre dune analyse de la capacit dintervention au Canada. En 2002, elle a aussi mis jour son valuation des probabilits de dversements dhydrocarbures par des ptroliers. Divers facteurs ont t examins lors de ces valuations des risques, entre autres les profils et les tendances de la navigation, les types et les volumes dhydrocarbures transports et la probabilit de dversements. De plus, certains plans durgence rgionaux de la Garde ctire tiennent compte des risques. titre dexemple de ce type de planification, mentionnons quune analyse des risques dans le Nord a t effectue par la Rgion du Centre et de lArctique de la Garde ctire afin de savoir o il serait pertinent dinstaller lquipement dintervention. Transports Canada effectue aussi des valuations des risques en suivant le Processus dexamen technique des terminaux maritimes et des sites de transbordement (Processus dexamen TERMPOL). Il sagit dun processus volontaire dexamen des risques et des facteurs dattnuation pour les projets dactivits portuaires ayant trait au transport en vrac dhydrocarbures, de produits chimiques ou de gaz liqufi.
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En 2009, le Conseil de lArctique a publi une tude intitule valuation de la navigation maritime dans lArctique. Lvaluation comprenait une analyse des rpercussions potentielles de la navigation maritime dans lArctique canadien. Transports Canada et la Garde ctire canadienne ont tous deux particip lvaluation.
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Il est important de dresser une liste de rfrence jour et cohrente des risques afin de planifier les urgences, de prendre des dcisions en connaissance de cause concernant lacquisition dquipement dintervention et dvaluer si la capacit actuelle du rgime dintervention en cas de dversement dhydrocarbures est adquate. Nous avons constat que, mme si des valuations des risques lis aux dversements dhydrocarbures provenant de navires avaient t effectues, les mthodes dvaluation ntaient pas uniformes ni systmatiques. De plus, il ny avait aucun processus officiel prvoyant une rvaluation continue des risques. Il sensuit que la connaissance des risques lis aux dversements dhydrocarbures provenant de navires au Canada nest ni complte ni jour. Les facteurs de risque qui peuvent influer sur la probabilit et les rpercussions des dversements dhydrocarbures provenant de navires peuvent changer au fil du temps. Ces facteurs comprennent notamment lapplication de mesures de prvention, les changements des profils de navigation maritime, les changements relatifs aux quantits et aux types dhydrocarbures transports, les tendances concernant les accidents de navigation et les dversements dhydrocarbures ainsi que lamnagement du littoral. Il est donc important de rvaluer les facteurs de risque de faon continue et de modifier les plans de gestion des urgences en consquence.
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Recommandation En mettant profit les valuations des risques ralises ce jour, Transports Canada et la Garde ctire canadienne devraient procder une valuation des risques associs aux dversements dhydrocarbures provenant de navires en bordure des trois ctes canadiennes. Lvaluation des risques devrait tre ralise de concert avec Environnement Canada et lindustrie du transport maritime. Transports Canada et la Garde ctire canadienne devraient instaurer des processus prvoyant lexamen continu des risques et la mise jour des valuations des risques au besoin. La Garde ctire canadienne devrait veiller ce que lvaluation des risques tienne compte de ses trois rles (agent de surveillance fdral, commandant sur place et organisme ressource).
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Rponse dEnvironnement Canada Recommandation accepte. Environnement Canada accepte cette recommandation et appuiera Transports Canada et la Garde ctire canadienne en leur fournissant des connaissances scientifiques. Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne travaillera avec Transports Canada ltablissement dun cadre de travail pour faciliter la
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ralisation dune valuation des risques lis aux dversements de ptrole provenant de navires sur les trois ctes du Canada. Rponse de Transports Canada Recommandation accepte. Transports Canada a entrepris des consultations avec la Garde ctire canadienne et Environnement Canada en vue dexaminer le rgime national dintervention en cas de dversements dhydrocarbures du Canada. Le Ministre sinspirera des valuations des risques des rgimes de prparation et dintervention en cas de dversements causs par des navires dans toutes les eaux canadiennes, y compris les trois ctes. Ltablissement de la porte de ces valuations des risques dbutera cette anne et se terminera dici la fin de 2011-2012.
Les plans de gestion des urgences ne sont pas tous jour
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Les dversements dhydrocarbures provenant de navires vont sans doute continuer de se produire et davoir des effets dfavorables sur lenvironnement et les conomies locales. Les plans durgence sont importants pour les instances dcisionnelles, car ils peuvent les aider diriger les interventions, tablir les procdures dintervention et dfinir les besoins en matire dquipement, de formation et dexercices. Des plans jour favorisent la ralisation dinterventions coordonnes ayant pour objet dattnuer et de rduire au maximum les rpercussions des dversements dhydrocarbures. La Loi sur la gestion des urgences exige que tous les ministres fdraux tablissent des plans de gestion des urgences dans leurs secteurs de responsabilit respectifs. Nous avons constat que les plans de gestion des urgences de la Garde ctire canadienne (1998) et dEnvironnement Canada (1999) ntaient pas jour. En juin 2010, Transports Canada a publi un plan et une politique de prparation et dintervention en application du Rgime de prparation et dintervention en cas de dversement dhydrocarbures en milieu marin du Canada. Nous avons constat que le plan de Transports Canada nonait les rles et les responsabilits de toutes les parties dans lventualit dun incident maritime, notamment Transports Canada, la Garde ctire canadienne, Environnement Canada, les organismes dintervention certifis du secteur priv, les navires et les installations de manutention dhydrocarbures. Le plan vise tablir la capacit nationale de prparation selon le Rgime de prparation et dintervention en cas de dversement dhydrocarbures en milieu marin du Canada. Cependant, il ne contient pas dinformation sur ltat et les niveaux de prparation attendus par rapport aux risques, ni sur les mcanismes permettant dassurer une intervention adquate. Le plan ne remplit donc pas son propre objectif, qui consiste tablir la capacit nationale de prparation du Canada.
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Le plan de gestion des urgences de la Garde ctire canadienne (appel Plan durgence en cas de dversements en milieu marin) remonte 1998. Depuis sa publication, dimportants changements de nature lgislative et administrative sont survenus, mais le plan nen tient pas compte. Ainsi, en dcembre 2003, les responsabilits nonces dans plusieurs articles de la Loi sur la marine marchande du Canada (2001), dont certaines responsabilits en matire de politiques et toutes les responsabilits relatives la rglementation touchant la prvention de la pollution, ont t transfres de Pches et Ocans Canada Transports Canada. Dautres changements sont galement survenus, notamment des modifications la Loi sur la marine marchande du Canada en 2001 et la promulgation de la Loi sur la gestion des urgences en 2007. Dans son plan, la Garde ctire dfinit la porte et le cadre de ses activits dintervention en cas dincident de pollution du milieu marin. Ce plan ne contient toutefois pas de modle dintervention jour ni de procdures connexes qui pourraient servir grer lintervention de la Garde ctire en cas dincident majeur. Il ne fait pas mention non plus de Scurit publique Canada, qui pourrait jouer un rle de coordination important advenant un incident grave. Les divers bureaux rgionaux de la Garde ctire ont galement dress des plans de gestion des urgences. Rcemment, certains de ces plans ont t mis jour (Qubec en 2009, Centre et Arctique en 2008); cependant, les autres plans datent de 2004 ou davant (Terre-Neuve-et-Labrador en 2004, Maritimes en 2004, et Pacifique en 2001). Ces plans sont bass sur le plan de la Garde ctire canadienne de 1998, mais tant donn quils ont t mis jour des moments diffrents, il ny a pas duniformit entre les rgions. Compte tenu du rle de la Garde ctire canadienne en tant que principal intervenant en cas de dversement dhydrocarbures provenant de navires, le fait quelle ne dispose pas dun plan national jour pour la gestion des urgences ni dun modle dintervention en cas dincident majeur pose un risque quant sa capacit de coordonner et de superviser efficacement une intervention subsquente un incident majeur. La Garde ctire canadienne reconnat que son plan doit tre mis jour et elle travaille llaboration dune stratgie nationale dintervention environnementale, qui devrait tre instaure dici mars 2011. La mise en uvre de la stratgie sera suivie de llaboration dune politique et dun plan dintervention denvergure nationale qui orienteront les activits de la Garde ctire canadienne, y compris celles lies un incident majeur.
1.36
Incident majeur Selon la Garde ctire canadienne, un incident de pollution du milieu marin caus par un navire, qui, en raison de son ampleur, de sa complexit ou des substances polluantes en cause, peut avoir des rpercussions importantes sur lenvironnement, lconomie et la scurit publique ainsi que des rpercussions sociales et peut exiger une coordination exceptionnelle des ressources et des efforts dintervention.
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La principale responsabilit dEnvironnement Canada en matire dintervention en cas de dversement dhydrocarbures provenant dun navire consiste appuyer la Garde ctire canadienne en lui communiquant les conseils reus des quipes rgionales dintervention durgence et en lui fournissant des avis dexpert sur les risques potentiels, sur les zones sensibles du point de vue cologique ainsi que sur les principales ressources physiques, biologiques et culturelles. Le plan dintervention en cas durgences environnementales du Ministre a t publi en 1999 et na pas t mis jour depuis. Les plans rgionaux dintervention durgence du Ministre ainsi que les plans des quipes rgionales dintervention durgence varient selon les rgions quant leur prsentation, leur contenu et la date de la dernire mise jour.
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Les plans de gestion des urgences sont des documents volutifs et, ce titre, ils doivent tre examins et mis jour rgulirement afin de tenir compte des changements apports aux politiques et aux lois ainsi que des changements dordre organisationnel et technologique. Les plans doivent galement reflter lexprience acquise et les leons tires la suite des interventions ralises et des exercices mens. Nous constatons que, pour conserver leur certification, les organismes dintervention sont tenus dinformer le ministre des Transports de toutes les modifications importantes de leurs plans de gestion des urgences, et ce, ds quelles sont apportes et, au moins annuellement, de mettre leurs plans dintervention jour.
Recommandation La Garde ctire canadienne et Environnement Canada devraient mettre jour leurs plans nationaux de gestion des urgences ainsi que rviser et mettre jour, au besoin, leurs plans rgionaux de gestion des urgences.
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Rponse dEnvironnement Canada Recommandation accepte. Environnement Canada rvisera ces plans la suite de llaboration de son Plan Stratgique de Gestion des Urgences (PSGU). Le PSGU fournira un cadre gnral pour la rvision et la mise jour de tous les plans durgence du Ministre, y compris le plan national et les plans rgionaux pour la gestion des urgences environnementales. Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne labore actuellement sa Stratgie nationale dintervention environnementale. Cette stratgie sera complte par llaboration dune politique dintervention nationale et de plans connexes pour orienter les efforts de la Garde Ctire, y compris ceux lis aux incidents majeurs. Celle-ci tablira un processus dexamen priodique afin dassurer lexactitude et la pertinence de ses plans national et rgionaux de gestion des urgences.
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Recommandation Pour obtenir lassurance que les plans de gestion des urgences restent jour, Transports Canada, la Garde ctire canadienne et Environnement Canada devraient tablir des mcanismes visant lexamen rgulier de leurs plans nationaux et rgionaux et leur mise jour, au besoin (par exemple, lorsquil y a des changements en ce qui touche les risques, la lgislation, les rles et les responsabilits ou encore les leons tires des exercices ou des incidents graves).
Rponse dEnvironnement Canada Recommandation accepte. Dans le cadre de la mise au point du Plan Stratgique de Gestion des Urgences (PSGU), Environnement Canada inclura une section portant sur le processus de rvision et de mise jour de ce dernier et des documents auxquels il fait rfrence (plans de gestion des urgences et plans de la continuit des activits, entre autres). Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne tablira un processus dexamen priodique afin dassurer lexactitude et la pertinence de ses plans national et rgionaux de gestion des urgences. Rponse de Transports Canada Recommandation accepte. Transports Canada reconnat la ncessit de possder des plans de gestion des urgences jour. cette fin, il a mis jour en 2010 son plan national de prparation en matire de prvention et dintervention environnementale. Transports Canada tirera profit de ses pratiques actuelles en examinant et en mettant jour ce plan chaque anne.
La Garde ctire canadienne na pas adopt dapproche nationale pour la formation de son personnel, la mise lessai de ses plans et lentretien de son quipement
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La Loi sur la gestion des urgences exige que les ministres fdraux assurent la formation de leur personnel et veillent la tenue dexercices pour mettre lessai leurs plans de gestion des urgences. La formation et les exercices sont importants pour maintenir et vrifier ltat de prparation en vue de la ralisation dinterventions faisant suite des dversements dhydrocarbures provenant de navires. Notre examen a port essentiellement sur la Garde ctire canadienne, compte tenu du rle de cette organisation en tant que principal intervenant du gouvernement fdral. Des facteurs tels que les risques pour la sant et la scurit auxquels sont confronts les intervenants lorsquils doivent excuter une intervention aprs un dversement dhydrocarbures, les diverses techniques qui peuvent tre appliques pour le nettoyage (voir la pice 1.4) et les divers types dquipement qui peuvent tre utiliss (barrages flottants, crmeurs, matriaux absorbants, agents de traitement pour dgrader le ptrole) montrent limportance dune formation et dexercices rguliers.
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Formation et exercices La Garde ctire canadienne sest engage assurer la formation des membres de son personnel affects aux dversements dhydrocarbures par des navires, de manire ce quils puissent excuter leurs tches conformment un systme national uniformis de gestion des urgences. Nous avons constat que le personnel de la Garde ctire canadienne recevait de la formation. Cependant, la Garde ctire ne possde pas de plan national de formation, et seulement deux bauches de profils de comptence ont t tablis (pour lagent de surveillance fdral et le commandant sur place). Le plan national de formation et les profils de comptence pour tous les postes associs aux interventions environnementales constituent des lments importants lorsquil sagit de dfinir les exigences de base de la formation donner dans toutes les rgions et dassurer lexcution dun programme de formation uniforme lchelle nationale. Labsence de plan et de profils nationaux fait en sorte que la formation est offerte de faon ponctuelle dans les rgions. Mme sil importe que la formation soit adapte aux besoins des diverses rgions, il est galement important que les employs de toutes les rgions suivent la mme formation de base afin dassurer luniformit des interventions en cas de dversement majeur exigeant la participation de plusieurs rgions.
Pice 1.4 Les intervenants doivent connatre les nombreuses techniques qui peuvent tre utilises pour confiner les dversements dhydrocarbures
Barrage flottants Flotteur Tirant deau Hydrocarbures confins crmage Brosses Poids
Dispersion Fractionnement de la nappe sous laction des dispersants chimiques Brlage
Hydrocarbures pomps vers le rcuprateur
Barrage anti-feu
Source : Adapt de documents de BBC News
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la suite dune vrification interne rcente (2010) du programme dintervention environnementale, la Garde ctire canadienne sest engage prendre plusieurs mesures en vue de sassurer que ses employs reoivent la formation requise et que le contenu des cours demeure pertinent. Ces engagements sont notamment les suivants : tablir des profils de comptence pour toutes les fonctions et tous les postes associs aux interventions environnementales qui seraient requis pour mener une intervention en cas dincident de pollution majeur; laborer un plan national de formation dcrivant les besoins en formation; et tablir un processus de surveillance de la mise en uvre de ce plan. La date prvue dachvement de ces mesures est le 31 mars 2012. La tenue dexercices pour lintervention la suite des dversements dhydrocarbures provenant de navires permet aux fonctionnaires et aux autres intervenants, tels les organismes dintervention certifis du secteur priv, de vrifier lefficacit de leurs plans dintervention. Les exercices sont considrs comme un lment essentiel de la planification courante des oprations dintervention en cas de dversement dhydrocarbures par des navires; ils permettent de dterminer les lacunes des interventions, les amliorations apporter et les leons tirer. Ils favorisent aussi lamlioration continue et aident les organismes maintenir leur tat de prparation pour intervenir en cas de dversement. Au dbut des annes 1990, la Garde ctire canadienne a labor un programme national dexercices qui prcisait les principes, les lignes directrices et les outils de planification utiliser afin dexcuter les exercices pour lintervention en cas de dversement dhydrocarbures. Nous avons constat que le programme navait pas t mis jour depuis son instauration. En mars 2010, la Garde ctire canadienne a effectu un exercice de simulation sur papier destin mettre lessai sa capacit dintervenir lors dun dversement majeur dhydrocarbures denvergure nationale. Cet exercice faisait appel au personnel de ladministration centrale et des membres slectionns du personnel rgional. Des leons importantes ont t tires de lexercice; on sest rendu compte, entre autres, que lorganisme navait pas de modle dintervention ni de procdures connexes appliquer en rponse un dversement majeur dhydrocarbures.
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Exercice de simulation sur papier Un exercice de simulation effectu avec des documents dans le but de mettre lessai les capacits dintervention des organisations.
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La Garde ctire canadienne mne galement des exercices en rgion, qui vont de simulations sur papier des exercices sur le terrain et qui mettent diverses organisations contribution. Ainsi, elle participe de faon ponctuelle aux exercices des organismes dintervention certifis, ainsi qu des exercices de nature plus officielle organiss conjointement
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avec la garde ctire amricaine. Toutefois, mis part lexercice de simulation sur papier de mars 2010, nous navons trouv aucune indication que des exercices interrgionaux avaient lieu. De tels exercices sont utiles pour mettre lessai les procdures ncessaires au transfert de ressources dune rgion une autre ou les procdures dans les zones o un dversement peut toucher plus dune rgion (par exemple le golfe du Saint-Laurent, o trois administrations rgionales de la Garde ctire canadienne interviennent).
1.49
Mme si la Garde ctire canadienne effectue des exercices rgionaux dintervention en cas de dversement dhydrocarbures provenant de navires et participe de tels exercices, son administration centrale ne dispose daucun processus de surveillance des exercices et ne peut garantir que les administrations rgionales adhrent son programme national dexercices et lappliquent. Nous avons de plus constat un manque duniformit dans lexcution et la frquence des exercices auxquels prend part la Garde ctire canadienne, de mme que dans la documentation connexe, qui va de notes consignes par des participants des rapports dvaluation officiels des exercices. Une base de donnes mise en place dans le but de saisir et de faire connatre les leons tires des exercices et les recommandations qui en dcoulent a cess dtre maintenue et utilise; par consquent, la documentation des exercices et la diffusion des leons tires ne sont pas uniformes ni systmatiques. Recommandation La Garde ctire canadienne devrait mettre jour son programme dexercices dintervention en cas de dversement dhydrocarbures provenant de navires, en prtant attention notamment au type et la frquence des exercices (y compris les exercices interrgionaux), aux organismes qui devraient participer ainsi quaux exigences de documentation. Elle devrait galement laborer des procdures pour sassurer que les recommandations et les leons tires de ces exercices sont communiques aux rgions et mises en pratique. Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne examine actuellement son programme dexercices dintervention, y compris les exercices dintervention en cas de dversement de ptrole provenant de navires, et elle laborera un plan dexercice rvis.
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Gestion de lquipement dintervention Une approche uniforme pour la gestion de lquipement dintervention pourrait aider la Garde ctire canadienne rpondre des questions importantes relativement la gestion de ses biens : Lquipement fonctionne-t-il bien? Quelle proportion de lquipement a dpass sa dure de vie
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utile et risque de tomber en panne? Quand faut-il remplacer lquipement? Existe-t-il des solutions de rechange rentables au remplacement de lquipement vieillissant?
1.52
Pour grer le cycle de vie de son quipement dintervention en cas de dversement dhydrocarbures, la Garde ctire canadienne sappuie sur un systme appel en anglais Integrated Response Capacity Management System. Toutefois, ce systme nest pas utilis uniformment dans toutes les rgions et na pas t mis jour depuis la fin des annes 1990. Il sensuit que la gestion du cycle de vie de lquipement de la Garde ctire canadienne nest pas uniforme et quil est difficile dobtenir de linformation fiable et actualise cet gard. La Garde ctire reconnat quil est ncessaire damliorer la gestion de son quipement et elle sest engage mettre en uvre une mthode de gestion du cycle de vie uniforme lchelle nationale, valuer lquipement actuel afin de dterminer sil rpond aux besoins et concevoir un plan dinvestissement intgr. La Garde ctire canadienne craint que lge et la condition de son quipement dintervention en cas de dversement dhydrocarbures ne compromettent sa capacit de prparation et dintervention. Par exemple, certains quipements risquent de ne plus tre pleinement fonctionnels et de ne pas permettre lutilisation de nouvelles techniques de nettoyage pouvant savrer plus efficaces. Au cours de nos entrevues avec le personnel et de notre examen de la documentation, des employs de la Garde ctire canadienne ont exprim des inquitudes au sujet des investissements dans lquipement dintervention de lorganisme. Par exemple, les investissements dans lquipement sont faits de faon ponctuelle dans les rgions et selon la disponibilit des fonds, plutt que selon une stratgie dinvestissement coordonne et fonde sur les risques. Nous avons observ quen 2007, la Garde ctire canadienne avait reu, par le truchement des Initiatives pour amliorer la sant des ocans du gouvernement du Canada, 2,3 millions de dollars pour lachat dquipement dintervention devant servir diffrents endroits du Nord canadien en cas de dversement dhydrocarbures. Ce financement ne comprend pas les cots dopration et dentretien. La Garde ctire canadienne a aussi bnfici de 5 millions de dollars en vertu du Plan daction conomique du Canada. Ces fonds, auxquels sajoutent 5 millions de dollars provenant de la Garde ctire, sont rservs au remplacement de 30 barges dintervention pouvant servir dans toutes les rgions. La livraison de ces barges devrait tre effectue dici le 31 mars 2011.
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1.56
En 2000, la Garde ctire canadienne a valu la capacit dintervention du Canada en cas de dversement dhydrocarbures provenant de navires. Cette valuation a rvl des lacunes et un chevauchement des mesures dintervention, mais aucune autre valuation na t ralise depuis. La Garde ctire sinquite de ltat actuel de son matriel; cependant, tant donn le manque dinformation jour sur les risques et labsence danalyse rcente de la capacit dintervention, elle ne peut pas dterminer la quantit dquipement dintervention quelle devrait possder. Elle ne peut pas non plus tablir si la capacit dintervention actuelle du Canada aux dversements dhydrocarbures provenant de navires est suffisante pour faire face aux risques.
Recommandation La Garde ctire canadienne devrait valuer, en tenant compte de la capacit du secteur priv, sa capacit dintervention en fonction des risques lis au dversement dhydrocarbures provenant de navires. Elle devrait utiliser cette information pour prendre, plus tard, des dcisions claires en matire dinvestissements.
1.57
Rponse de la Garde ctire canadienne Recommandation accepte. Les valuations des risques qui sont abordes dans la recommandation 1.32 contribueront certainement lvaluation que mnera la Garde ctire canadienne de sa capacit dintervention dans les rgions Atlantique, Pacifique et Arctique, en tenant compte de la capacit dintervention existante du secteur priv. Par consquent, les valuations de la capacit dintervention de la Garde ctire seront fondes sur les valuations des risques lis aux dversements de ptrole provenant de navires pour les rgions Atlantique, Pacifique et Arctique.
Il ny a aucun processus permettant de vrifier ltat de prparation de la Garde ctire canadienne
1.58
Comme nous lindiquons au paragraphe 1.8, le Canada dispose dun systme de prparation et dintervention en cas de dversement en milieu marin qui comporte deux volets dgale importance : le Rgime de prparation et dintervention en cas de dversement dhydrocarbures en milieu marin du Canada (qui fait intervenir les organismes dintervention certifis du secteur priv rglements par Transports Canada) et la capacit dintervention oprationnelle du gouvernement du Canada, qui est assure par la Garde ctire canadienne. Transports Canada veille ce que les organismes dintervention certifis maintiennent la capacit requise pour intervenir lors de dversements dhydrocarbures par des navires pouvant atteindre
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10 000 tonnes. Transports Canada doit notamment examiner les organismes dintervention tous les trois ans pour attester quils satisfont aux critres tablis par la Loi sur la marine marchande du Canada (2001) et aux rglements qui les rgissent. Pour ce faire, le Ministre doit sassurer que les organismes sont munis de plans dintervention jour qui dcrivent en dtail les procdures (y compris la formation et les exercices), lquipement et les ressources quils ont mis en place pour intervenir lors de dversements dhydrocarbures par des navires.
1.60
Il ny a pas de procdures ni de critres semblables pour assurer ltat de prparation de lorganisme fdral du systme canadien de prparation et dintervention en cas de dversement de polluants en milieu marin, cest--dire ltat de prparation de la Garde ctire canadienne. Nous croyons que de telles procdures devraient tre appliques afin de garantir que le volet fdral du systme dintervention en cas de dversement dhydrocarbures est prt intervenir efficacement, lorsque cela savre ncessaire.
Recommandation Afin dassurer ltat de prparation de la capacit dintervention oprationnelle du gouvernement du Canada, la Garde ctire canadienne, avec la collaboration de Transports Canada, devrait vrifier priodiquement si elle est en mesure dintervenir lors de dversements dhydrocarbures provenant de navires (daprs des procdures et des critres prdtermins).
1.61
Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne tablira un processus dexamen priodique afin de vrifier son tat de prparation aux dversements de ptrole provenant de navires. Les valuations des risques abordes dans la recommandation 1.32 et les valuations de la capacit dintervention releves dans la recommandation 1.57 contribueront certainement la vrification que mnera la Garde ctire canadienne sur son tat de prparation aux dversements de ptrole provenant de navires dans les rgions Atlantique, Pacifique et Arctique.
Intervention lors de dversements provenant de navires
1.62
Lorsque survient un dversement provenant dun navire, il importe dintervenir comme il convient afin de rduire les impacts environnementaux. La surveillance et lvaluation des activits dintervention sont importantes, car elles permettent de veiller ce que les interventions soient appropries et efficaces. Les politiques du Conseil du Trsor sur la gestion fonde sur les rsultats noncent, lintention des ministres et organismes fdraux, les exigences qui se
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rattachent la surveillance et lutilisation de linformation sur le rendement pour appuyer les dcisions concernant la gestion des programmes.
Les interventions lors de dversements provenant de navires sont mal documentes
1.63
Entre 2007 et 2009, quelque 4 160 incidents de pollution, comportant des dversements dhydrocarbures, de produits chimiques ou dautres polluants dans les eaux canadiennes, ont t signals la Garde ctire canadienne. De ce nombre, environ 2 000 taient des dversements provenant de navires. Ces dversements mettaient en cause divers types de bateaux, allant de bateaux de plaisance et de bateaux de pche des barges, en passant par des vraquiers et des ptroliers. Les autres dversements provenaient de sources terrestres (environ 245), dinstallations de manutention dhydrocarbures (environ 30), de sources mystrieuses non identifies (environ 1 630) et dautres sources (environ 255). Les incidents de pollution sont signals la Garde ctire canadienne par diffrentes sources, dont le public. Il arrive parfois que ces incidents ne soient pas causs par un dversement. En effet, aprs enqute, ce que lon pensait tre un incident de pollution peut tre en fait attribuable une cause trs diffrente (p. ex. pollen, algues). Selon la Garde ctire canadienne, plus de 75 % des incidents signals sont survenus dans le milieu marin du Canada. Systme de dclaration des incidents de pollution marine En qualit dagent de surveillance fdral ou de commandant sur place, la Garde ctire canadienne surveille les dversements dhydrocarbures provenant de navires ou intervient lorsque de tels dversements se produisent, afin de veiller ce quune intervention approprie ait lieu. En 2001, la Garde ctire canadienne a introduit le Systme de dclaration des incidents de pollution marine pour consigner ces incidents et les mesures dintervention subsquentes et en faire le suivi. Nous avons examin un chantillon alatoire de 31 dossiers contenus dans le Systme (de janvier 2007 dcembre 2009) afin de dterminer comment la Garde ctire sy prenait pour surveiller et valuer les mesures dintervention prises la suite dun dversement provenant dun navire. Nous avons prlev un chantillon dincidents impliquant des navires et des sources mystrieuses ayant ncessit la mobilisation de ressources.
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Nous avons constat que, pour ces dversements, les interventions de la Garde ctire canadienne taient peu documentes et que linformation consigne dans le Systme de dclaration des incidents de pollution marine tait incomplte et de qualit douteuse. Ainsi, les rapports contenus dans le Systme nindiquent pas
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clairement le niveau des efforts dploys par la Garde ctire canadienne ni les rsultats de ces efforts, comme la quantit approximative dhydrocarbures rcuprs et les impacts environnementaux dcoulant des dversements. Nous avons aussi observ des carts importants dune anne lautre dans les estimations faites du volume dvers. On nous a informs que ces anomalies pouvaient tre attribuables des incidents particuliers ou des erreurs de saisie des donnes. Il reste quil nexiste pas de programme dassurance de la qualit pour le Systme de dclaration des incidents de pollution marine. Or, un tel programme aurait pu permettre de dtecter ces erreurs.
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Le fait de raliser des valuations aprs les incidents, le cas chant, est utile pour rendre compte de la faon dont les activits dintervention sont menes, dterminer les problmes qui sont survenus, tirer des leons et formuler des recommandations visant une amlioration. Aucun des 31 dossiers de notre chantillon ne contenait dvaluation postrieure lincident. Environnement Canada est lautorit fdrale charge de donner des conseils en matire denvironnement lors dun dversement dhydrocarbures ou de produits chimiques provenant dun navire. Pour les dossiers que nous avons examins, le Ministre a t consult dans plus de la moiti des incidents et chaque fois, il a donn des conseils. Nous avons constat quEnvironnement Canada avait fourni, sur demande, des conseils directement la Garde ctire canadienne ou par lintermdiaire de lquipe rgionale dintervention durgence. Ces conseils portaient entre autres sur les caractristiques du littoral; les zones sensibles, comme les habitats, les espces et les infrastructures situes proximit du dversement qui pourraient tre touches; et les trajectoires de dispersion du dversement. Nous avons constat quil ny avait pas de dpt central o tait conserve toute linformation pertinente sur un incident, y compris linformation sur les dommages environnementaux ou socioconomiques. Ainsi, linformation sur les impacts environnementaux tait souvent consigne en dossier par Environnement Canada, mais elle se trouvait rarement dans les dossiers de la Garde ctire canadienne. Les objectifs de la Garde ctire canadienne en matire dintervention environnementale consistent rduire les rpercussions sur lenvironnement, lconomie et la scurit publique des incidents de pollution marine, dont les dversements dhydrocarbures provenant de navires. Sans une documentation complte et fiable sur les interventions
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subsquentes aux dversements provenant de navires, la Garde ctire canadienne ne peut tablir dans quelle mesure elle atteint ses objectifs. Les limites associes au Systme de dclaration des incidents de pollution marine empchent galement la Garde ctire canadienne de produire une analyse fiable des tendances en ce qui concerne les dversements provenant de navires. Or une telle analyse est importante pour lvaluation des risques ainsi que pour lvaluation du caractre adquat de lquipement et de la capacit. Recommandation La Garde ctire canadienne devrait instaurer un programme dassurance de la qualit pour son Systme de dclaration des incidents de pollution marine. Elle devrait galement tablir des procdures afin de sassurer que les rsultats des interventions en rponse aux dversements sont consigns de faon uniforme. La quantit de documentation sur les interventions devrait tre proportionnelle limportance de lincident, et les documents devraient donner des indications sur les contributions des autres parties, le cas chant.
1.70
Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne entreprendra un examen visant relever les caractristiques et les paramtres que doit possder un programme dassurance de la qualit pour ses systmes de rapport sur les incidents de pollution marine. La Garde ctire renforcera ses procdures de faon ce que les rsultats des interventions en cas de dversement soient documents de manire uniforme. Systme dintervention utilis lors dun incident Lutilisation dun systme commun pour les urgences contribue ltablissement de procdures uniformes en matire doprations et dintervention et rduit les risques de mauvaise communication durant les interventions. Lutilisation non uniforme des systmes dintervention pourrait prsenter des problmes dans le cas dun dversement majeur provenant dun navire, qui ncessiterait la mobilisation des ressources communes plusieurs rgions. La Garde ctire canadienne, les organismes dintervention certifis et dautres entits fdrales du Canada et des tats-Unis ont recours des systmes dintervention fonds sur le Systme de commandement en cas dincident. Ce systme a t conu aux tats-Unis au cours des annes 1970.
1.71 1.72
Le systme de la Garde ctire canadienne est connu sous le nom de Systme de gestion des interventions. Certains intervenants ont soulev des proccupations selon lesquelles le systme pourrait nuire la coordination de lintervention dans le cas dun dversement majeur qui ncessiterait la participation de plusieurs parties.
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Recommandation La Garde ctire canadienne devrait examiner les diffrences entre le Systme de gestion des interventions et le Systme de commandement en cas dincident, dterminer si ces diffrences pourraient avoir des consquences sur lintervention conjointe de plusieurs parties lors dun dversement majeur et rgler les diffrences importantes, sil y en a.
1.73
Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne tentera de relever les diffrences entre le Systme de gestion des interventions et le Systme de commandement en cas dincident, entre autres en dterminant si ces diffrences pourraient avoir une incidence sur une intervention multipartite en cas de dversement important.
Prparation aux dversements de produits chimiques provenant de navires
1.74
Les substances nocives et potentiellement dangereuses sont habituellement classes dans la catgorie des marchandises dangereuses, laquelle englobe les substances ayant des proprits dangereuses. Ces substances sont transportes en vrac et dans des conteneurs bord de navires ainsi que par train et par camion. Les modes de transport multiples, la grande varit et le trs grand nombre de ces substances reprsentent des dfis stratgiques de taille lorsquil sagit de concevoir un rgime dintervention. Cest la raison pour laquelle on a cr, au pays comme ltranger, deux rgimes dintervention lun pour les hydrocarbures et lautre pour les substances nocives et potentiellement dangereuses en vertu de la Convention internationale sur la prparation, la lutte et la coopration en matire de pollution par les hydrocarbures de lOrganisation maritime internationale.
Il ny a aucun rgime national pour les dversements de produits chimiques provenant de navires
1.75
Un rgime dintervention durgence pour les substances nocives et potentiellement dangereuses ainsi que pour les hydrocarbures a t recommand dans le rapport Brander-Smith, en 1990. Quelque 20 ans plus tard, le Canada na toujours pas de rgime pour les substances nocives et potentiellement dangereuses qui prcise clairement les rles et les responsabilits, notamment ceux des ministres et organismes fdraux et de lindustrie. En mars 2000, lOrganisation maritime internationale a adopt le Protocole sur la prparation, la lutte et la coopration contre les vnements de pollution par les substances nocives et potentiellement dangereuses. Les parties au Protocole sont tenues dadopter des mesures pour faire face aux incidents de pollution causs par les substances
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nocives et potentiellement dangereuses. Elles doivent notamment instaurer un systme national prvoyant la dsignation dune autorit nationale, un point de contact oprationnel national, un plan dintervention national, un niveau minimal dquipement dintervention, des plans de communication ainsi que de la formation et des exercices rguliers. Le Protocole est entr en vigueur le 14 juin 2007, aprs avoir t ratifi par au moins 15 tats membres de lOrganisation maritime internationale. Le Canada na pas ratifi le Protocole.
1.77
Transports Canada est charg dlaborer le rgime pour les substances nocives et potentiellement dangereuses. Nous croyons quun tel rgime est important pour que les entits qui, normalement, prendraient part lintervention subsquente un dversement comme les ports, les socits prives dintervention chimique, les services des incendies locaux et la Garde ctire canadienne connaissent bien leur rle. Une meilleure comprhension de leurs rles respectifs leur permettra de prendre des dcisions claires au sujet, entre autres, de la formation, des exercices et des investissements en quipement. Des reprsentants du Ministre nous ont dit quils avaient consult divers intervenants propos de llaboration dun rgime canadien et de la ratification du protocole sur les substances nocives et potentiellement dangereuses et que le Ministre prvoyait introduire le rgime au plus tard en 2013. Entre-temps, le Canada ne dispose pas dun cadre officiel, qui dfinit clairement les rles et les responsabilits, pour les interventions en cas de dversement de produits chimiques provenant de navires. Les reprsentants de Transports Canada nous ont indiqu que lun des dfis que doit surmonter le Ministre pour tablir un rgime est d au fait que les donnes sur le type et les quantits de substances nocives et potentiellement dangereuses transportes par navire ne sont pas suffisamment dtailles pour rpondre aux besoins du Ministre.
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Recommandation Afin de faciliter llaboration dun rgime visant les substances nocives et potentiellement dangereuses au Canada, Transports Canada devrait prendre les mesures ncessaires pour garantir quil dispose de donnes adquates sur le type et les quantits de substances nocives et potentiellement dangereuses transportes par navire au Canada.
1.79
Rponse de Transports Canada Recommandation accepte Transports Canada collaborera avec des ministres et des organismes cls (notamment lAgence des services frontaliers du Canada, Statistique Canada et la Garde ctire canadienne) en vue dlaborer les procdures et les systmes ncessaires pour que les intervenants
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durgence aient accs des renseignements en temps quasi rel sur toutes les substances nocives et potentiellement dangereuses transportes par les navires dans les eaux canadiennes. Compte tenu du fait que lAgence des services frontaliers du Canada et la Garde ctire canadienne ont dj des systmes et des procdures en place pour obtenir le manifeste de cargaison et les donnes dun navire, Transports Canada amorcera les discussions dici au printemps 2011 et demandera leur collaboration pour adapter les donnes et les rendre disponibles dans le cadre du rgime propos de prparation et dintervention en cas dincident mettant en cause les substances nocives et potentiellement dangereuses.
Conclusion
1.80
Nous avons examin si Transports Canada, la Garde ctire canadienne et Environnement Canada avaient pris des mesures raisonnables pour se prparer ragir et pour intervenir en cas dincidents de pollution attribuables des dversements dhydrocarbures ou de produits chimiques par des navires dans les eaux canadiennes de lArctique, du Pacifique et de lAtlantique et dans le golfe du Saint-Laurent. Nous avons constat que, mme si Transports Canada et la Garde ctire canadienne ont effectu des valuations des risques associs aux dversements dhydrocarbures provenant de navires, ils navaient pas appliqu de mthodes dvaluation uniformes ni systmatiques et navaient pas tabli de processus officiels prvoyant des rvaluations continues des risques. Il sensuit que la connaissance des risques lis aux dversements dhydrocarbures provenant de navires au Canada, un lment cl de la planification durgence, nest ni complte ni jour. De plus, les plans de gestion des urgences de la Garde ctire canadienne et dEnvironnement Canada, deux intervenants cls au niveau fdral, ne sont pas tous jour. La Garde ctire canadienne donne une formation et dirige des exercices ayant trait aux dversements dhydrocarbures provenant de navires, mais elle ne possde pas les systmes ncessaires pour assurer une application uniforme de ses programmes de formation et dexercices dans lensemble du pays.
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La Garde ctire canadienne, principal organisme fdral charg des interventions en cas de dversement dhydrocarbures provenant de navires, na pas valu sa capacit dintervention depuis 2000. Ltat de lquipement dintervention que la Garde ctire utilise lors
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des dversements dhydrocarbures est source de proccupations. Compte tenu de labsence danalyses rcentes de la capacit et du manque dinformation jour sur les risques, la Garde ctire ne sait pas si sa capacit dintervention en cas de dversement dhydrocarbures provenant de navires est suffisante pour contrer ces risques.
1.84
Transports Canada value les organismes dintervention certifis du secteur priv afin de sassurer quils rpondent aux normes dintervention tablies par la Loi sur la marine marchande du Canada (2001). Le Ministre vrifie si ces organismes ont, entre autres, des plans de gestion des urgences jour, sils offrent de la formation adquate et effectuent des exercices appropris et sils possdent lquipement ncessaire pour intervenir en cas de dversement dhydrocarbures par des navires pouvant atteindre 10 000 tonnes. Il nexiste pas de procdures semblables pour sassurer que la Garde ctire canadienne est en mesure dintervenir rapidement en cas de dversement. La Garde ctire ne dispose pas de documentation complte et fiable sur les mesures dintervention prises en rponse des dversements dhydrocarbures provenant de navires, de sorte quelle ne sait pas si elle atteint ses objectifs visant rduire au maximum les rpercussions des incidents de pollution marine sur lenvironnement, lconomie et la scurit publique. Les lacunes du systme que la Garde ctire canadienne a instaur pour faire le suivi des dversements dhydrocarbures lempchent aussi de produire une analyse fiable des tendances des dversements dhydrocarbures provenant de navires au Canada. Il y a 20 ans, un comit dexamen public recommandait au gouvernement fdral dinstaurer un rgime national pour les dversements de substances nocives et potentiellement dangereuses provenant de navires. Ce rgime nexiste toujours pas et on ne sattend pas ce quil soit mis en place avant 2013. Entre-temps, le Canada ne dispose pas de cadre officiel pour les interventions en cas de dversement de produits chimiques, et, notamment, na pas de dfinition prcise des rles et des responsabilits. Nous avons cern un certain nombre de lacunes importantes, allant de la planification des urgences la documentation des interventions. Dans lensemble, nous concluons que ces lacunes doivent tre corriges par le gouvernement fdral afin dobtenir lassurance que les activits de planification ainsi que les systmes et les procdures mis en place permettent dappuyer raisonnablement la prparation et lintervention en cas de dversement dhydrocarbures ou de produits chimiques provenant de navires dans le milieu marin canadien.
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propos de la vrification
Tous les travaux de vrification dont traite le prsent chapitre ont t mens conformment aux normes pour les missions de certification tablies par lInstitut Canadien des Comptables Agrs. Mme si le Bureau du vrificateur gnral a adopt ces normes comme exigences minimales pour ses vrifications, il sappuie galement sur les normes et pratiques dautres disciplines.
Objectif
La vrification avait pour objectif de dterminer si Transports Canada, la Garde ctire canadienne (Pches et Ocans Canada) et Environnement Canada avaient pris des mesures raisonnables pour appliquer les dispositions lgislatives et dautres mesures en vue de se prparer ragir et dintervenir en cas dincidents de pollution provenant de navires dans le milieu marin canadien. La vrification comportait deux sous-objectifs :
dterminer si Transports Canada, la Garde ctire canadienne et Environnement Canada se sont munis de plans, de systmes ou de protocoles pour se prparer intervenir lors de dversements provenant de navires, y compris de plans durgence appropris et dune capacit dintervention en cas de dversement dhydrocarbures ou de substances dangereuses provenant de navires; dterminer si Transports Canada, la Garde ctire canadienne et Environnement Canada ont valu les interventions lors de dversements provenant de navires, y compris les dversements dhydrocarbures et de substances dangereuses.
tendue et mthode
La vrification portait sur la gestion par le gouvernement fdral des incidents de pollution attribuables des hydrocarbures et des substances nocives et potentiellement dangereuses dans les eaux canadiennes de lAtlantique, du Pacifique et de lArctique, et dans le golfe du Saint-Laurent. La vrification ciblait les responsabilits du gouvernement fdral dans ces domaines, telles quelles sont dfinies dans la Loi sur la marine marchande du Canada (2001), la Loi sur la prvention de la pollution des eaux arctiques, la Loi sur la Convention concernant les oiseaux migrateurs (1994), la Loi sur la gestion des urgences et leurs rglements affrents. Cette lgislation comprend galement les obligations que le Canada doit assumer en vertu de divers accords internationaux, notamment la Convention internationale pour la prvention de la pollution par les navires et la Convention internationale sur la prparation, la lutte et la coopration en matire de pollution par les hydrocarbures. Nos travaux ont surtout consist mener des entrevues avec des reprsentants des entits et dautres intervenants et examiner la documentation pertinente. Au cours de la vrification, lquipe a rencontr des employs de ladministration centrale et visit les bureaux rgionaux afin de tenir des entrevues et de recueillir de la documentation, au besoin. Nous avons examin un chantillon dincidents de pollution marine causs par des navires afin de dterminer comment les interventions visant ces incidents avaient t surveilles et values. Nous avons slectionn des incidents survenus entre janvier 2007 et dcembre 2009 qui concernaient des navires ou
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des sources mystrieuses (ne pouvant tre confirmes). Nous avons exclu les incidents provenant de sources terrestres, dinstallations de manutention dhydrocarbures et dautres sources. Lchantillon a t choisi en fonction de linformation que contient le Systme de dclaration des incidents de pollution marine de la Garde ctire canadienne.
Critres
Pour dterminer si Transports Canada, la Garde ctire canadienne et Environnement Canada se sont munis de plans, de systmes ou de protocoles pour se prparer intervenir lors de dversements provenant de navires, y compris de plans durgence appropris et dune capacit dintervention en cas de dversement dhydrocarbures ou de substances dangereuses provenant de navires, nous avons utilis les critres suivants : Critres Transports Canada, la Garde ctire canadienne et Environnement Canada disposent de plans durgence appropris pour intervenir en cas de dversement dhydrocarbures ou de produits chimiques provenant de navires. Sources Loi sur la gestion des urgences, paragraphes 6(1) et 6(2) Loi sur la marine marchande du Canada (2001) Loi sur la prvention de la pollution des eaux arctiques Dcision du Cabinet de 1973 (1175-73RD) sur les urgences environnementales Organisation maritime internationale, Convention internationale pour la prvention de la pollution par les navires, 1973 Organisation maritime internationale, Convention internationale sur la prparation, la lutte et la coopration en matire de pollution par les hydrocarbures, 1990 Pches et Ocans Canada, Nos eaux, notre avenir Stratgie de dveloppement durable 2007-2009 (Rsultat B.1), 2006 Transports Canada, la Garde ctire canadienne et Environnement Canada valuent le caractre adquat de leurs plans dintervention durgence. Loi sur la gestion des urgences, paragraphes 6(1) et 6(2) Loi sur la marine marchande du Canada (2001) Loi sur la prvention de la pollution des eaux arctiques Dcision du Cabinet de 1973 (1175-73RD) sur les urgences environnementales Organisation maritime internationale, Convention internationale pour la prvention de la pollution par les navires, 1973 Organisation maritime internationale, Convention internationale sur la prparation, la lutte et la coopration en matire de pollution par les hydrocarbures, 1990 Pches et Ocans Canada, Nos eaux notre avenir Stratgie de dveloppement durable 2007-2009 (Rsultat B.1), 2006
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Pour dterminer si Transports Canada, la Garde ctire canadienne et Environnement Canada ont valu les interventions lors de dversements provenant de navires, y compris les dversements dhydrocarbures et de substances dangereuses, nous avons utilis les critres suivants : Critres La Garde ctire canadienne et Environnement Canada surveillent les interventions menes par les pollueurs lors de dversements dhydrocarbures ou de produits chimiques provenant de navires, y compris lintervention des organismes dintervention certifis. Transports Canada, la Garde ctire canadienne et Environnement Canada valuent le caractre adquat des interventions ralises lors de dversements dhydrocarbures ou de produits chimiques provenant de navires. Sources Loi sur la marine marchande du Canada (2001), article 180 Loi sur la Convention concernant les oiseaux migrateurs (1994), article 5.1
Loi sur la marine marchande du Canada (2001), article 180 Secrtariat du Conseil du Trsor du Canada, Politique sur la structure de la gestion, des ressources et des rsultats (paragraphe 5.2.1, Gestion axe sur les rsultats), 2008
La direction a examin les critres de vrification et elle en a reconnu la validit.

Priode vise par la vrification
La vrification portait sur la priode allant de janvier 2007 la fin de mai 2010. Les travaux de vrification dont il est question dans le prsent chapitre ont t pour lessentiel termins le 30 juin 2010.
quipe de vrification
Directeur principal : James McKenzie Directrice : Francine Richard Lawrence Ayagiba Tanya Burger Stephanie Kalt Leslie Lapp Carolle Mathieu David Normand Jacqueline Ntalikure Jean-Marie Rulinda Pour obtenir de linformation, veuillez tlphoner la Direction des communications : 613-995-3708 ou 1-888-761-5953 (sans frais).
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Annexe
Tableau des recommandations
Les recommandations formules au chapitre 1 sont prsentes ici sous forme de tableau. Le numro du paragraphe o se trouve la recommandation apparat en dbut de ligne. Les chiffres entre parenthses correspondent au numro des paragraphes o le sujet de la recommandation est abord.
Recommandation
Prparation aux dversements dhydrocarbures provenant de navires 1.32
Rponse
En mettant profit les valuations des risques ralises ce jour, Transports Canada et la Garde ctire canadienne devraient procder une valuation des risques associs aux dversements dhydrocarbures provenant de navires en bordure des trois ctes canadiennes. Lvaluation des risques devrait tre ralise de concert avec Environnement Canada et lindustrie du transport maritime. Transports Canada et la Garde ctire canadienne devraient instaurer des processus prvoyant lexamen continu des risques et la mise jour des valuations des risques au besoin. La Garde ctire canadienne devrait veiller ce que lvaluation des risques tienne compte de ses trois rles (agent de surveillance fdral, commandant sur place et organisme ressource). (1.26-1.31)
Rponse dEnvironnement Canada Recommandation accepte. Environnement Canada accepte cette recommandation et appuiera Transports Canada et la Garde ctire canadienne en leur fournissant des connaissances scientifiques. Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne travaillera avec Transports Canada ltablissement dun cadre de travail pour faciliter la ralisation dune valuation des risques lis aux dversements de ptrole provenant de navires sur les trois ctes du Canada. Rponse de Transports Canada Recommandation accepte. Transports Canada a entrepris des consultations avec la Garde ctire canadienne et Environnement Canada en vue dexaminer le rgime national dintervention en cas de dversements dhydrocarbures du Canada. Le Ministre sinspirera des valuations des risques des rgimes de prparation et dintervention en cas de dversements causs par des navires dans toutes les eaux canadiennes, y compris les trois ctes. Ltablissement de la porte de ces valuations des risques dbutera cette anne et se terminera dici la fin de 2011-2012.
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Recommandation
1.41
Rponse Rponse dEnvironnement Canada Recommandation accepte. Environnement Canada rvisera ces plans la suite de llaboration de son Plan Stratgique de Gestion des Urgences (PSGU). Le PSGU fournira un cadre gnral pour la rvision et la mise jour de tous les plans durgence du Ministre, y compris le plan national et les plans rgionaux pour la gestion des urgences environnementales. Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne labore actuellement sa Stratgie nationale dintervention environnementale. Cette stratgie sera complte par llaboration dune politique dintervention nationale et de plans connexes pour orienter les efforts de la Garde ctire, y compris ceux lis aux incidents majeurs. Celle-ci tablira un processus dexamen priodique afin dassurer lexactitude et la pertinence de ses plans national et rgionaux de gestion des urgences.
La Garde ctire canadienne et Environnement Canada devraient mettre jour leurs plans nationaux de gestion des urgences ainsi que rviser et mettre jour, au besoin, leurs plans rgionaux de gestion des urgences. (1.33-1.40)
1.42
Pour obtenir lassurance que les plans de gestion des urgences restent jour, Transports Canada, la Garde ctire canadienne et Environnement Canada devraient tablir des mcanismes visant lexamen rgulier de leurs plans nationaux et rgionaux et leur mise jour, au besoin (par exemple, lorsquil y a des changements en ce qui touche les risques, la lgislation, les rles et les responsabilits ou encore les leons tires des exercices ou des incidents graves). (1.33-1.40)
Rponse dEnvironnement Canada Recommandation accepte. Dans le cadre de la mise au point du Plan Stratgique de Gestion des Urgences (PSGU), Environnement Canada inclura une section portant sur le processus de rvision et de mise jour de ce dernier et des documents auxquels il fait rfrence (plans de gestion des urgences et plans de la continuit des activits, entre autres). Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne tablira un processus dexamen priodique afin dassurer lexactitude et la pertinence de ses plans national et rgionaux de gestion des urgences. Rponse de Transports Canada Recommandation accepte. Transports Canada reconnat la ncessit de possder des plans de gestion des urgences jour. cette fin, il a mis jour en 2010 son plan national de prparation en matire de prvention et dintervention environnementale. Transports Canada tirera profit de ses pratiques actuelles en examinant et en mettant jour ce plan chaque anne.
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Recommandation
1.50
Rponse Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne examine actuellement son programme dexercices dintervention, y compris les exercices dintervention en cas de dversement de ptrole provenant de navires, et elle laborera un plan dexercice rvis.
La Garde ctire canadienne devrait mettre jour son programme dexercices dintervention en cas de dversement dhydrocarbures provenant de navires, en prtant attention notamment au type et la frquence des exercices (y compris les exercices interrgionaux), aux organismes qui devraient participer ainsi quaux exigences de documentation. Elle devrait galement laborer des procdures pour sassurer que les recommandations et les leons tires de ces exercices sont communiques aux rgions et mises en pratique. (1.43-1.49) La Garde ctire canadienne devrait valuer, en tenant compte de la capacit du secteur priv, sa capacit dintervention en fonction des risques lis au dversement dhydrocarbures provenant de navires. Elle devrait utiliser cette information pour prendre, plus tard, des dcisions claires en matire dinvestissements. (1.51-1.56)
1.57
Rponse de la Garde ctire canadienne Recommandation accepte. Les valuations des risques qui sont abordes dans la recommandation 1.32 contribueront certainement lvaluation que mnera la Garde ctire canadienne de sa capacit dintervention dans les rgions Atlantique, Pacifique et Arctique, en tenant compte de la capacit dintervention existante du secteur priv. Par consquent, les valuations de la capacit dintervention de la Garde ctire seront fondes sur les valuations des risques lis aux dversements de ptrole provenant de navires pour les rgions Atlantique, Pacifique et Arctique. Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne tablira un processus dexamen priodique afin de vrifier son tat de prparation aux dversements de ptrole provenant de navires. Les valuations des risques abordes dans la recommandation 1.32 et les valuations de la capacit dintervention releves dans la recommandation 1.57 contribueront certainement la vrification que mnera la Garde ctire canadienne sur son tat de prparation aux dversements de ptrole provenant de navires dans les rgions Atlantique, Pacifique et Arctique.
1.61
Afin dassurer ltat de prparation de la capacit dintervention oprationnelle du gouvernement du Canada, la Garde ctire canadienne, avec la collaboration de Transports Canada, devrait vrifier priodiquement si elle est en mesure dintervenir lors de dversements dhydrocarbures provenant de navires (daprs des procdures et des critres prdtermins). (1.58-1.60)
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Recommandation
Intervention lors de dversements provenant de navires 1.70
Rponse
La Garde ctire canadienne devrait instaurer un programme dassurance de la qualit pour son Systme de dclaration des incidents de pollution marine. Elle devrait galement tablir des procdures afin de sassurer que les rsultats des interventions en rponse aux dversements sont consigns de faon uniforme. La quantit de documentation sur les interventions devrait tre proportionnelle limportance de lincident, et les documents devraient donner des indications sur les contributions des autres parties, le cas chant. (1.63-1.69) La Garde ctire canadienne devrait examiner les diffrences entre le Systme de gestion des interventions et le Systme de commandement en cas dincident, dterminer si ces diffrences pourraient avoir des consquences sur lintervention conjointe de plusieurs parties lors dun dversement majeur et rgler les diffrences importantes, sil y en a. (1.71-1.72)
Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne entreprendra un examen visant relever les caractristiques et les paramtres que doit possder un programme dassurance de la qualit pour ses systmes de rapport sur les incidents de pollution marine. La Garde ctire renforcera ses procdures de faon ce que les rsultats des interventions en cas de dversement soient documents de manire uniforme.
1.73
Rponse de la Garde ctire canadienne Recommandation accepte. La Garde ctire canadienne tentera de relever les diffrences entre le Systme de gestion des interventions et le Systme de commandement en cas dincident, entre autres en dterminant si ces diffrences pourraient avoir une incidence sur une intervention multipartite en cas de dversement important.
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Recommandation
Prparation aux dversements de produits chimiques provenant de navires 1.79
Rponse
Afin de faciliter llaboration dun rgime visant les substances nocives et potentiellement dangereuses au Canada, Transports Canada devrait prendre les mesures ncessaires pour garantir quil dispose de donnes adquates sur le type et les quantits de substances nocives et potentiellement dangereuses transportes par navire au Canada. (1.75-1.78)
Rponse de Transports Canada Recommandation accepte Transports Canada collaborera avec des ministres et des organismes cls (notamment lAgence des services frontaliers du Canada, Statistique Canada et la Garde ctire canadienne) en vue dlaborer les procdures et les systmes ncessaires pour que les intervenants durgence aient accs des renseignements en temps quasi rel sur toutes les substances nocives et potentiellement dangereuses transportes par les navires dans les eaux canadiennes. Compte tenu du fait que lAgence des services frontaliers du Canada et la Garde ctire canadienne ont dj des systmes et des procdures en place pour obtenir le manifeste de cargaison et les donnes dun navire, Transports Canada amorcera les discussions dici au printemps 2011 et demandera leur collaboration pour adapter les donnes et les rendre disponibles dans le cadre du rgime propos de prparation et dintervention en cas dincident mettant en cause les substances nocives et potentiellement dangereuses.
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Rapport du commissaire lenvironnement et au dveloppement durable la Chambre des communes Automne 2010 Table des matires principale
Le point de vue du commissaire Points saillants Chapitres 1 3 Annexe Chapitre 1 Chapitre 2 Chapitre 3 Chapitre 4 Les dversements de ptrole provenant de navires La surveillance des ressources en eau Ladaptation aux impacts climatiques Les ptitions en matire denvironnement
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Oil Spill Response Field Guide
CANADIAN PETROLEUM PRODUCTS INSTITUTE
INSTITUT CANADIEN DES PRODUITS PTROLIERS
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Cat. No. T31-75\1-1995E ISBN 0-660-16112-5 MB00054 96 06
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Oil Spill Response Field Guide
Copyright 1995, Canadian Coast Guard, All Rights Reserved. Printed in Canada.
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Fourth Printing September 2005
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(A42601) Table of Contents Introduction........................................................................................1 1.1 Organization of Guide..........................................................................1 1.2 Response Priorities ...............................................................................4 1.3 Cleanup Priorities.................................................................................4 Overall Management ..........................................................................5 2.1 Operational Response ..........................................................................5 2.2 Response Personnel Requirements ......................................................6 2.3 Critical Spill/Environmental Information...........................................9 2.4 Oil-spill Volume .................................................................................15 2.5 Oil Characteristics and Behaviour.....................................................15 2.6 Limiting Access ..................................................................................17 Health and Safety..............................................................................19 3.1 Basic Safety Rules...............................................................................19 3.1.1 The Buddy System ................................................................19 3.1.2 Hand or Whole-body Communication Signals ...................19 3.2 Risks....................................................................................................20 3.2.1 Fire and Explosions ...............................................................20 3.2.2 Hazardous Atmospheres........................................................21 3.2.3 Skin Contact .........................................................................24 3.2.4 Heat and Cold.......................................................................25 3.2.5 Awareness On Site ................................................................26 3.2.6 Miscellaneous Hazards ..........................................................27 3.3 Personal Protective Equipment..........................................................27 3.3.1 Protective Clothing ..............................................................27 3.3.2 Respiratory Protection ..........................................................28 3.3.3 Confined Space Entry...........................................................29 3.4 Transportation Safety .........................................................................29 3.4.1 Small Boat Safety Rules ........................................................29 3.4.2 Aircraft Safety Rules .............................................................30 Logistics and Telecommunications .....................................................33 4.1 Logistics ..............................................................................................33 4.1.1 Boat Cleaning .......................................................................35 4.2 Telecommunications ..........................................................................35 Booms...............................................................................................37 5.1 Boom Selection Matrix ......................................................................37 5.2 Boom Types.........................................................................................40 5.2.1 Internal-foam Flotation Boom..............................................40 5.2.2 Self-inflatable Boom .............................................................41 5.2.3 Pressure-inflatable Boom ......................................................42 5.2.4 External-tension Member Boom ..........................................43 5.2.5 Fence Boom...........................................................................44 5.3 Boom Deployment Guidelines...........................................................45 iii
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(A42601) 5.4 Guidelines for Use of Boom ...............................................................46 5.5 Special Purpose Booms.......................................................................50 5.5.1 Shoreline Barrier...................................................................50 5.5.2 Fire-Resistant Boom..............................................................51 5.5.3 Netting Boom........................................................................51 5.6 Boom Washing ...................................................................................52 Shoreline Protection .........................................................................53 6.1 Classification of Environmental Sensitivities....................................53 6.2 Factors Affecting Selection of Shoreline-protection Techniques.....54 6.3 Use of Shoreline-protection Decision Guides ...................................54 6.4 Specific Protective Measures..............................................................57 6.4.1 Exclusion Booming ...............................................................58 6.4.2 Diversion Booming ...............................................................59 6.4.3 Sorbent Booming and Barriers..............................................60 6.4.4 Beach Berms..........................................................................61 6.4.5 Berms and Dams on Streams ................................................62 Chemical Dispersion .........................................................................63 7.1 Type of Dispersants.............................................................................63 7.2 Dispersant Usage Near Specific Ecological Habitats.........................65 7.3 Dispersant Dosage...............................................................................66 7.4 Dispersant Application Techniques...................................................67 7.4.1 Workboat Application..........................................................69 7.4.2 Aerial Application ................................................................70 In-situ Burning .................................................................................71 8.1 Equipment and Other Resources .......................................................71 8.2 Technique ...........................................................................................72 8.3 Advantages of In-situ Burning............................................................74 8.4 Disadvantage of In-situ Burning .........................................................75 8.5 Limitations of In-situ Burning ............................................................75 8.6 Issues Regarding In-situ Burning ........................................................76 Skimmers..........................................................................................77 9.1 Skimmers Selection Matrix................................................................77 9.2 Detailed Information on Skimmer Types...........................................80 9.2.1 Oleophilic Brush ...................................................................81 9.2.2 Oleophilic Disc .....................................................................83 9.2.3 Oleophilic Rope Skimmer ....................................................85 9.2.4 Oleophilic Rope/Belt (Catamaran Mounted) (Zero Relative Velocity Configuration) ...............................86 9.2.5 Sorbent Belt (Downward Moving).......................................87 9.2.6 Sorbent Belt (Upward Moving) ...........................................88 9.2.7 Weir (Advancing).................................................................89 9.2.8 Combination Weir/Boom .....................................................90 9.2.9 Weir (Saucer)........................................................................93 iv
(A42601) 9.2.10 Weir (with Screw Auger) .....................................................93 9.2.11 Weir (Self-Levelling) ............................................................95 9.2.12 Weir (with Vortex) ...............................................................97 9.2.13 Vacuum Systems (with Weir Skimmer Head) .....................98 9.2.14 Hydrocyclone ........................................................................99 9.2.15 Submersion Plane................................................................101 9.2.16 Water Jet .............................................................................103 9.2.17 Combination Trawl/Boom ..................................................105 9.2.18 Paddle Belt ..........................................................................106 10. Sorbents..........................................................................................107 10.1 Sorbent Selection Matrix.................................................................107 10.2 General Considerations....................................................................110 11. Pump/Vacuum Systems ...................................................................111 11.1 Pump/Vacuum System Selection Matrix .........................................111 11.2 Pump/Vacuum System Types............................................................114 11.2.1 Centrifugal Pumps...............................................................114 11.2.2 Lobe Pumps .........................................................................115 11.2.3 Gear Pumps .........................................................................116 11.2.4 Intermeshing-screw Pumps .................................................117 11.2.5 Vane Pumps.........................................................................118 11.2.6 Flexible-impeller Pumps .....................................................119 11.2.7 Screw/Auger Pumps ............................................................120 11.2.8 Progressing Cavity Pumps...................................................121 11.2.9 Double-acting Piston Pumps...............................................122 11.2.10 Double-acting Diaphragm Pumps.......................................123 11.2.11 Air Conveyor Systems ........................................................124 11.2.12 Conventional Vacuum Truck .............................................125 11.2.13 Portable Vacuum Units.......................................................126 11.2.14 Belt/Screw Conveyors.........................................................127 11.2.15 Wheeled Vehicles ...............................................................128 12. Temporary Storage and Debris Transport.........................................129 12.1 Waste Management and Regulations ..............................................129 12.2 Storage Selection..............................................................................130 12.3 Storage Alternatives.........................................................................134 12.3.1 Earthen Pit or Ice Pit ..........................................................134 12.3.2 Earthen Dike or Snow Berm...............................................134 12.3.3 Prefabricated Kits ................................................................135 12.3.4 200-litre Drum ....................................................................135 12.3.5 Livestock Tank or Container of Opportunity ....................135 12.3.6 Oilfield Tank ....................................................................136 12.3.7 Unused Storage Tanks ........................................................136 12.3.8 Dumpsters............................................................................136 12.3.9 Tank Truck ..........................................................................137 v
(A42601) 12.3.10 Vacuum or Air Conveyor Truck .........................................137 12.3.11 Dump Truck ........................................................................137 12.3.12 Pickup Truck .......................................................................138 12.3.13 Plastic Trash Bag or Super Sac ........................................138 12.3.14 Pillow Tanks ........................................................................138 12.3.15 Plastic Swimming Pools ......................................................139 12.3.16 Air Berm..............................................................................139 12.3.17 Boom ...................................................................................139 12.3.18 Plastic Tubing......................................................................140 12.3.19 Skimmer Vessel ...................................................................140 12.3.20 Supply Boat with Deck Tanks.............................................140 12.3.21 Tank Barges .........................................................................141 12.3.22 Deck Barge with Deck Tanks..............................................141 12.3.23 Open Top Barge, LASH Barge, or Hopper Barge ..............141 12.3.24 Tanker Vessel.......................................................................142 12.3.25 Flexible, Towable Tank (Dracones)....................................142 12.3.26 Production Platform............................................................142 12.4 Transportation of Oil-spill Debris ....................................................143 12.4.1 Systems that Combine Storage and Transport Capabilities..................................................143 12.4.2 Transport Systems for Moving Oil-spill Debris ..................144 13. Wildlife Rescue and Rehabilitation..................................................145 13.1 Agency Responsible for Wildlife Rehabilitation.............................145 13.2 Support for Wildlife Rescue .............................................................145 14. Shoreline Cleanup...........................................................................147 14.1 Mapping............................................................................................147 14.2 Constraints to Work on Shorelines .................................................147 14.3 Assessment........................................................................................147 14.4 Use of the Decision Guide ...............................................................151 14.5 Chemicals Use for Cleanup .............................................................156 14.6 Bioremediation .................................................................................156 14.7 Physical Cleanup Methods...............................................................157 14.7.1 Natural Recovery ................................................................163 14.7.2 Manual Sorbent Application..............................................163 14.7.3 Manual Removal of Oiled Materials ..................................164 14.7.4 Manual Cutting...................................................................164 14.7.5 Low-Pressure Flushing.........................................................165 14.7.6 Vacuum Trucks....................................................................166 14.7.7 Sump and Pump/Vacuum....................................................167 14.7.8 Warm-water Washing .........................................................168 14.7.9 High-pressure Flushing (Pressure Washing).......................169 14.7.10 Manual Scraping .................................................................169
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(A42601) 14.8 Physical Cleanup Methods Using Heavy Equipment......................170 14.8.1 Beach Cleaner.....................................................................170 14.8.2 Tractor/Ripper .....................................................................171 14.8.3 Bulldozer..............................................................................172 14.8.4 Motor Grader and Elevating Scraper Combination ..........173 14.8.5 Elevating Scraper ................................................................174 14.8.6 Motor Grader and Front-End Loader Combination ..........175 14.8.7 Discer...................................................................................176 14.8.8 Front-End Loader (Rubber-Tired or Tracked)....................177 14.8.9 Bulldozer and Front-End Loader (Rubber-Tired) Combination .......................................................................178 14.8.10 Backhoe...............................................................................179 14.8.11 Dragline or Hydraulic Grader .............................................180 14.9 Intensive Cleanup Methods.............................................................181 14.9.1 Sandblasting ........................................................................181 14.9.2 Steam Cleaning...................................................................181 14.9.3 Burning................................................................................182 15. Waste Management and Disposal .....................................................183 15.1 Waste Stream Segregation and Minimization .................................184 15.2 Disposal Alternatives .......................................................................186 15.3 Disposal Methods .............................................................................187 15.3.1 Landfill ................................................................................187 15.3.2 Landfarms ............................................................................188 15.3.3 Open Burning......................................................................189 15.3.4 Portable Incineration ..........................................................190 15.3.5 Process Incineration............................................................192 15.3.6 Reprocessing........................................................................192 15.3.7 Reclamation/Recycling.......................................................193 15.3.8 Asphalt Plants.....................................................................193 Reference ..............................................................................................194 Notes and Comments .............................................................................195 Order Form............................................................................................199
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Notes
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1 Section 1 Introduction This Oil Spill Response Field Guide is intended for use by oil-spill responders with knowledge ranging from basic to many years of experience. It is a collection of rules of thumb and checklists providing quick access to critical information to assist in formulating a response strategy. The field guide is neither a textbook nor a substitute for training, qualified technical advice, or common sense. It only addresses response to oil spills that could reach water. There are many complex topics in a marine oil-spill response which require the specialized knowledge of experts. This guide is not intended to provide such detailed knowledge, and experts should be consulted as required. The field guide does not address land or chemical spills. The scope of the guide does not include legal issues or environmental regulations. This field guide uses metric (SI) units. On the inside of the back cover is a table of conversion to both English and American unit systems. The one exception to this rule is the use of nautical miles (nmi) and knots (kts) for distance and velocity measurements, because these are in common use in the maritime community. This field guide is not a statement of the Department of Fisheries and Oceans, or Canadian Coast Guard policy. All operations undertaken on behalf of Her Majesty in right of Canada shall be undertaken in full compliance with applicable federal and provincial law. Her Majesty in right of Canada, her servants and agents shall not be liable for injury, loss or damage incurred by others use of this guide. The Oil Spill Response Field Guide was developed by the Joint GovernmentIndustry Training Committee in conjunction with Imperial Oil Resources Limited and Exxon Production Research Company. The core members of the Joint Government-Industry Training Committee include: Burrard Clean Operations, a division of Western Canada Marine Response Corporation; Canadian Coast Guard; Canadian Marine Response Management Corporation; Canadian Petroleum Products Institute (CPPI); Environment Canada; and the Department of Fisheries and Oceans. 1.1 Organization of Guide The field guide is organized by the sequence of events usually encountered in a marine oil-spill response. Figure 1-1 is a typical response flowchart which illustrates the proper use of this guide. Starting with the initial information received about a spill, the user can progress through the various information and decision points on the flowchart. Each of these points represents one or more subsections of the document in which guidelines are given for making a specific evaluation or decision. (A42601)
2
LEGEND One-Time Action Questions Long-Term Action
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Decision?
Oil Spill Occurs Undertake Spill Control Operations Gather Spill Information Gather Environmental Information
Evaluate Oil Characteristics and Behaviour Cease Surveillance and Tracking No Is Oil Visible? Yes Undertake Surveillance and Tracking Sec. 2 Yes No Is Mechanical Containment and Recovery Possible? Yes No Is an In-Situ Burning Operation Possible? Yes Is Shoreline Contamination Expected? Gather Weather and Wave Forecasts
Implement Shoreline Protection Sec. 6 with Sec. 5 Yes
Yes
Is a Dispersion Operation Possible?
Yes
Can Oil Type and Condition be Chemically Dispersed? No
Yes
No
Implement Use of Dispersants Sec. 7
Implement Mechanical Containment and Recovery Sec. 5, 9, 10
Implement In-Situ Burning Sec. 8 with Sec. 5
Are Wildlife Contacted by Oil?
Yes
Implement Wildlife Rescue and Rehabilitation Sec. 13
No
Are Shorelines Contacted by Oil? Yes Implement Shoreline Cleanup Sec. 14
No
Complete Actions
Transfer and Storage of Oil and Debris Sec. 11, 12
Dispose of Oil and Oil Waste Sec. 15
Document Actions and Demobilize
Figure 1-1. Decision Flow Chart for Oil-Spill Response
3 (A42601) Below is a brief description of Sections 115 and the Reference Section.
Section 1 Section 2 Review of guide contents Describes overall marine oil-spill management including information on: response team estimating personnel requirements oil characteristics and behaviour procedures for estimating where the oil will move Provides health and safety precautions for those involved in responding to a spill. Provides recommendations for dealing with logistics and communication requirements. Provides performance information for selecting a type and size of boom for specific applications. Provide techniques for: protecting shorelines which are threatened, but not yet impacted, by an oil spill removing oil from water thus reducing the threat of damage to shorelines and/or wildlife Section 6 describes how to: determine which shorelines are most in need of protection select the appropriate physical protection technique implement the procedure selected Section 7 gives information on proper selection and use of chemical dispersants. Section 8 contains procedures for removing oil on water by burning. Sections 9,10,11, and 12 Discuss equipment (in addition to booms) needed for mechanical containment and recovery. Separate sections deal with: skimmers (Section 9) sorbents (Section 10) transfer Equipment (Section 11) temporary Storage (Section 12) A decision key is provided with each section so that proper equipment for a specific spill can be determined. Section 13 Section 14 Covers wildlife rescue and rehabilitation. This includes birds and mammals contacted by spilled oil. Describes, through a series of decision guides, the steps necessary to implement a shoreline cleanup program. This includes the: determination of the cleanup procedure for each shoreline evaluation of the impact of the cleanup procedure determination of the required support for each cleanup technique Covers disposal options for oily water, soil, plants, sorbent materials, and cleaning gear. Provides a list of key references where more detailed information can be found.
Section 3 Section 4 Section 5 Sections 6,7 and 8
Section 15 References
4 (A42601) 1.2 Response Priorities Remember the following points in attempting to minimize effects of an oil spill. Health and safety are the first priorities. Pay attention to: fire and explosion potential of vapours at or near the spill site potential toxic effects of the spill and chemical countermeasures proper use of safety equipment hyperthermia (heat stress) and hypothermia (cold stress) small boat safety helicopter and aircraft safety Speed is essential in recovery efforts: oil spreads and drifts rapidly evaporation rapidly increases oil viscosity sustained combustion requires at least 2 mm of slick thickness oil is easier to deal with at sea than when it has contacted the shore oil can be burned more readily when fresh* chemical dispersants are most effective when the spill is fresh* * Permission must be granted by Federal and Provincial regulatory bodies before procedure is implemented. 1.3 Cleanup Priorities The nine oil-spill remediation steps are: Step 1 Step 2 Step 3 Step 4 Step 5 Step 6 Step 7 Step 8 Step 9 Stop the discharge. Follow the procedures defined in the contingency plans, with modifications as necessary. Document all actions. Assess amount and type of spilled oil via surveillance and tracking. Document it. Contain and remove spilled oil at the source. Treat or contain and remove offshore oil that has escaped the primary control operation at the source. Protect threatened resources and monitor shorebound oil. Skim the oil that has pooled along the coast in natural collection areas such as bays and coves. Clean up shorelines where oil has stranded, to the extent possible and advisable. Dispose of collected materials.
5 Section 2 Overall Management This section first describes issues that may need to be addressed during an oil-spill response and how these areas of responsibility might fit into a response team. Estimating response personnel requirements is then covered based on past spills, experience and planned response activities. Critical weather and environmental data needed to plan a response are listed in a sample chart, followed by some guidance on the expected behaviour of oil spilled on water. 2.1 Operational Response (A42601)
Figure 2-1. Canadian Coast Guard Operational Response Figure 2-1 outlines the present Canadian Coast Guard response structure. The officers in charge (OIC) of operations, logistics, finance and planning all report through the deputy on-scene commander (DOSC) to the on-scene commander (OSC). The on-scene commander has advisors specializing in such areas as: legal, public affairs, health, safety, site security, regional environmental emergency team (REET), provincial and territorial governments, aboriginal leaders and others. The on-scene commander (OSC) should not overlook key auxiliary functions at the onset of a spill. These advisory, liaison, and documentation functions (Table 2-1) are extremely important because severe legal and economic penalties can arise if they are neglected. Accurate, timely documentation is critical; without it, the spill history and response cannot be reconstructed. The OSC must ensure that personnel are assigned to the auxiliary functions.
6 (A42601) Table 2-1 Auxiliary Functions in the Oil-Spill Response Team Auxiliary Functions Documentation and History Legal Advisor Government Agency Liaison Public Affairs Accounting Claims and Complaints Surveillance and Tracking Archaeology Shoreline Cleanup Assessment Team (SCAT)
2.2 Response Personnel Requirements The amount and type of oil-impacted shorelines which must be treated are the prime factors that determine response personnel requirements. Useful rules of thumb for planning shoreline treatment operations are: Land-based operations (cleanup of shorelines) are much more labour intensive than sea-based operations (booming and skimming, in-situ burning, or dispersant application). Peak personnel needs may occur several weeks into the spill response. Field operations with supervision ratios of 1 supervisor : 10 foremen : 100 workers are typical. The exact ratio can change due to the nature of the spill and its location. The ratio of 10:1 can be used as a basis for oilspill response planning. Supervisors must be in direct communication with field activities managers. Total Work Days for a coastal cleanup are approximately 0.6 x (Peak Personnel) x (Duration in Days). Figures 2-2 through 2-6 can be used in estimating response personnel requirements.
7 (A42601)
Figure 2-2. Personnel Involved in the Amoco Cadiz Spill
Figure 2-3. Personnel Involved in the Exxon Valdez Spill
8 (A42601)
Figure 2-4. Personnel Involved in the American Trader Spill
Figure 2-5. Peak Personnel Versus Amount Spilled
9 (A42601)
Figure 2-6. Spill Size Versus Duration of Cleanup
2.3 Critical Spill/Environmental Information Once an oil spill has occurred, every attempt should be made to contain it immediately and prevent it from spreading. The most accurate information on the spill size, location, and environmental factors must be made available to the on-scene management team. An example of an Oil Spill Data Log is illustrated in Table 2-2. It is the primary source of information for predicting slick movement, behaviour, and potential environmental impact.
10 Table 2-2 Oil Spill Data Log (Example) (A42601)
OIL SPILL DATA LOG Company: ______________________________________________ Observer: ______________________________________________ Date: ______________________ Time: __________________ SPILL DATA Crude or Product Type: __________________________________ API Gravity: __________________________________________ Viscosity: __________________________________________cSt Volume of Discharge: (est.) ___________________________m3 Location of Initial Spill Latitude: ________________ Longitude: _______________ Direction of Slick Movement: _____________________________ Size and Location of Slick(s): (Plot on Separate Sheets) Apparent Source: _______________________________________ Initial Time and Date: _________________________________ Approximate Duration: __________________________________ Stationary _________________ Moving__________________ Instantaneous _____________ Continuous ______________ Estimated Flowrate If Continuous _______________________ Fire? Yes ________________ No __________________ Maximum Spill Potential: _____________________________m3 METEOROLOGICAL DATA Initial Wind: Speed ________km/hr Direction _____________ Air Temperature: ____________________________oC Precipitation: None ________ Rain ________ Snow ________ Visibility Estimate: Good _______ Fair _______ Poor _______ Forecast: ______________________________________________ _______________________________________________________ Source: (name, phone, address)_____________________________ _______________________________________________________ OCEANOGRAPHIC DATA Water Current: Speed ___________kts Direction_______ Water Temperature:__________________________oC Sea State: 1 ______ 2 ______ 3 ______ 4 ______ 5 ______ Tide Phase: Flood _____ High _____ Ebb _____ Low _____ Source: _______________________________________________ _______________________________________________________ ADDITIONAL INFORMATION Probable Shoreline Impact Site: ___________________________ Habitat: ______________________________________________ _______________________________________________________ Slick Thickness: Windrows _________ Patches _________ Other __________________________
11 Fill out the log at least once a day. Report the logged information to the spill modelling team. When specific information is not available, make a best estimate. Figure 2-7 shows the relationship between wind and wave conditions in fullydeveloped seas. Beaufort wind-force scale and sea state are shown relative to wind speed and wave height. (A42601)
Figure 2-7. Related Wind and Wave Conditions in Fully-Developed Seas The Beaufort scale is an internationally used scale of wind velocities, using code numbers from 0 (low) to 12 (high). Modelling crude-oil spreading is complicated by the variability in and interdependence of factors such as: initial composition; weathering (includes the effects of evaporation and emulsification); environmental conditions. Several computer models are now available to predict the spreading of an oil slick, but they tend to be quite sensitive to inherent assumptions (i.e., concentric spreading) and to input parameters (i.e., wind speed and oil vapour-pressure). One algorithm used in several computer models to describe the spreading was developed by Mackay et al. in 1980 (see References). This algorithm assumes the slick consists of a thin slick (i.e., sheen) and a thick slick, with the thin
12 slick comprising about 90% of the total slick area. The (A42601) thick slick feeds the thin slick at a rate dependent on empirically-based constants. An average thickness of the thick part of a slick over a two-day time-frame is plotted in Figure 2-8 for a medium crude in calm seas and low winds.
100
10
0.1 0.1 1 10 100
Figure 2-8. Behaviour of the Thick Part of a Slick of Crude Oil on Water The figure is intended to show only the predicted trend of slick thickness in a hypothetical spill with time. In general, spill thickness varies within a slick (even in the thick portion of the slick) and is dependent on the volume of oil spilled, wind/wave/current conditions, type of oil spilled, and water and air temperatures. At present there is no reliable means for practically measuring slick thickness over a large area. As a result, the most reliable means of assessing slick thickness is by visual colour comparison as shown in Figure 2-9. The figure allows an estimate of spill volume to be made from colour and area covered. Table 2-3 is an alternate guide. Different crude oils or variations in weathering may lead to deviations from these average predictions. In forecasting oil-slick movement and probable coastal impact sites, note the following: proven computer slick modelling is preferred to manual calculations in the absence of a computer model, slick movement may be predicted by vector addition of the components due to wind and current
13 (A42601) currents dominate slick movement when winds are light the wind-driven velocity component of a slick is about 3% of wind speed and in the same direction as the wind the current-driven velocity component of a slick is co-directional with the current and at the same speed never accept predictions blindly always verify by aerial reconnaissance and ground truthing make use of reliable local knowledge when it is available
Figure 2-9. Areal Coverage of Spilled Oil for Different Thicknesses
14 (A42601) Table 2-3 Calculations for Reporting Amount of Oil Spilled

Visual Colour Barely Discernible Approximate Thickness (mm) Area (m2) 100 500 1000 1500 2000 3000 5000 10000 30000 60000 90000 100000 125000 150000 175000 200000 400000 600000 800000 1000000 1250000 1500000 1750000 2000000 2250000 2500000 2750000 0.004 0.02 0.04 0.06 0.08 0.12 0.2 0.4 1.2 2.4 3.6 4.0 5.0 6.0 7.0 8.0 16.0 24.0 32.0 40.0 50.0 60.0 70.0 80.0 90.0 100.0 110.0 0.01 0.05 0.1 0.15 .02 0.3 0.5 1.0 3.0 6.0 9.0 10.0 12.5 15.0 17.5 20.0 40.0 60.0 80.0 100.0 125.0 150.0 175.0 200.0 225.0 250.0 275.0 0.015 0.075 0.15 0.225 0.3 0.45 0.75 1.5 4.5 9.0 1.3.5 15.0 18.75 22.5 26.25 30.0 60.0 90.0 120.0 150.0 187.5 225.0 262.5 300.0 337.5 375.0 412.5 0.03 0.15 0.3 0.45 0.6 0.9 1.5 3.0 9.0 18.0 27.0 30.0 37.5 45.0 52.5 60.0 120.0 180.0 240.0 300.0 375.0 450.0 525.0 600.0 675.0 750.0 825.0 0.1 0.5 1.0 1.5 2.0 3.0 5.0 10.0 30.0 60.0 90.0 100.0 125.0 150.0 175.0 200.0 400.0 600.0 800.0 1000.0 1250.0 1500.0 1750.0 2000.0 2250.0 2500.0 2750.0 0.2 1.0 2.0 3.0 4.0 6.0 10.0 20.0 60.0 120.0 180.0 200.0 250.0 300.0 350.0 400.0 800.0 1200.0 1600.0 2000.0 2500.0 3000.0 3500.0 4000.0 4500.0 5000.0 5500.0 Silvery Sheen Faint Colours Bright Bands of Colour 3 x 10-4 Dull Colours Light Brown
4 x 10-5
10 -4
1.5 x 10-4
10-3
2 x 10-3
The volume of the oil is in litres. The calculation assumes that the oil is of uniform thickness over the total area. This is rarely the case, especially for large areas.
15 2.4 Oil-spill Volume Estimates of oil volume obtained from the colour and size of a slick (see Figure 2-9 and Table 2-3) have large uncertainties associated with them due to: variable oil properties the complexity of the slick geometry meteorological conditions sea state weathering physical/chemical processes occurring within the slick Observer experience will have a marked effect on the accuracy of the estimate. The most accurate assessments of the quantity spilled can be made by accounting for losses from a vessel. The volume of oil from an unlimited or unknown source may be estimated from the areal extent and colour of the slick. slick thickness varies considerably, especially where it appears dark brown or black most of the oil is located in areas where the slick appears brown or black coloured bands indicate a thin slick 2.5 Oil Characteristics and Behaviour Table 2-4 summarizes the main physical/chemical properties, behavioural characteristics and adverse effects of various types of oil on water. (A42601)
16 (A42601) Table 2-4 Physical/Chemical Properties and Possible Adverse Effects of Common Oil Types During Spills
Oil Type Light to volatile oils such as: Norman Wells, Gulfaks Physical/Chemical Properties spread rapidly tend to form unstable emulsions high evaporation and solubility may penetrate substrate removed from surfaces by agitation and low-pressure flushing Adverse Effects on Environment toxicity is related to the type and concentration of aromatic fractions acute toxicity is due to aromatics: 1) naphthalene, 2) benzene toxic to biota when fresh toxicity of aromatic fractions depends on their biological halflives in different species marsh plants may be chronically affected due to penetration and persistence of aromatic compounds in sediments marine plants may be adversely affected by smothering adverse effects in marine organisms result from chemical toxicity and smothering toxicity variable depending on light fractions toxic effects increased in cold climates due to slow evaporation and weathering toxic effects decreased in warmer climates due to rapid evaporation and weathering low toxicity residue tends to smother plants and animals light fractions contaminate intertidal waters immediate and delayed adverse effects due to small aromatic fractions and smothering most toxic effects due to incorporation in sediments absorption of radiated heat places thermal stress on the environment lower toxicity in marine plants than mobile animals
Moderate to heavy oils such as: Frontier, Kuwait
moderate to high viscosity tend to form stable emulsions under high-energy marine environments penetration depends on substrate particle size weathered residue may sink and be absorbed by sediments immiscibility assists in separation from water weather to tar balls
Very heavy oils such as: Asphalt, #6 fuel oil, Bunker C, Bitumen
form tarry lumps at ambient temperatures resist spreading and may sink may soften and flow when exposed to sunlight very difficult to recover from the water easy to remove manually from beach surface with conventional equipment
17 (A42601) The chemical and physical properties of the spilled oil and ambient conditions will determine how the oil will behave. The basic processes and their time frames are shown in Figure 2-10.
Figure 2-10. Processes Versus Time Elapsed Since the Spill 2.6 Limiting Access A good contingency plan, prepared for the area involved in a spill, should identify the environmentally sensitive areas addressed. Nevertheless, even if all of the types of environmentally sensitive areas are identified, some of the actual restrictions may vary from year to year (e.g., nesting location of threatened species). Periods when transit through such areas or when cleanup can proceed shoud be determined in consultation with regional experts. In developing a database on access concerns, information must be collected on: resources affected the reason for placing restrictions on access (usage) the start and end dates for the restriction the activities that can continue during the restriction Some restrictions may extend some distance away from the object or area to be protected. Maps, showing areas to be avoided while transporting survey teams or response personnel to the spill site from remote bases, may need to be prepared.
18 Notes (A42601)
19 Section 3 Health and Safety (A42601)
Protection of human health and safety are fundamental objectives in any oilspill response operation. The use of safe-work procedures and practices help to reduce health and safety risks to the response workers, the surrounding community (onlookers), and the environment. Curtailing access to affected areas is an important means of protecting the public by avoiding exposure to the spilled oil. Basic health and safety procedures are outlined in this section to reinforce training and procedures common to most oil-spill response operations. 3.1 Basic Safety Rules Training is a key element in maintaining worker health and safety. All response workers should have basic oil-spill response safety training. This training should involve using all required protective and testing equipment that may be used by the worker. Regardless of their experience, workers must be oriented to: site-specific safety and health rules emergency procedures Basic safety and health rules which should be followed by all spill-response workers: respond defensively responding alone can be dangerous incorporate safety and health risk evaluations into all actions do not perform or work in environments that are beyond your training always inform someone of your intended destination, task and an estimated time for your return do not enter or travel in spill areas unnecessarily avoid contamination contact do not trust your senses, (e.g., smell) to determine hazardous conditions remember, every spill situation has potential safety and health hazards 3.1.1 The Buddy System In order to provide a flexible and safe approach for response workers, a buddy system should be used during all oil-spill response efforts. This buddy system involves a minimum of two people working as a team. If available, the use of a third person can help to increase the safety factor. 3.1.2 Hand or Whole-body Communication Signals Verbal communication while wearing respirators is difficult because speech is muffled and distorted by the face mask. A set of hand or whole body communication signals known to all personnel is essential for working safely. Some of these emergency communication signals are detailed in Table 3-1.
20 (A42601) Table 3-1 Emergency Communication Signals Signal Hand clutching throat Hands on top of head Thumbs up Meaning Out of air Cant breath Need assistance Okay Im all right I understand No Negative Leave area immediately
Thumbs down Grip partners wrist or Place both hands around partners waist
3.2 Risks Typically, response equipment is staged in temporary configurations in locations where surfaces may be slippery or uneven. Many oil-spill response efforts are performed in remote locations where immediate medical assistance may not be available. These and other types of situations can increase the risk of accidents, and their consequences. The potential human-health risks associated with oil-spill response efforts include: fire explosion hazardous atmospheres demanding physical activities under possibly adverse climatic conditions such as extremes of cold or heat 3.2.1 Fire and Explosions The greatest risk for life-threatening injuries during crude oil or refined product spill response is from fire or explosions. This risk is site and substance specific and must be evaluated before response personnel enter a spill area damaged vessell or equipment. Explosions present a physical risk from: burns flying debris atmospheric over-pressure Burning hydrocarbons result in a wide variety of combustion products. Therefore, a burning vessel or spilled material should only be approached by trained and experienced personnel with proper safety, respiratory, and measurement equipment. Remember: always approach from the upwind side, upstream, or uphill, if possible retreat if heat intensity is severe or material is spreading
21 When preparing to work in a potentially hazardous area,(A42601) personnel should: assess the need to enter the area determine the fire-hazard potential of the material or mixture spilled obtain a calibrated combustible gas/oxygen meter understand how the instrument will respond to the materials being measured always test the atmosphere when approaching a spill area (especially in a vessel, tank hatchway, or low area) use equipment and tools that are intrinsically safe when advised by the site safety supervisor In potentially flammable atmospheres, personnel should not use: open lights flames internal combustion engines non-approved radio-transmission devices steel tools When evaluating the risk of fire or explosion, the key measurement is the lower explosive limit (LEL). The LEL is the lowest concentration of a vapour for a given material that will support combustion; below this, the mixture is too lean. Most LEL meters will not work properly in an area that has an oxygen concentration below a certain level. The manufacturers instruction manual should be consulted to determine the concentrations of oxygen within which the LEL is accurate. Therefore, to test confined spaces or inerted containers, oxygen content must first be measured. If explosimeter readings are: 0% Less than 10% of LEL Greater than 10% and less than 25% of LEL Greater than 25% CAUTION: Then: Hotwork is allowed Proceed Proceed with care Leave area quickly and carefully
Combustible gas detectors do not read toxic hazards. Even a LOW LEL reading of 1 percent is 10,000 ppm and COULD BE TOXIC! Therefore, the decision to enter or work in this area should not be based solely on flammability test results. However, flammability testing should be the first level of assessment. 3.2.2 Hazardous Atmospheres
Crude oil contains substances that can cause acute as well as chronic health effects. Workers may experience symptoms such as: eye, nose, throat, or respiratory irritations skin rashes or reddening, dermatitis and oil acne other adverse effects such as nausea and headaches
22 (A42601) Report immediately to your supervisor if you are concerned or unsure of the potential hazards at your work site. Most of the acutely toxic substances are highly volatile and are present in their highest concentrations soon after the spill. Crude oils differ in their content of hydrogen sulphide (H2S). The primary health risks with fresh crude are related to the inhalation of: Hydrogen Sulphide (H2S) Benzene Oxygen displacement (O2 deficiency) Total hydrocarbons Weathered crude oil, greater than 48 hours old, has a lower percentage of volatile compounds because some will have either dissolved in the water or evaporated into the atmosphere. Inhalation risk is less for weathered crude compared to fresh crude. Except for ingestion or aspiration of oil aerosols, the health concerns with weathered crude relate to skin exposure. Skin contact with hydrocarbons as well as other potentially injurious compounds and metals should be avoided by the use of proper personal protective equipment. Prolonged or repeated skin contact may result in dermatitis as well as increased body uptake of some crude oil compounds. The nature of the hazards from refined products depends on the product composition. Typically: light-end refined products do not have significant H2S concentrations, but contain a higher percentage of volatile aromatic and oxygenated compounds heavy-end products and intermediates may contain H 2S, benzene, less volatile compounds, and a higher percentage of semi-volatile, polynuclear aromatic hydrocarbons (PAHs) Hazard assessment information should be obtained from the supporting hazardous materials officer, or safety/industrial hygiene or medical personnel. Typical health hazards for response workers who may be associated with crude oil or refined hydrocarbon spills are highlighted below and summarized in Table 3-2. Exposure assessment requires specialized testing equipment and specific training. Hydrogen Sulphide (H2S). H2S is a compound contained in some crude oils and refined intermediate products, or a by-product of decomposing organic material. The primary exposure route is inhalation. Measurement of ambient H 2 S concentrations should be performed as you approach a spill area. Remember: H2S is heavier than air and may accumulate in low storage areas, pump rooms, or confined spaces at low concentrations (1 ppm to 150 ppm), H2S is irritating to the eyes, nose, and respiratory system at elevated concentrations (above 500 ppm), rapid paralysis of the respiratory system can occur
23 Note: If H2S is detected above 10 ppm, evacuate the (A42601) area immediately until expert help and specialized equipment are available. Benzene. Benzene is a volatile component of crude oil that is a human carcinogen. Therefore, exposure to benzene should be kept within applicable exposure limits. Because benzene is difficult to measure directly, most workers will be protected by limiting total hydrocarbon (THC) vapour exposure to 100 ppm or below. Table 3-2 Health and Safety Information for Selected Contaminants
Cartridge or Filter Required Exposure Requiring Supplied Air Respirator Air Purifying Respirator Criteria Flammability Range % LEL- % UEL
8-Hour Exposure Criteria
Oil Spill Components of Concern Hydrogen Sulphide Benzene
15-Hour Exposure Criteria
10 ppm 5 ppm(b)
15 ppm 15 ppm(c)
None 0.005-0.013 permitted ppm(a) 2.0-5.0 ppm
N/A
>15 ppm for more than 15 min > 50 ppm
Protective Clothing Selection __ Neoprene, Nitrile, Vitron Neoprene, Nitrile, Vitron __ __
Odor Threshold
4.3 - 7.9
> 5 ppm Organic < 50 ppm Vapour > 100 ppm < 1000 ppm > 0.2 mg/m3 < 15 mg/m3 > 300 mg/m3 < 1000 mg/m3 > 25 ppm < 250 ppm None permitted < 19.5% None permitted
Total Hydrocarbons (Crude Oil) PAH's (gas oil/mid distillates)
100 ppm
__
0.11 ppm(d) 1 mg/m3

(e)
Organic Vapour Dust/Mist and Fume Organic Vapour
> 1000 ppm
0.2 mg/m3
__
> 15 mg/m3
Butyl Rubber, 1.3 - 7.9 Viton, Saranex Neoprene, Varies Nitrile, depending Butyl on Rubber crude Neoprene, Nitrile, 6.0-13.5 Butyl (gas oil) Rubber 1.4 - 7.4
Gasoline
300 ppm
500 ppm
0.25 -0.30 ppm
> 1000 ppm
2-Butoxy Ethanol Carbon Monoxide (CO)
25 ppm 50 ppm(f)
__
0.11 ppm
(g)
Organic Vapour
> 250 ppm > 50 ppm
1.1 - 12.7
400 ppm
N/A
12.5 - 74.0
Acceptable Oxygen (confined concentrations are between 19.5% and spaces/tanks) 23%
N/A
N/A
< 19.5%
__
(a) The perception of H2S 'rotten egg' odour can diminish quickly. Therefore, it should not be relied upon as the primary method to determine the presence or absence of H2S. (b) OSHA Benzene Standard is 1.0 ppm in US. Above this value for 8 hours requires respiratory protection. (c) OSHA Benzene 15-minute short-term exposure limit is 5 ppm. (d) May vary significantly depending upon crude types and ambient conditions. (e) Reported threshold of sensory irritation to upper respiratory system. (f ) OSHA CO Standard is 35 ppm in US. Above this value for 8 hours requires respiratory protection. (g) Reported odour threshold is much greater than lethal concentration. PAH = Polynuclear Aromatic Hydrocarbons
24 (A42601)The use of Cleaning Solvents, Remediation Chemicals, and Dispersants. cleaning solvents should be governed by the Material Safety Data Sheet (MSDS). Some dispersants and remediation chemicals contain hydrocarbons such as 2-butoxy ethanol (2BE) which is an organic material that must be handled with care because it can irritate the eyes and skin. Remember: skin contact should be avoided when using cleaning solvents, chemicals or dispersants vapours should be within recommended exposure limits for working for an 8-hour period do not spray these products in a manner that will produce large amounts of overspray or vapour exposure to workers always wear proper approved personal protective equipment and clothing follow the manufacturers and supervisors instructions Combustion Products. Burning crude oil or refined products produce a wide variety of combustion products that must be assessed on a case-by-case basis. Contact on-site industrial health and safety personnel for guidance. Remember: do not place combustion equipment that can generate carbon monoxide (CO) next to living areas and offices (this includes generators, vehicles, direct-fire space heaters, etc.) diesel engines produce smaller amounts of CO than gasoline engines, but can also produce oxides of nitrogen and sulphur dioxide Note: Warning signs of carbon monoxide exposure are: headache, dizziness, and nausea. Higher levels of exposure cause reddening of the skin, weakness, mental confusion, and even hallucinations. Oxygen. Oxygen concentrations below 19.5 percent are viewed as Immediately Dangerous to Life and Health (IDLH) environments. Therefore, strict entry controls and permits, as well as proper air supply respiratory protection, are required. Symptoms of abnormalities resulting from low O2 concentrations. Oxygen Levels Around 6 percent Around 16 percent Above 23 percent Effects Difficult breathing with death in minutes Impaired judgement and breathing Raises the danger of combustibility
3.2.3 Skin Contact Personnel involved in any oil-spill cleanup operation can get very dirty. It is important to keep oily personal gear and dirty personnel out of recreational and living facilities in order to maintain satisfactory living conditions. One way to do this is to set up decontamination facilities for workers coming off the job. This involves showers and lockers for workers to change into clean clothes as well as facilities for cleaning and storing soiled rain gear, gloves, coveralls and boots. The design of the decontamination facility should be set up as follows in a serial arrangement: Entrance Dirty Side Showers Clean Side Exit
25 3.2.4 Heat and Cold Climatic conditions pose additional risks to cleanup workers. One of the primary responsibilities of each person is to monitor their buddy for symptoms of heat or cold stress. All workers should be trained to recognize and guard against the signs and symptoms and to provide the appropriate first-aid. Both are described below: Heat Stress (Hyperthermia). Heat stress is caused by the inability of the body to dissipate excess heat generated from physical exertion, temperature and humidity, or wearing personal protective clothing and equipment. Responding to spill emergencies in warm climates increases the risk for heat-related stress. The use of protective equipment compounds the problem by increasing the heat load, preventing dissipation of heat, and decreasing evaporative cooling. It is important to prevent heat induced injuries and recognize early stages of heat-stress symptoms. MORE SERIOUS HEAT-INDUCED ILLNESSES OR INJURIES ARE OFTEN CAUSED BY SELF-DENIAL OF PRELIMINARY SYMPTOMS. The four stages of heat stress, with appropriate actions, are given in Table 3-3. Table 3-3 Heat Stress Stages and Appropriate First Aid
Heat Stress Stage
Heat rash (prickly heat) Heat cramps
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Symptoms
rash on skin
Typical Causes
humid environment, or wearing protective equipment that holds moisture next to the skin
First Aid Recommendation

thorough washing rest periods in cool location medicated powder
muscle spasms in hands, feet and abdomen may also be accompanied by nausea and/or vomiting person becomes quiet/stops work
large electrolyte loss due drink fluids with proper to sweating, diluting balance of electrolytes electrolyte balance in the such as commercial sports body drinks allow rest periods for routine consumption of fluids move worker to cool place (shade) remove personal protective equipment (if appropriate) drink plenty of liquids with electrolytes seek medical care/advice
Heat excessive water loss, skin is cold and clammy inadequate replacement exhaustion nausea, vomiting, worker may not be headache, lethargy, acclimatized to work, dizziness equipment and/or climate person may become quiet, sit down loss of consciousness respiration, rapid and shallow Heat stroke skin may be dry, reddish and hot person may faint or become disoriented mentally confused convulsions may occur with vomiting and rapid pulse rate unconsciousness body temperature regulatory control has failed body can no longer rid itself of excess heat
seek medical care immediately remove protective clothing wet person with cool water, cold beverage bottles if person is conscious, provide small but continuous amount of cool water/electrolytes do not leave person
26 (A42601) Cold Stress (Hypothermia). Cold stress is caused by a rapid loss of heat from the body that can cause localized minor to severe injuries, as well as system dysfunction. The most prevalent cold stress injuries involve the extremities: typically the hands, ears, nose and feet. All workers must be trained to recognize and guard against the symptoms of cold stress and to provide first aid. Local injuries are the most common cold- stress injuries during field work. Typical local injuries and first aid recommendations are outlined in Table 3-4. Table 3-4 Cold Stress Stages and Appropriate First Aid
Cold Stress Stage Frost nip First Aid Recommendation warm body part slowly keep warm until colour and sensation of touch return to normal
Symptoms sudden whitening of skin skin still flexible but firmer than normal pain is typically experienced
Superficial frostbite
skin has "waxy" or white warm body part slowly appearance stop work, seek warm shelter and skin is not flexible on the surface drink warm fluids underlying tissue is still flexible seek medical follow-up painful tissues are pale, cold and solid seek immediate medical care cover but do not try to bend or flex body part prior to medical care seek immediate medical care CPR may be necessary gently remove wet clothing, cover with dry blankets or a sleeping bag (get in with victim to provide extra warmth) if conscious, give "sips" of warm milk DO NOT GIVE ALCOHOL never leave the victim alone
Deep frostbite
Hypothermia shivering in air (gradual personality change loss of core slow movement temperature) person may become quiet gradually over many minutes shivering may stop and person may be conscious but not coherent Hypothermia due to immersion (rapid loss of core temperature) even a short unprotected immersion in cold water can cause rapid hypothermia death could occur in under thirty minutes above symptoms occur rapidly
3.2.5 Awareness On Site Historically, most injuries sustained during a spill response have been from slips, trips, and falls. These can be minimized through the concept of Present Moment Thinking: be aware at all times think of what you are doing, not what you are going to do next guard against daydreaming
27 3.2.6 Miscellaneous Hazards (A42601)
Noise. Hearing protection should be used in high noise areas. Locations where hearing protection is required include: the vicinity of aircraft, any areas where personnel are operating vacuum-trucks, heavy equipment generators, power packs, and generally where noise levels require personnel to raise their voices to be heard. Other Hazards. Also be aware of hazards from: large mammals (especially bears) poisonous snakes poisonous plants (especially poison ivy) insect bites and stings vehicle accidents off-road (roll-over, bank instability) walking or driving on thin ice high tides that may block access or escape routes working in icy conditions working in areas with slippery surfaces due to ice, oil or kelp confined spaces 3.3 Personal Protective Equipment Appropriate personal protective equipment, suitable for the exposures and risks at hand, will be provided to all spill response personnel. The type of personal protective equipment selected is determined by the material that has been spilled and the tasks to be performed. Personal protective equipment will typically consist of: hard hats gloves coveralls boots safety glasses respirators ear protection rain gear as needed arctic or cold-weather gear if needed Note: It is important to have established policies on the personal protective equipment to be used and to ensure that these policies are followed, especially in a large operation. 3.3.1 Protective Clothing The materials for protective clothing should be selected for oil and refined product spills based on the following factors: (See Table 3-2 for additional information.) Splash Potential Only. (Worker exposed only to occasional splash, vapour, or mist.)
28 (A42601) Typically, rain suits and gloves along with industrial rubber boots give adequate body protection. Gloves selected for a specific hazardous material may be required depending on the work performed. Immersion Potential. (Worker has a potential for repeated immersion of hands, feet, or body parts.) Workers who will have body parts in hydrocarbon-contaminated water must be provided with permeation-resistant protective equipment that affords the best level of protection for the specific hazardous material and/or mixture. All materials are eventually permeable to a contaminant. Therefore, always limit direct contaminant contact. Workers must be trained to properly don, seal, and remove equipment, and to guard against heat stress while working in this equipment. Approved head protection is required where there is potential of being struck from above or striking something overhead. Approved foot wear is required to be worn by all response personnel. Non-slip soles should be available for marine and wet work areas. 3.3.2 Respiratory Protection The risk of inhaling oil vapours or other hazardous compounds is typically highest immediately after the spill, but can continue throughout the cleanup. Additional inhalation exposures could occur during the use of chemical countermeasures to combat the spill such as dispersants, beach cleaners, or chemicals for promoting microbial degradation of oil. Respiratory protection can be provided by an air purifying respirator or a self-contained breathing apparatus (SCBA)/air-line system. The following points should be considered when selecting air-purifying respirators. Consult the responsible safety or industrial hygiene personnel before issuing or using respirators. Advance planning is the key. Only certified respirators will be used. Employees with facial hair will not be assigned work requiring respiratory protection. RESPIRATOR USERS MUST BE CLEAN SHAVEN. Filters or cartridges remove contaminants from the air. They must be properly selected for the anticipated hazard. Check the shelf life or expiration dates. Depending on the concentration and potential for irritation, either half facepiece or full facepiece respirators can be worn. Cartridges and filters can be combined to afford protection against a variety of vapours, particulates, and gases. Cartridges (organic vapour/acid) have a limited service life; replace when odour is detected, or on a specific time schedule. Cartridges from one brand cannot be safely used with another brand of respirator.
29 (A42601) Air purifying respirators do not protect against H 2S, carbon monoxide, and many other toxic materials. All workers must have training and fit testing before using respirators. Workers wearing glasses must be provided with a spectacle kit for full facepiece respirators. Lenses can be ground locally to fit in a frame provided by the respirator manufacturer. Regular eyeglasses cannot be worn. Supplied-air respirators are used when air-purifying devices do not provide enough protection. They are required for confined space entry (see below), environments that are Immediately Dangerous to Life and Health (IDLH), and other high exposure risks. Environments that are greater than 1000 ppm Total Hydrocarbon (THC) or less than 19.5 percent oxygen are IDLH. Workers must have hands-on training before using supplied-air respirators in the field. There are two types: Self-Contained Good for short period (1 hour duration or less) emergency/rescue only. These should have a full facepiece and a pressure demand regulator. Air Line Good for long duration work. Should have emergency bottles to allow enough time for safe exit if air supply is lost. Check with the manufacturers instruction manual for the maximum length of hose that can be used. All respirators must be cleaned, decontaminated, disinfected, and air dried after use. They should be inspected and repaired before they are put back into service. Servicing must be performed by qualified personnel. 3.3.3 Confined Space Entry Spill-response efforts might sometimes require workers to enter confined spaces such as tanks and cargo holds that have limited access and poor ventilation. Conditions within these confined spaces can change quickly. Therefore, the atmosphere must be tested before entry and tested continuously throughout the work. Portable equipment with preset audible and visual alarms are used. On-site industrial hygiene and safety professionals will establish the exact confined-space entry procedures and the required personal protective equipment. Check with your supervisor before entering any confined space.
30 3.4 Transportation Safety 3.4.1 Small Boat Safety Rules Small boats are used extensively during spill-response activities on bodies of water. Some basic safety rules are as follows: Government approved personal flotation devices (see note) or life jackets must be worn at all times when there is any risk of falling into water. Manufacturers recommendation for use must be followed in detail. NOTE: APPROVED PERSONAL FLOTATION DEVICES AND LIFE JACKETS ARE ONLY EFFECTIVE WHEN THEY ARE WORN PROPERLY. Decks are slippery; BE CAREFUL. Do not overload any vessel. Secure all cargo so that it will not shift during transit. When travelling in a boat: obey all speed limitations yield right of way as required by navigation rules have a proper first aid kit, emergency signal kit, communications equipment, navigation equipment, running lights, and warning horns on board do not go out in bad weather or rough seas unless absolutely necessary always inform someone of your trip destination, course, radio frequency, planned actions and estimated time of arrival and return no smoking; no alcohol Dress warmly; temperatures away from the shoreline usually decrease and the wind chill may be significant. Stay out of the water unless absolutely necessary; remember, hypothermia can occur quickly. (A42601)
31 3.4.2 Aircraft Safety Rules (A42601)
Passengers will be given orientation prior to flying. However, some basic safety rules are as follows: The pilot is in charge of the aircraft and passengers during all phases of flight and in emergency situations. Obey all instructions given by pilot When approaching or leaving the aircraft: proceed at the pilots signal remain within the pilots normal area of vision, never towards the rear of a helicopter never walk near or under the tail rotor of a helicopter or near the propeller of an airplane always approach or leave a helicopter in a crouched position as the tips of the blades may come within 1.5 metres of level ground never walk upslope from a helicopter or downslope towards a helicopter lash all cargo securely before leaving the ground to prevent items from shifting during flight do not disembark any aircraft until instructed by the pilot Passengers and pilots must wear: seat belts that must be fastened during takeoff and remain fastened until after the aircraft has landed life jackets during overwater helicopter flights Smoking by passengers and pilots is prohibited, and persons under the influence of illegal drugs or alcohol must not be allowed to board. Learn the location of and know how to operate emergency exits and emergency equipment such as life rafts, emergency equipment kits, emergency location beacons, and fire extinguishers. Do not inflate a life jacket or life raft inside any aircraft. Working with helicopters requires special attention: always carry tools, such as ladders, poles and other long objects horizontally, below the waist, remove all loose objects from the area. Do not carry loose objects. Put papers, maps and other material in a closed box or other suitable container.
32 Notes (A42601)
33 Section 4 Logistics and Telecommunications (A42601)
Most oil recovery operations for spills into water will operate from marine vessels. In certain areas, where road access is limited, support must be supplied to beach cleaning teams by boat. Good telecommunications are necessary to efficiently manage a response to an oil spill complicated by ever-changing conditions. This section discusses the logistics required to support workers on the water and along shorelines. It includes some of the telecommunication needs for efficient management of the oil-spill response. It does not discuss mobilizing personnel, supplies, and cleanup equipment into the area of a spill, which may involve a significant airlift and trucking capability. 4.1 Logistics In the initial response to a spill, transportation receives the most attention. In a populated area, the logistic requirements may be as simple as: buses to move workers trucks to bring equipment to the work site However, in a remote area, transportation may include: aircraft for priority movement of key personnel or supplies a large number and variety of boats to access impacted areas Logistics includes: contractual arrangements for outside goods and services material control for procurement warehousing, shipping, receiving, inventory management, and incoming freight coordination services support to provide facilities such as food services, shelter, video, photography, office equipment, central files, and records retention transportation Land + dump trucks, bulldozers, graders, front-end loaders + buses, cars, trucks, snow vehicles Air + fixed-wing aircraft: cargo, surveillance, passenger, float planes + helicopters: twin and single engine Marine + landing craft and barges outfitted with shoreline treatment equipment + ships and barges for worker accommodations and facilities + barges, landing craft, fishing vessels, and supply boats used for boom tending, shuttle service, waste collection + cleaning operations for boats used in oil-spill response Key points in logistics planning: prioritize objectives and allocate resources accordingly allocate equipment appropriate to the job (Table 4-1) use fixed-wing aircraft for heavy loads and extended flights use locally-available aircraft when possible locate fuel depots near work areas
34 (A42601) acquire marine charts, tide tables, maps, aviation charts (especially near controlled airspace) obtain procurement documents: purchase orders, contracts, rental agreements acquire necessary permits required for: hazardous goods transport industrial-waste disposal In-situ burning chemical dispersants docking landing implement financial controls: do not make long-term agreements document all transactions and agreements appoint expenditure officers, limit signing authority control inventory of equipment and supplies track purchase orders, invoices, contracts and labour charges Table 4-1 Typical Equipment and Supplies List
Skimming at sea skimmers storage vessels support vessels booms pumps hoses demulsifiers Skimmers at shore skimmers hoses suction discharge anchor lines air compressors vacuum trucks generators floodlights oil-water separators booms oil-storage devices wash pumps demulsifiers Booming booms anchors rope chain cable fittings tanks pumps fork lifts trucks Dispersing Spray equipment airborne marine land dispersants tanks pumps fork lifts trucks Oil removal on beaches graders tractors front-end loaders bulldozers dump trucks vacuum trucks sorbents garbage cans booms hand tools shovels rakes pitchforks brooms hoes protective clothing flatbed trucks hoses plastic bags waste containers Oil removal in marshes garbage cans booms pumps hoses hand tools protective clothing Rock cleaning tank trucks vacuum trucks chemicals fire and foam trucks high-pressure washers hoses plastic bags sorbents steam cleaners Storage backhoes cranes liners bulldozers dump trucks sorbents pumps chemicals Transportation buses pickup trucks tank trucks railroad cars dump trucks vacuum trucks boats helicopters flatbed trucks Surveillance and communications fixed-wing aircraft helicopters communications station portable radio system tracking buoys Support facilities repair stations cleaning chemicals cleaning machines telephone systems warehousing lighting repair tools automotive carpentry electrical protective clothing miscellaneous tools ladders jacks come-a-longs chain saws axes fuels and lubricants fire-fighting equipment equipment manuals Personnel support facilities potable water sanitary facilities medical facilities cleaning stations housing food facilities Scientific documentation multimeters meteorological station chemistry laboratory photographic equipment television sets computers and software video cameras surveying equipment sampling equipment
35 4.1.1 Boat Cleaning (A42601)
Boats and skimmers will accumulate oil on their hulls in the vicinity of the waterline. Soiled boats should not be brought back to uncontaminated harbours without first being cleaned. Cleaning boats is most effectively performed: by hand from low-freeboard pontoon floats in a temporary slip constructed within a boomed-off area using a pressure washer suspended over a wash pit for small skimmers If the location of the cleaning station does not have direct access to shore facilities, a barge will be needed to provide supplies, communications, shelter, and sanitary facilities. 4.2 Telecommunications Effective communication is critical to command and control. One of the first priorities of the OSC is to establish a communications network that will cover the geographical area and permit communications among all elements of the response. Communications systems and their applications are summarized in Table 4-2. A safety issue associated with using headsets for communication is the blocking out of information from the immediate area. Verbal warnings, machinery malfunction and other sounds cannot be heard: this is a safety issue. It is recommended that a single rather than double headset be used so that one ear can hear local sounds. If such a headset is not available, wear the headset over one ear only. While this may be uncomfortable, it will allow the user to hear ambient sounds. Table 4-2 Radio-Frequency Communications Applications
Type VHF-FM Marine (156-158 Mhz) VHF-AM Aircraft (118-136 Mhz) UHF Oil Spill (454-459 Mhz) Shortwave (HF) radio (2-20 Mhz) Cellular telephones Imarsat satellite Telephone, facsimile (fax), modems Use Inter-vessel communication (Use Marine Channels 9,10 and 16) For ground-air-communications (Use 123.050 or 122.850) Company or oil spill co-op frequencies for field coordination. (Use intrinsically safe radios in hazardous locations) Single sideband for distances over 50 km offshore (HF-SSB) Mobile communications where network is available Voice and facsimile (FAX) offshore or remote locations where approved Conventional telephone lines. Transmission systems require time to implement Range Line of sight Line of sight Line of sight
50-80 km Within service area World wide Not mobile
36 Key points in implementing a communications network: (A42601) ensure that communications specialists are available ensure marine weather forecasts are accessible channels 21B and 83B on the Atlantic Coast and Great Lakes channels 21B and 39 (WX1) on the Pacific Coast in many areas public weather forecasts are available on VHF at 162.4 MHz, 162.475 MHz and 162.55 MHz ensure vessels, helicopters, supervisors, etc., can communicate to each other use intrinsically safe radios in explosive atmospheres when advised by site safety officers individual work crews should use separate frequencies place UHF, VHF repeater stations as high as possible repeaters should be visible from all points in the coverage area maximum range using repeater stations is about 100 km higher frequency signals (UHF) are more attenuated by vegetation than are VHF signals; use VHF in wooded areas There are certain areas where radio communications is very difficult, these areas are known as dead zones. Check with your supervisor or people with local knowledge for more information. All equipment must be licensed by the appropriate authorities before use. Table 4-3 Range of UHF and VHF Radio Transmission as a Function of Antenna Altitude Altitude metres 0 20 Range in kilometres 8 30
37 Section 5 Booms A general evaluation of each generic boom type is given in this section. Practically all containment booms fall into one of five categories according to whether or not they are suitable for a particular application. In using the matrix in Table 5-2, it is important to compare booms of the same approximate size. A large solid flotation boom may be more expensive than a small selfinflatable type, although for a given size the former is usually less expensive than the latter. In the World Catalog of Oil Spill Response Products, booms have been divided into three categories based on maximum operating significant wave height (Hs). Table 5-1 shows the ranges of boom height corresponding to the maximum waves. A boom size can thus be selected based on the expected environment. Table 5-1 Boom Categories Operating Environment Sea State Significant Wave Height Boom Height Beaufort (Hs) Metres (Draft plus Freeboard) Centimetres Calm water 1 <0.3 26 - 55 Protected water 2 <1 55 - 110 Open water 3-4 <2 >110 (A42601)
5.1 Boom Selection Matrix The selection of a boom depends on how quickly it is needed and how readily it can be utilized. Deployment speed and ease relate to the number of people, the amount of time, and any special equipment (winches, etc. even wrenches) and boom design characteristics necessary to move the required amount of boom from storage to the launch site, to deploy it, and to position it around the spill. For example, self-inflatable booms can be deployed very rapidly either from reels or bundles. Experience has shown, however, that this rapid response boom should be replaced by a more rugged boom if extended deployment is required. Thus, ease of deployment must often be traded off against ruggedness and durability. The matrix shown in Table 5-2 can be used to select the optimum boom for a specific application because it indicates: generic types of boom that are most suitable in a given environment selected booms that have the most needed performance characteristics choices with the most desirable convenience features Excess or reserve buoyancy is the surplus of flotation over boom weight as deployed, and is a measure of resistance to boom submergence. Heave response is a measure of conformance to the water surface and is usually improved by increasing boom water-plane area, flexibility and reserve buoyancy. Other characteristics should be evident from the headings.
38 Table 5-2 Boom Selection Matrix

Legend 1 Good 2 Fair 3 Poor
Offshore Hs > 1 m V < 1 kt Harbour Hs < 1 m V < 1 kt Calm Water Hs < 30 cm V < .5 kt High Currents V > 1 kt Shallow Water (Depth < 30 cm) Operation in Debris Excess Buoyancy Wave Response Strength Ease of Handling
(A42601)
Type of Boom Internal Foam Flotation SelfInflatable PressureInflatable External Tension Member Fence 2 1 1 2* 1 1 2 2 2 2 1 3 a 2 1 1 3 2 3 1 2 3 1 1 1 c 1 1 1 2 2 2 1 1 1 2 1 1 b 1 2 2 1 3 3 2 1 1 3 3 2 c 3 2 1 3 3 2 3 3 1 2 1 3 b
Environmental conditions
Performance characteristics
Convenience characteristics
Ease of Cleaning Compactability Cost/metre aLow bMedium cHigh
Notes:
Hs = Significant Wave Height V = Velocity of Surface Current Not all the booms of a particular generic type have the rating shown in the matrix. But at least one or more commercially available booms of the generic type in question have the rating shown. * Specially-designed high-current models may be available (river boom)
To use the matrix correctly, follow these steps: 1. Identify the most probable environmental conditions in which the boom will be used. Note those types of booms with an acceptable rating (1 or 2). 2. Identify the most needed performance characteristics for the intended application. From the booms chosen above, select the ones that have an acceptable rating (1 or 2) in the most important performance characteristics. 3. Identify the most desirable convenience features. With booms from steps 1 and 2 above, select the boom with the best rating in the convenience features of interest.
39 Example (A42601)
A boom is needed to contain an oil spill near an offshore platform. The sea contains tree bark and branches from a nearby forestry operation. Because the boom will later be stored on a platform, safety considerations demand that it be thoroughly cleaned and restored after each use. Because of space considerations, compactibility is desirable. 1. The internal foam flotation, self-inflatable, pressure-inflatable, and external tension member booms are all acceptable (rating 1 or 2) for off shore use. 2. Of these four booms, only the internal foam flotation and pressureinflatable are satisfactory for use in the type of debris present. 3. If compactibility is very important, the internal foam flotation is automatically eliminated, leaving the pressure-inflatable as the best choice. Having identified the pressure-inflatable boom as the best choice, then check the World Catalog of Oil Spill Response Products or other sources to find manufacturers of this type of boom. Examination of the specifications of several pressure-inflatable booms will rapidly pinpoint the best specific booms for this particular application. When selecting the best specific boom, there may be a choice of fabrics. Typical fabrics, in order of increasing strength and cost, are polyester, nylon, and aramid. Several coatings may also be available:
Coating PVC
Advantage economical excellent flexibility
Disadvantages limited long-term resistance to sunlight, heat, hydrocarbons and organics not as resistant to organics as urethane higher cost not as resistant to organics as polyester urethane highest cost not as weather resistant as polyether urethane
Inhibited moderate cost PVC resistant to sunlight, heat, hydrocarbons and organics Polyether best weather resistance Urethane best water resistance Polyester best resistance to Urethane organics
Once installed, booms require continuous maintenance, particularly in areas of reversing tidal currents. Operational planning should factor in time needed for boom-tending activities.
40 (A42601) 5.2 Boom Types 5.2.1 Internal-foam Flotation Boom
Figure 5-1. Internal Foam Flotation Boom Comments 1. Puncture of flotation cylinder does not result in measurable loss of freeboard. 2. Moderate to low cost. 3. Easy to handle and store. 4. Should be purchased with handles on top for deployment and recovery. 5. Available from many suppliers in a wide range of fabrics, including polyester, nylon, and aramid impregnated with PVC, polyurethane, or other treatments.
Boom No. from Advantage Disadvantages Figure 5-1 1 light-weight and inexpensive when no more likely to fail without additional ballast used strength members (the bottom rope is a strength member) 2 lead weights less likely to corrode due to long immersion better roll response with lead ballast 3 4 rectangular float can be bent on a small reel inexpensive yet strong with cable for strength and ballast better roll response and heave response than boom with rectangular flotation lead more expensive than cable or chain holes in fabric where lead weights are attached may be failure points may snag easily poor wave-following capability cable may not have enough weight to use as ballast
5 6
chain gives strongest tension member and heaviest ballast top cable gives more stability in more expensive than models without top currents and added strength cable
41 5.2.2 Self-inflatable Boom (A42601)
Figure 5-2. Self-Inflatable Boom Comments 1. High purchase price. 2. May be more difficult and expensive to repair than other booms due to complexity of construction. 3. Excellent for handling and storage, quickest to deploy. 4. Well suited for air transportation to remote areas. 5. Easy to puncture air compartment.
Boom No. from Figure 5-2 1 Advantage Disadvantages
sealed compartments with air valves cannot be reeled can be compacted on racks or pallets splashover due to round freeboard without fin oil in air valve could stop it from functioning if valve malfunctions, that section can lose buoyancy can be reeled or packed on pallets most compactible of all three types sealed compartments with air valves looses freeboard due to water and wind forces turning the square freeboard on its side internal springs present maintenance problems oil in the air valve could stop it from functioning repacking is difficult due to need to extend springs water can pass from one compartment to the next over the air slot in the bulkhead
stores on reel simple to use no valves, only air ports
42 5.2.3 Pressure-inflatable Boom (A42601)
Figure 5-3. Pressure-Inflatable Boom Comments 1. Compact storage. 2. High buoyancy to weight ratio. 3. Well suited for air transportation to remote areas.
Boom No. from Figure 5-3 1
Advantage
Disadvantages
slow to deploy because each chamber divided air chambers result in only partial loss of freeboard if the boom is must be inflated separately punctured some versions have an air manifold on top of the flotation and check valves in can be deployed manually chambers so continuous air compressor can be reeled is not required which improves speed of deployment a single, large air chamber decreases puncture causes total loss of freeboard inflation time in section of boom can be reeled heavy to deploy: recovery requires a winch or other special equipment a reel or other deployment and recovery systems make this boom easy to deploy and recover no bottom tension member requires powered reels to recover boom needs continuous power or air compressor and water pump to maintain operation puncture causes total loss of boom
43 (A42601) 5.2.4 External-tension Member Boom
Figure 5-4. External Tension Member Boom Comments 1. Booms can only function in one direction relative to the current. 2. Well-suited for infrequent, large oil spills in exposed waters. 3. External tension member gives the boom excellent wave-following characteristics and reduces skirt damage. 4. Booms form a concave shape under tow or when held against a current, which assists in retaining oil.
Boom No. from Figure 5-4 1 Advantage air deployable Disadvantages inflation of each flotation chamber relies on automatic release of CO2, which is not reliable, and auxiliary compressed air supply is necessary construction is complex and boom is difficult to deploy and retrieve difficult to rig, deploy and clean tension members can tangle during deployment
solid foam flotation excellent roll and heave response good for towing in high winds and seas
44 5.2.5 Fence Boom (A42601)
Figure 5-5. Fence Boom Comments 1. Heavy, rugged construction, often using conveyor belt for skirt material. 2. Poor wave-following due to low buoyancy-to-weight ratio and inflexibility of skirt. 3. Difficult to handle. 4. Usually used as permanent boom for persistent oil (e.g., crude, diesel) transfers such as at a marine terminal.
Boom No. from Advantage Figure 5-5 1 heavy materials all molded good roll response
Disadvantages low buoyancy-to-weight ratio poor wave (heave) response difficult to deploy and recover poor wave (heave) response difficult to deploy and recover not good in debris as floats may be dislodged
replaceable floats good roll response
wide floats give good resistance to roll in models with height of one metre or less boom can be inverted in water to remove marine growth
more subject to float damage when hung up on piers, boats, etc. poor wave (heave) response difficult to deploy not good in debris as floats may retain it lightest of fence type booms to handle poor wave (heave) response only fair roll response replaceable floats fairly easy to deploy
45 (A42601) 5.3 Boom Deployment Guidelines Boom must be deployed in a logical and ordered sequence to make the job easier, but more importantly, to prevent the boom from being damaged during deployment. The following guidelines should assist in deploying a boom with minimum effort and without damage. Before the boom is deployed, the approximate length of boom required should be estimated and assembled either on land or on the deck of a boat as completely as is practical. This provides an opportunity to confirm that the boom connectors are compatiblean important consideration in the response to a large spill where booms from multiple manufacturers may be in use. Suggested quantities and types of booms for various applications are presented in Table 5-3. Table 5-3 Typical Quantities and Types of Boom for Various Applications
Application Surround a stricken vessel or permeable dock Contain leakage from loading and unloadin operations for an impermeable dock Use with an ocean skimmer (sweep system or containment) Protect entrance to estuary, stream, river, etc. Bays, harbours, marshland Type of Boom offshore or harbour, depending on sea condition Quantity twice ship's length plus twice it's beam plus 20%
calm water or harbour, ship's length plus twice depending on sea conditions ships beam plus 20%
offshore
500 to 600 metres per skimmer depending on skimming technique three to four times width of water body
calm water
calm water or harbour, (1.5 + current in kts) x depending on sea conditions width of water body
Once the boom is ready, it can be launched and towed into position by a boat. Its final configuration can be arranged by laying suitable anchors or securing to permanent anchor points, if available. Note that anchors should be set first, then the boom deployed, especially in high currents. Where a boom is being used to collect oil or to protect a sensitive area, great care should be taken to seal the shore end of the boom so that no oil can get past. This is a particularly difficult problem in tidal waters, especially where the bottom is rocky or strewn with boulders. Sometimes boom length has to be changed after the boom is in the water. This job can be difficult to handle from a vessel particularly in strong currents, high winds, or low temperatures. Loose shackles, bolts, and tools can be lost over the side unless care is taken. Often, boom length cannot be changed once the boom is in the water, and the boom must be retrieved, reconfigured, and redeployed.
46 5.4 Guidelines for Use of Boom (A42601)
Once deployed, a boom can be configured in a number of different patterns to capture and contain oil or to divert oil away from an area that is environmentally sensitive. (See Section 6 on Shoreline Protection). Figure 5-6 illustrates a containment boom on open water.
Figure 5-6. Containment Boom: Open Water U Configuration Description: Boom is deployed in a U shape in front of the oncoming slick. The ends of the boom are anchored or towed by work boats. The oil is contained within the U and prevented from reaching the shore. Used on open water to surround an approaching oil slick to protect shoreline areas. Also used in inland waters where currents are less than 1 knot.
Primary Use:
Environmental Effect: No effect on open water; minor disturbance to substrate on inland anchor point. Logistics:
Controlling Variable 150-m diameter slick Typical Support Equipment and Material 1-2 workboats plus crew 2 drogues or anchors 1 skimmer, pump and storage tank 250-m diameter slick 3-4 workboats plus crew 1-2 skimmer, pump and storage tank
47 (A42601) The containment boom may also be deployed in a J or V configuration as shown below.
Figure 5-7. Containment Boom: J Configuration
Figure 5-8. Containment Boom: V Configuration
48 (A42601) To prevent spreading and to maximize encounter rate, boom lengths of 500600 metres or more are typically towed in a U, V, or J configuration using two vessels to collect oil for recovery. Manoeuvrability is improved with shorter lengths (as would be required, for example, when working in small coves). In some cases a single vessel with a side-mounted sweep can be used. The use of proper towing bridles or paravanes will minimize damage to the boom during towing by efficiently transferring the point-load tension from the line to the connector. Towing devices prevent the boom from corkscrewing when being towed at high speeds. To avoid sharp stress or snatch loads on a towed boom, lines between boom ends and the vessel should be of sufficient length. Sixty metres or more would be appropriate for towing a 500-metre length of boom. When feasible, an odd number of sections of boom should be used to avoid having a connector at the apex from which oil can more readily escape. Oil collection by towed booms can be slow in thin slicks; a single skimmer is often sufficient to service several booms. Boom performance can be judged at the apex of the U or J by eye. Oil lost under the boom will appear as globules or droplets rising behind the boom. Eddies behind the boom are also an indication that towing is too fast. However, sheens are usually present even when the boom is functioning well. Note that the apex of the boom is often virtually unobservable from the wheelhouse on the towing vessels. Aircraft equipped with suitable air-to-sea communications can assist in controlling the movements and activities of vessels to ensure that they are operating in the heaviest concentrations of floating oil. (It is difficult to locate a slick from the water surface.) As noted in Figure 2-9, slick appearance is a means of estimating the thickness of an oil slick. The slick must be viewed from the vantage point of an airborne observer. Maintaining proper station of the two towing vessels relative to one another requires good communication and is improved with practice. Towing in a J configuration is difficult with untrained crews. For maximum manoeuvrability at low speeds, the ideal towing point aboard the vessel must be determined by trial and error. It may need to be altered according to the wind and course direction. This point is usually well forward of the stern. It is frequently better to deflect oil to relatively calm waters to be recovered rather than to attempt containment. It is more feasible to deflect floating oil in a river or estuary than to try to contain oil. Often, a boom placed at a right angle to the flow, where a current if present, fails to contain any oil. Words of caution: a single boom is seldom 100 percent effective; a secondary (or tertiary) boom layer is required, in most cases, to ensure containment. In addition to containment and diversion, booms are used close to shore, to keep oil from entering sensitive areas such as marshes, amenity areas, and water intakes. In practice, it may not be possible to protect all such sites.
49 (A42601) Careful planning should, therefore, be devoted to identifying: 1. Those sites that can be boomed effectively. 2. An order of priority for environmentally-sensitive areas. Mooring a boom correctly is crucial because its performance is dependent upon the angle of deflection being appropriate for the prevailing current strength (Figure 5-9). To maintain this angle and prevent the formation of pockets, several anchoring points may be required. As a rule of thumb, anchors should be set every 60 metres, with more required in strong currents or high winds, and fewer required under calmer conditions. Trial and error is the best guide. Laying multiple moorings is a skilled job, however, and often impractical to perform rapidly in an emergency. Note also that a workboat with lifting gear is required to handle heavy moorings.
Figure 5-9. Boom Angle to Shoreline Versus Current Speed
It is important to select the length of the mooring lines to suit the expected water depth, swell, and tidal range. If the lines are too short, anchors may be dislodged by wave shock loads on the moorings. Conversely, if the lines are too long it will be difficult to maintain the configuration. Conventional practice is to use a line length of approximately five times the water depth. A length of heavy chain or other weight between anchor and line greatly improves the holding power of the anchor. The use of an intermediate buoy between the boom and anchor helps prevent submersion of the boom at anchoring points and can absorb some snatch loads. It facilitates retrieval of the anchor. When deploying a boom from the shore, it is often possible to secure it to fixed objects on the shore. On a featureless sandy beach, a buried object such as a large log provides an excellent mooring point.
50 Most booms are anchored at the connectors or along the (A42601) bottom of the boom and below the waterline. Consideration should be given to attaching a floating line to the anchor to assist in recovery. A boom, when in position, is often only effective in collecting or deflecting oil coming from one general direction. Therefore, additional booms may be required to account for differing current directions that may be experienced due to tidal changes. Retaining anchors may also be required so that the booms remain in approximately the same position regardless of the current direction. This ensures that minimum damage is caused to the boom by snagging or wearing on rocks, etc., and prevents the boom from pulling its anchors. 5.5 Special Purpose Booms Several special purpose booms have been designed and are now commercially available that offer unique capabilities for specific situations. Shoreline barriers block the flow of oil carried by waves across mud or sand at the tide line, while fire resistant booms withstand elevated temperatures to permit in-situ burning. Nets can also be effectively used to contain and recover viscous oils. 5.5.1 Shoreline Barrier Shoreline barriers are special purpose booms designed to seal tightly to the bottom after the tide goes out. They prevent oil losses at the beach end of a containment or diversion boom. In use, the shore end of the shoreline barrier is fixed while the water end is connected to a conventional boom. Such a boom could be used on mud and sand flats in estuaries or in other situations where the boom may become stranded at low tide. It will not form a seal on a rough rocky shoreline. The length of shoreline barrier used should be at least as long as the width of the intertidal beach. These barriers are generally made from three tubes joined together as shown in Figure 5-10. The bottom two tubes are filled with water during deployment, while the third is filled with air. The airfilled tube provides enough buoyancy to maintain freeboard as the tide comes in and the boom rises off the bottom. The water-filled tubes prevent waves from carrying oil past boom resting on the beach. Because the boom has nonpermanent flotation and non-permanent sealing weight, it requires frequent tending.
51 (A42601)
Figure 5-10. Shoreline Barrier 5.5.2 Fire-Resistant Boom Several companies now make fire-resistant oil containment-booms from their patented designs for in-situ burning of oil. These booms, made from ceramic fabric, are a significant improvement over the first fireproof booms which were stainless steel or concrete and very difficult to deploy and handle. A fire-resistant boom allows oil containment and removal in one operation. See Section 8 for a detailed discussion of in-situ burning. 5.5.3 Netting Boom Netting booms with 1-mm holes have been used for the recovery of heavy oils (or weathered emulsified crude or tar balls) by conventional fishing boats. They will not work with light, low viscosity oil that can flow through the booms mesh. These booms: allow a single small fishing boat to set and retrieve several thousand feet of boom unassisted can recover oil in currents exceeding 1 knot In the open sea the net-type boom can be towed in a catenary between two vessels just like a conventional boom; however, it is not necessary that speed be restricted to a maximum of 1 knot. This allows: higher recovery rates better steering control continuous operation of the vessel drive train (preventing stopping and starting or clutching in and out to maintain speeds of less than 1 knot) Because water flows through this boom, it is uniquely suitable for collecting oil along beaches and shorelines with significant wave action. This type of boom may be set up just below the high-tide line of recreational beaches or sensitive
52 (A42601) shorelines. Any weathered oil or emulsion that floats ashore will come to rest on the net and be unable to penetrate into the soil below. The netting can then be retrieved, cleaned of oil in a boom washer or by squeezing, and deployed before the next tidal cycle. Alternatively, a very inexpensive net-like boom may simply be rolled up with its adsorbed oil and landfilled or incinerated (with appropriate approval). Note that the retrieval of oiled netting is a messy task that often requires subsequent cleaning of vessels and crew. 5.6 Boom Washing There is little time or need to wash booms if they are used to trap and hold oil repeatedly. However, oily boom is difficult to handle. It is necessary to clean boom that: is used for protection of un-oiled areas is used to contain oil freed during shoreline cleanup operations will be taken out of service and returned to storage Cleaning small amounts of boom can be done manually in a contained area using a pressure washer, long-handled scrub brushes, detergent, and warm water. A containment area is necessary where the wash water is collected. Following the washing operation, the boom can be wiped down by hand with clean rags or sorbent pads. For a large operation, boom washing machines similar to a small mechanized car wash are available from several boom manufacturers. These machines are about ten times faster than manual cleaning. Oily wash water can be treated by chemical flocculation/demulsification agents to remove excess oil and grease and then disposed of in a municipal treatment plant. Approval must be obtained from the appropriate agency before disposal of oil-wash water can take place.
53 Section 6 Shoreline Protection (A42601)
Every effort should be made to prevent oil from impacting a shore. If all efforts fail, try to divert oil from a particularly sensitive area to a less sensitive area. This section discusses the means of keeping oil away from sensitive areas and identifies protective measures. 6.1 Classification of Environmental Sensitivities Table 6-1 classifies the sensitivity of various types of shoreline to spilled oil in order of increasing sensitivity. Table 6-1 Shoreline Classification in Order of Increasing Environmental Sensitivity to Oil Spill Damage
Shoreline Type Exposed rocky headland Wave-cut platforms Exposed fine-to medium-grained sand beaches Course-grained sand beaches Exposed tidal flats Effect on Environment wave reflections keep most of the oil offshore cleanup may not be necessary wave-swept, usually erosional natural processes will remove oil within weeks low biomass to be affected oil does not penetrate into beach mechanical removal is effective uncleaned, most oil will be naturally removed within a few months low biomass to be affected oil may penetrate/be buried rapidly, making cleanup difficult uncleaned, most oil will be naturally removed within several months low biomass to be affected mobile sediments most oil will not penetrate sediments natural processes will remove most oil in about one year oil may penetrate rapidly, making cleanup difficult cleanup should concentrate on high-tide swash area oil may persist several years in sheltered locations moderate biomass to be affected sediments less mobile most oil will not penetrate sediments oil may persist about one year moderate to high biomass to be affected areas of reduced wave action oil may damage the intertidal zone oil may persist for many years removal of heavy oil concentrations is necessary high priority for protection and cleanup high biomass to be affected low wave action oil may persist for years removal of heavy oil accumulation is necessary: otherwise , cleanup is not recommended area should receive priority protection from oil impact
Gravel beaches
Exposed tidal flatsvegetated Sheltered rocky coasts
Sheltered tidal flats
Continued
54 (A42601) Table 6-1 (Continued) Shoreline Classification in Order of Increasing Environmental Sensitivity to Oil Spill Damage
Shoreline Type Salt marshes Effect on Environment most productive of aquatic environments very low energy high sedimentation rate incorporates oil into sediment oil may persist for years cleanup may do more damage than leaving the oil to natural degradation processes dispersant and shoreline cleaners may be more beneficial than mechanical cleaning area should receive top protection priority
6.2 Factors Affecting Selection of Shoreline-protection Techniques Selection of the appropriate protection technique for a shoreline depends on many factors: nature of the spill amount and type of oil time until oil impact weather forecast type of water body lake, river, canal, marsh, swamp, lagoon, ocean shoreline contour bay, fjord, estuary, strait, promontory, harbour, island, etc. ice conditions may protect shoreline from oil contact may reduce ability to access shoreline water movement erosional or depositional environment current, rip-tide speed and direction tidal action: differential, tidal bore wave action: breaking, non-breaking conformation of the bottom water depth smooth, rocky, reef precipice, shelf gradient, type and stability of sediment accessibility land access (roads rated for passage of heavy equipment) water access (boat draught, ability to operate in slick) air access (flat ground with less than 10 degrees slope for helicopter pad) 6.3 Use of Shoreline-protection Decision Guides Decision guides have been created to assist in choosing the right shoreline protection technique for a particular spill condition. Shoreline protection decision guides are divided into two categories: inland waters other than large lakes (Figure 6-1) coastal waters including large lakes (Figure 6-2)
55
Type Of Water Body Large lake with water currents and waves
(A42601)
Use Figure 6-2 for coastal water protection
Lake or pond
Minor sheen Sorbent booming Amount of oil contamination Moderate to major Containment booming visible slick
6
Less than 1 kt Water current speed Between 1 and 2 kt Greater than 2 kt Containment booming or exclusion booming Single diversion boom Cascading diversion booms
Rivers or large streams greater than 1/2 metre deep
Small streams (less than 10 metre wide and more than 1/2 metre deep) Shallow rivers or streams less than 1/2 metre deep
Less than 1 kt Water current speed Between 1 and 2 kt Greater than 2 kt
Sorbent barrier or containment booming Single diversion boom Cascading diversion booms
Berms or dams on stream bed
* If current speed exceeds 3 kt, booming should be attempted at an alternate location where currents are slower.
Figure 6-1. Decision Guide for Inland Water Protection
56
Configuration of area to be protected Straight shoreline with sensitive areas Containment booming of slick outside of surf zone
(A42601)
Are breaking waves 0.5 m present in area where boom will be deployed?
Yes
No
Diversion booming upstream of sensitive area
Entrance to bays, harbours, lagoons etc.
Are breaking waves 0.5 m present in No area where boom will be deployed? Water Current Speed Yes
Exclusion Less than booming across 1 kt entrance Diversion booming at an angle entrance or inside of entrance where water currents diminish
Yes Can booming location be moved to calmer area? No Containment booming of slick outside of entrance
Greater than 1 kt
Narrow tidal channel
Water Current Speed
Less than 1 kt Greater than 1 kt
Sorbent barrier across entrance or Exclusion booming across entrance Diversion booming at an angle across channel
Figure 6-2. Decision Guide for Coastal Water Protection Follow the steps below to determine an appropriate protection technique.
Step 1 2 Inland Waters Coastal Waters
Next
Enter the top of Figure 6-1 and move Enter the top of the left hand column of downward until the type of water body Figure 6-2 and move downward until the is found. correct shoreline configuration is found. Moving to the right, the protection Moving to the right, the protection technique is then determined by the technique is determined by wave action amount of oil contamination and current and then current speed. speed. see Section 6.4 to determine boom configuration. see Section 5 for boom selection. see Section 9 for skimmer selection. see Section 10 for sorbent selection.
Note: When wave amplitude exceeds 30 cm or currents exceed 3 knots (1.5 m/s) protective booms should be moved to calmer waters if possible. A single boom is seldom able to contain all of the oil.
57 (A42601) 6.4 Specific Protective Measures Table 6-2 identifies the various protection methods. This table comes from Oil Spill Response: Options for Minimizing Adverse Ecological Impacts , API Publication No. 4398 (see References). In the table, protection means keeping oil out of a habitat or reducing the amount that enters. Herding means use of chemical herders. Special use habitats are areas of critical concern due to the presence of marine mammals, birds, or endangered species. (High-pressure flushing has been deleted as it is no longer judged to be a viable protection method.) Table 6-2 Protection Methods
Methods
Dispersants
Booms/ skimmers
Sorbents
Open waters: offshore/nearshore Open waters: enclosed bays and harbours Soft bottom tidal Rocky subtidal: open hard bottom and rocky reefs Kelp beds Exposed rocky intertidal Sheltered rocky intertidal Sandy beaches Sheltered tidal flats Gravel/cobble beach Salt marshes Special use Coral reefs* Seagrass beds* Mangrove forests*
P P P P
P V V V P V V
V P V
V V P V P V P P P P P P P P P V P V V P P P P P P V V P P V P P = Preferred (Causes the least ecological impact) V = Viable (Useful, but can cause some ecological damage) * Indicates habitats not found in Canada. For reference only
Five physical protection techniques that can be used to control or contain floating oil slicks are described on the following pages.
Vacuum pumping
Burning
Herding
Earth barriers
58 (A42601)
Figure 6-3. Exclusion Booming (Boom Across a Harbour Entrance) 6.4.1 Exclusion Booming Description: Boom is deployed across or around sensitive areas and anchored in place. Approaching oil is deflected or contained by boom. Primary Use: Used across small bays, harbour entrances, inlets, river or creek mouths where currents are less than 1 knot and breaking waves are less than 50 cm in height. Environmental Effect: Minor disturbance to substrate at shoreline anchor points. Logistics:
Controlling Variable Calm weather, light boom Typical Support Equipment and Materials 1 workboat plus crew 6 anchors plus anchor line and buoys 1 recovery unit (including skimmers, transfer pumps, vacuum units and storage) 1 workboat plus crew 12 anchors plus anchor line and buoys (recovery not possible)
Rough weather, heavy boom
59 (A42601)
Figure 6-4. Cascading Diversion Booms
6
6.4.2 Diversion Booming Description: Boom is deployed at an angle to the approaching slick. Oil is diverted away from the sensitive area to a less sensitive area for recovery. Used on inland streams where currents are greater than 1 knot; across small bays, harbour entrances, inlets, river or creek mouths where currents exceed 1 knot and breaking waves are less than 0.5 metres; and on straight coastline areas to protect specific sites, where breaking waves are less than 0.5 metres
Primary Use:
Environmental Effect: Minor disturbance to substrate at shoreline anchor points. Diverted oil may cause heavy shoreline oil contamination downwind and down current. Logistics:
Controlling Variable Single boom Cascading boom Typical Support Equipment and Materials 1 anchor and anchor line 1 workboat plus crew 6-9 anchors plus anchor line and buoys 1 workboat plus crew
60 (A42601)
Figure 6-5. Typical Sorbent Barrier
6.4.3 Sorbent Booming and Barriers Description: Boom is anchored along a shoreline or used in one of the manners described above to protect sensitive areas and absorb oil. See Section 10 for information on types of sorbent boom. Snare booms (pom-poms on a rope) have been very effective in trapping viscous oil. Used on quiet waters with minor oil contamination.
Primary Use:
Environmental Effect: Minor disturbance to stream or channel substrate. Logistics:

Controlling Variable Boom Typical Support Equipment and Materials 1 small motor boat 2 anchors plus anchor line and buoys 1-2 disposal storage barrels or containers chain link fencing, chicken wire or other suitable fencing iron pipe or wooden supports barrels or containers for disposal
Barriers
yyy yyy yyy

61 (A42601)
y y y y y y y y y y y y y y y y y y y y y y y y y y y y y y y y y y yy yy y
6
Figure 6-6. Beach Berm 6.4.4 Beach Berms A dike or berm is constructed along the upper intertidal zone to prevent incoming tides from depositing oil onto backshore areas. Used on sandy or gravel beaches to protect the upper intertidal and backshore areas from oil contamination.
Controlling Variable Good trafficability Poor trafficability Typical Support Equipment and Materials 1 motor grader 1-2 bulldozers
Description:
Primary Use:
Environmental Effect: Disturbs upper 60 cm of beach sediments. Logistics:
62 (A42601)
Figure 6-7. Water Bypass Dam - Valved Pipe (Top) and Inclined Tube (Bottom) 6.4.5 Berms and Dams on Streams Dams are constructed to either block flow completely or to block flow with a provision for underflow. Berms are constructed to control flow by diversion or overflow. Used on shallow streams or rivers where booms are not available or cannot be deployed, or where dams are part of the hydrological control system.
Description:
Primary Use:
Environmental Effect: Local effects due to front-end loader moving of soil. Blockage of fish movement. Logistics:
Controlling Variable Diversion berm or overflow dam Water bypass dam suitable fencing Typical Support Equipment and Materials 1 small motor boat 3-6 short or one long section of boom 1 skimmer, pump and storage for liquids 1 front-end loader or bulldozer 1 discharge tube with or without valve 1 skimmer, pump and storage for liquids
63 Section 7 Chemical Dispersion (A42601)
Various regulations in Canada require that, during a marine oil-spill incident, the appropriate government authorities approve chemical dispersion on a caseby-case basis, except were preapproval for use has been obtained. Permission must be obtained from the appropriate government agencies before any chemical dispersion can take place. Chemical dispersants are used to break oil slicks into fine droplets that then disperse into the water column. This prevents oil from being driven by winds towards shore and promotes its biodegradation at sea. Consult the decision tree shown in Figure 7-1 to determine when to use dispersants. Key elements to remember are listed below. The government has rules and regulations that must be strictly followed restricting the use of oil-spill chemicals. Dispersants should be considered for use concurrent with all other spill response procedures, methods, and equipment, and not as a last resort. Dispersants should be applied as soon after the spill as possible to assure maximum effectiveness. Early in the spill the oil is unweathered, less spread out, and easier to disperse. In general, the decision on whether to use dispersants is aimed at minimizing the overall ecological impact of a spill. The trade-off is between the possible short-term impact of dispersed oil in the water column and the comparatively long-term impact of oil stranded on the shoreline. The latter alternative includes the attendant cleanup efforts plus the impact of floating oil on marine birds and mammals. The on-scene commander should have access to advisors who can provide technical advice on the ecology of the area and assist in evaluating environmental trade-offs. The use of dispersants requires the quick planning of logistics including aircraft, chemicals, resupplying methods, and application gear.
7.1 Types of Dispersants Table 7-1 summarizes information on oil-spill chemicals that are approved by Environment Canada for use in Canada. Products are ranked from 1 (best) to 3 (worst) for use in various environments.
64 (A42601) Table 7-1 Guide for Using Chemical Dispersants

PRODUCT/ SOLVENT Method of Application Temperate Heavy/ Beach or Tropical Cold Residual Fresh Climate Water Protection Climates Oil 1 2 1 2 N/A
COREXIT 9500 aerial spraying Glycol Ether neat or water educted from workboat hand application COREXIT 9527 aerial spraying Glycol Ether neat or water educted from workboat hand application COREXIT 9550 aerial spraying hand application
N/A
N/A
The following products are not in use in Canada although they have been approved for use. There are no stockpiles available of these dispersants in Canada COREXIT CRX-8 DREW DISPERSANT LT ENERSPERSE 1100X ENERSPERSE 700 GAMELIN 2000 experimental product, not commercially available aerial spraying hand application aerial spraying neat or water educted from workboat hand application aerial spraying hand application aerial spraying neat or water educted from workboat hand application aerial spraying neat or water educted from workboat hand application aerial spraying neat or water educted from workboat hand application
OILSPERSE 43
SLICKGONE LT
There are generally three types of dispersants, depending on the major solvents used in the formulation: Water-Based Dispersants These may be diluted with water but are the least effective and are generally not recommended, except for special situations; e.g., to protect beaches and for post-spill cleanup. Water-Dispersible Dispersants (typically based on hydroxy-compound solvents such as glycol ethers) These are normally used in undiluted (neat) form but can be diluted with water during application. Minimum energy (simple motion of the water) is needed for dispersion.
65 (A42601) Hydrocarbon Solvent-Based Dispersants These are primarily used in undiluted form. Diluting such products with water causes significant loss of effectiveness. Use of undiluted dispersants is recommended when application is conducted from an aircraft. Neat application is also recommended from boats; however, some boat spray systems may only be able to apply dispersant mixed in a water stream. The dispersant(s) must also be compatible with the prevailing salinity and temperature conditions because these parameters affect the efficiency of dispersion. In general, dispersants with hydrocarbon solvent systems are more effective on heavier, more viscous oils. 7.2 Dispersant Usage Near Specific Ecological Habitats Use dispersants when possible to prevent slicks from contacting sensitive ecological habitats, such as: salt marshes biologically productive estuaries beaches mangroves* coral reefs* seagrasses* *Although these habitats are not found in Canada, they have been included for completeness. Dispersants can minimize the amount of oil reaching all the above habitats and can reduce the impact by lowering the adhesion properties of the oil. As dispersant effectiveness generally decreases as crude oil weathers and mousse forms, dispersant application should be considered on slicks some distance or time away from shoreline impact. It is best to disperse oil some distance from the shore before it approaches important environmentally sensitive areas. For situations where this is not possible, guidelines for using dispersants near specific sensitive habitats are discussed below. In all cases, care should be taken to avoid overdosing. Guidelines for dispersant use for treatment of oiled shoreline are discussed in Section 14.5 (Chemical Use for Cleanup). Nearshore Subtidal For nearshore zones of sandy and gravel/cobble beaches and for enclosed bay habitats, dispersant use is a viable technique if there is sufficient water circulation and flushing capacity for dilution. Kelp Beds Dispersant use is recommended for protection of kelp beds which occur most often on rocky subtidal habitats. Dispersants should be used only where there is sufficient water circulation and flushing for dilution.
66 (A42601) Tidal Flats Dispersant use near shore in shallow water is a viable technique because little dispersed oil is incorporated into the sediments and, therefore, little biological impact can be expected. Dispersants should not be applied to oil that is stranded on tidal flats. Salt Marshes Salt marshes can be protected by applying dispersant offshore or to open water and channel areas in the marsh but not to the marsh surface itself. If the oil slick is approaching the marsh, dispersant should be applied as the tide starts to rise, if possible. This will maximize dispersion of oil. Dispersants should not be used in marshes that cannot be flushed. Marine Birds and Mammals Dispersant use is recommended to prevent oiling of marine birds and mammals by oil slicks. Direct spraying of dispersants on animals should be avoided. It is necessary to avoid disturbance of breeding birds or hauled out mammals during work boat or aerial application. Seagrass Beds* Dispersant application can protect intertidal portions of seagrass beds. The use of dispersants over shallow submerged seagrass beds or in areas with restricted flushing rates is generally not recommended but should be weighed against the consequences of oil stranding on shore. Mangroves* Dispersant use is a preferred technique for protecting mangroves because of the persistence and lethal effects of non-dispersed oil on the roots. If a mangrove forest in an area with little tidal range is impacted by dispersed oil, attempts should be made to flush it out as soon as is practical. Coral Reefs* Dispersant use in waters near coral reefs should be considered to prevent grounding of oil on the reefs. The use of dispersants on oil directly over shallow submergence reefs is generally not recommended, particularly if the water exchange rate is low as in lagoons and atolls. *Although these habitats are not found in Canada, they have been included for completeness. 7.3 Dispersant Dosage For typical slicks, 20-95 litre/hectare (L/ha.) are rule-of-thumb application rates for dispersant concentrates. On a volume-of-oil to volume-of-dispersant basis, these applications range from less than 100:1 to a high of 10:1 depending on thickness of the oil. In general: high application rates (e.g., 95 L/ha.) are used for thicker layers of viscous oil lower rates are more applicable to thinner layers of lighter oils
67 (A42601) There are a number of specialist references which describe the calculation of dispersant application rates. These are described in the ASTM document entitled ASTM Standards on Hazardous Substances and Oil Spill Response 1994. Such calculations should be undertaken by the experts involved in the dispersant application program. 7.4 Dispersant Application Techniques There are two basic methods used to apply dispersants: workboat application aerial application Dispersant treatment of oil spills should be well planned (see Figure 7-1). The objective should always be to prevent the intact slick from reaching a shoreline or an environmentally sensitive area. Normally, treatment should begin at the outer edges of the thicker parts of the slick rather than through the middle or on very thin sheen surrounding a slick. If the slick is near shore, the preferred spray pattern is in swaths back and forth parallel to the shoreline. Wind conditions may dictate another spray pattern. Boats may need to travel with the wind to avoid spray blowing back onto the deck. Aircraft should spray while flying into the wind. Aircraft should avoid spraying into strong crosswinds.
Figure 7-1. Dispersant Application Figure 7-1. Dispersant Application
68 (A42601) Dispersant application should proceed even if initial wind and sea conditions appear calm and immediate dispersion of oil is not readily observed. Dispersion of the oil droplets into the water column is influenced by the amount of mixing energy in the sea state. Weather changes can generally be expected in the marine environment, and many dispersants tend to remain in the oil slick for some time after application. The time taken to respond to a spill influences the feasibility of a dispersant operation. Over time an oil slick weathers and becomes more viscous, especially if it incorporates droplets of water (emulsifies) and becomes mousse. The resulting increase in viscosity and water content makes chemical dispersion more difficult. The rate of weathering is primarily a function of oil type, slick thickness, sea state, and temperature. The significant reduction in treatment time by using large, multi-engine airplanes when operating over large distances is illustrated in Figure 7-2. Figure 7-2 compares application methods, showing the effect of operating distance on treatment time.
Figure 7-2. Chemical Dispersant Application Logistics Effect of Operating Distance on Treatment Time
69 7.4.1 Workboat Application (A42601) Factors to consider for workboat application are as follows: Workboat systems are slow, have limited swath width, and hence are used primarily for small spills close to land. In most cases, an airborne observer is required to accurately guide the boat. Radio communication between aerial observer and spray vessel is essential. Spray booms with nozzles should be used to give a flat, uniform spray of droplets, not a fog or mist. Neat application of dispersant is preferred as there may be some loss in effectiveness when diluted with water. This may require specially designed spray equipment, including a flowmeter to accurately measure the dispersant pumping rate, and nozzles that minimize misting or improper distribution at low flow rates. The added mechanical energy of the wake of the spray boat enhances dispersion. Other dispersion-enhancing techniques that have been used in the past and might be useful for some applications (e.g., nearshore and/or in calm conditions) include the use of firehose water streams, wakes produced by small power boats, and floating towed wooden panels (breaker boards). Dispersant spray equipment for boats is available from various manufacturers such as those listed in The International Oil Spill Control Directory. The products differ in design, capability, versatility, size, weight, ease of handling, and control of dosage. Some are for specially-designed vessels. Spray equipment for boats should: be easily transported and loaded preferably be light in weight but rugged be quickly and easily installed preferably have a pump as an integral part of the system and have a pressure gauge at the main pump outlet be versatile, i.e., easily adapted for different nozzles, for a range of dosages and uses, or for placement on other vessels be equipped with proper nozzles that will produce a flat spray of droplets (not mist or fog) striking the water in a line perpendicular to the direction of travel of the vessel have capabilities for variation/regulation/measurement of dispersant flow and of water flow if dilution is used be calibrated (using water) under potential use conditions (variations in boat speed, water/dispersant flow rates, swath width sprayed) and have operating charts prepared for use during spill response If the system does not include a portable pump, the chemical can be educted directly into the boats fire-fighting system. However, such systems are usually of very high capacity and more dispersant may be used than needed unless there is a throttle valve on the dispersant supply to the eductor and an accurate dispersant flow meter is available in the line. If a fire monitor or fire hose is used instead of a spray boom, raising the outlet nozzle to about 32 degrees above the horizontal will give the greatest reach.
70 (A42601) Adding a break-up screen (coarse 4 mesh screen) mounted over the end of the nozzle will spread the spray over a greater area. At the water surface, the droplets produced should resemble a fine rain but not a mist. If the fire monitor has an adjustable nozzle, the optimum adjustment is generally just short of the straight-stream position. 7.4.2 Aerial Application Below are factors to consider for application from aircraft: As with boats, an important concern is a properly designed system of tanks, pumps, and nozzles. Dispersant droplets in the size range of 0.3 mm to 0.7 mm are typically optimal for effective application. Helicopters and airplanes can treat offshore slicks more rapidly per spraying day than boats. Helicopters and small fixed-wing aircraft are more appropriate for small spills or fragmented slicks close to shore. Large, multi-engined airplanes such as L-100/C-130 Hercules, DC-6, or DC-4 aircraft are more appropriate for large spills, particularly in relatively open waters or far from shore. There are a number of manufactures of dispersant application equipment for use with both boats and a variety of aircraft. Smaller planes and helicopters such as those used for agricultural spraying and forest fire fighting have been or can be adapted for dispersant spraying. Dispersant viscosity can impact flow rate and spray pattern and should be checked at application temperature. As a very general guide (although this would not serve for all operating speeds or pump rates), these small aircraft should not use nozzles with external orifice diameters smaller than 3.9 mm and preferably have no more than a total of about 30 to 35 operating nozzles per plane. Tables for the calculation of applications rates for various aircraft and vessel configurations are given in a number of documents such as the ASTM dispersant guidelines (see references). Further discussions of dispersant application equipment can be found in the latest Oil Spill Chemicals Applications Guide (see references). For satisfactory aerial spraying of dispersants, the viscosity of the fluid at application conditions should be taken into account as shown below:
Fluid viscosity Application Condition (at application temperature) 60 centistokes or more best for aerial application COREXIT 9500 or 9527 30 -60 centistokes adequate if aircrafts ground speed is less than 160 km/hr and altitude is not over 10 metres not satisfactory for aerial spraying as fluid stream is easily shattered by air shear produces droplets of extremely small size which are subject to excessive drift
Less than 30 centistokes
71 Section 8 In-situ Burning (A42601)
Various regulations in Canada require that, during an oil-spill incident, the appropriate government agencies approve in-situ burning on a case-by-case basis. Permission must be obtained from the appropriate government agencies before any in-situ burning can take place. One method for removing oil from water is to burn the oil in situ. Oil can be ignited with a high degree of efficiency when the oil slick is: of adequate thickness of more than 2 mm relatively fresh not too emulsified There are a number of complex issues associated with in-situ burning. Permission must be granted by the appropriate government agencies, and an individual(s) adequately trained in the technique should be consulted before any actual burn take place. It is further essential that an expert with adequate training be on site to ensure efficient burning and the safety of the operation. There are regulatory approvals that must be obtained prior to the ignition of any spilled oil. There is public concern about the environmental and safety aspects of insitu burning. In order to reduce these concerns, there is the need to inform and educate both government agencies and the public prior to any in-situ burning. An educational program should be considered as an integral part of any contingency-planning process. 8.1 Equipment and Other Resources The following equipment, materials, and personnel are needed for in-situ burning as shown in Figure 8-1: A length of about 150 metres of fireproof boom capable of withstanding the heat of a burn for a period of several hours (see Section 5.5.2). The boom should be of sufficient height to contain oil in the prevailing sea conditions. If more than 150 metres of fireproof boom is available, a number of burning operations should be considered, each using a maximum of 150 metres of fireproof boom and 600 metres of conventional boom. Two sections of conventional boom can be attached to the fireproof boom if the slick is thinner than 2 mm. This is true in most cases. The conventional boom should be similar in size to the fireproof boom, with each section 112 to 2 times the length of the fireproof boom. Two towing vessels capable of towing the assembled booms at 0.7 knots and having at least 150 metres of towline each and towing bridles suitable for the boom. A method of igniting the slick. A field-proven system is a heli-torch suspended from a helicopter. This device uses gelled gasoline (made from gasoline with an added gelling agent) to ignite the slick. Other ignition methods are pyrotechnic devices (flare pistols, fused igniters) or floating plastic bags of gelled fuel (gasoline, diesel, jet fuel).
72 (A42601) A cleanup crew, appropriate cleaning equipment (dip nets, barrels), and a boat to collect the residue. This boat may double as an observation and command boat.
Figure 8-1. Schematic for Burning

8.2 Technique In order to use in-situ burning as a response, the following technique is recommended: Identify the thick areas of the slick and collect oil to be burned by towing the boom assembly through the slick. Continue to collect oil until it fills one-third to one-half of the distance from the apex of the fire boom to its mouth when the boom is moving through the water at less than 0.7 knots. Determine the area of the burn and the burn time. Figure 8-2 can be used to determine the area of the burn if the mouth opening is 310 of the boom length. Figure 8-3 shows the effect of varying the mouth opening and distance from the apex to the oil edge on the burn area. The area and the appropriate burning rate (Figure 8-2) will determine the removal rate. With an estimate of oil thickness, expected burn duration can be predicted by multiplying thickness by removal rate. Tow the boom containing the oil away from other operational activities, the unignited source of the spill, or other large patches of oil. Suitable precautions must be taken to prevent unwanted ignition of adjacent materials.
73 Orient the boom assembly so that the open end is (A42601) against the wind direction. This will help thicken the oil in the apex of the boom and ensure safety for personnel on the vessels. Towing speeds should be adjusted to maintain an adequate thickness of oil without overloading the boom or having the front surface of the oil extend beyond about one-third of the depth of the fireproof boom section. Ignite the slick. If a heli-torch is used, the helicopter should fly into the wind or at right angles to the direction of the towing vessels as shown in Figure 8-1. As the oil is consumed, additional oil might be added to the fire by collecting it with ordinary boom and dumping it into the mouth of the fire boom array. After the burn has been completed, wait at least an hour and then begin mechanical cleanup of the small amount of residue from the burn. This should be done by the cleanup crew. This procedure can be repeated as long as suitable oil patches are found or as long as oil continues to be collected in the boom.
100000
8
10000 500 400 300 250 1000 200 150
100
100 50
10 100 1000 10000 100000
Figure 8-2. Boom Area and Boom Length Versus Oil Encounter/Burn Rate
74 (A42601)
Figure 8-3. Boom Holding Capacity 8.3 Advantages of In-situ Burning The primary advantages of in-situ burning as an oil-spill response technique are: Large volumes of oil can be rapidly and efficiently removed (typically 90-95%). Virtually any type of oil can be burned. Ignition may be a problem with some oils; however, once ignited, most oils will burn. Oil can be safely and effectively eliminated without the need to recover, transfer, store, and dispose of large volumes of recovered oil and water. The amount of residual material is ten to twenty times less than the volume of oil removed. In-situ burning can be conducted with a minimal amount of logistics and personnel support.
75 (A42601) It is possible to undertake an in-situ burning operation under a broad range of environmental conditions. In-situ burning may be the only practical response technique in areas which are partially covered with ice or in shallow water situations. 8.4 Disadvantages of In-situ Burning There are certain environmental and operational concerns connected with the use of in-situ burning for oil-spill response. These include: In-situ burning of floating oil results in the generation of black smoke (soot). While the amount of particulate material generated is relatively small, the visual impact might cause public concern. This may result in regulatory concerns and deter permission to burn the oil. In-situ burning involves the usual safety risks that accompany any large petroleum fire, such as high temperatures and smoke (reduced visibility). The safety of the response crews, the general public and property are prime considerations. Surface water under the oil will be heated. However, this area is very small compared to the total surface area. 8.5 Limitations of In-situ Burning There are a number of limitations that should be recognized when considering the use of in-situ burning during an oil-spill response. These include: The oil collected in a fireproof boom to be burned must have a thickness of at least 2 mm and preferably several centimetres for burning to be possible. If the oil slick contains a significant amount of water and has emulsified, it will be difficult to ignite. Because the maximum amount of water that can be tolerated is not well known and may depend upon the type of oil and degree of weathering, it may be necessary to undertake test burns on a small quantity of the oil.
76 (A42601) 8.6 Issues Regarding In-situ Burning There are a number of general issues regarding in-situ burning that should be considered when discussing this technique with government officials and the general public. Some of these are:
Issue There is an opinion that if you can collect the oil, you should remove the material using mechanical means. In-situ burning simply transfers the pollution from the water to the air. Response In-situ burning provides a factor of ten to one hundred times greater removal rate.
This is more perception than reality because burning efficiency is up to 90%. The oil is converted to water and carbon dioxide, and the black smoke is mostly carbon. While concern has been expressed about the carcinogenic and mutagenic nature of burn products, there has been no evidence confirming such effects. The products of controlled burning (of oilspills) are insignificant on a global level with respect to other sources of the same or similar combustion products.
Concern has been expressed about the production of greenhouse gases during the burn.
77 Section 9 Skimmers (A42601)
Oil skimmers can be grouped into five categories: oleophilic surfaces (belts, discs, ropes, and brushes, either acting independently, mounted on a vessel, or used in combination with a boom) weirs (simple, self-levelling, vortex-assisted, auger-assisted, vessel-mounted, and weir/boom systems) vacuum units (portable units and truck-mounted units) hydrodynamic devices (hydrocyclone and water jet types) other methods (including paddle belt and net trawl) Within each major category there are usually several generic types of skimmers, e.g., oleophilic belts, discs, and ropes. Also, for the same brand of skimmer, manufacturers frequently offer three or more sizes and/or models of the same basic skimming unit. 9.1 Skimmer Selection Matrix A simple matrix is presented in Table 9-1 to help select the best equipment for a particular need. It lists 18 generic types of skimmers that are generally available worldwide along with 12 performance criteria. A detailed evaluation of each skimmer type is also given in this section. The Skimmer Selection Matrix must be used with some judgment. For instance, the ratings on some criteria are independent of the size of the skimmer, while ratings on other criteria are directly proportional to the size of the skimmer. Oleophilic discs, for example, operate poorly in debris but give good oil/water ratios regardless of size. Pickup rate and suitability for use in open seas, however, are strongly size-dependent. A high rating, in any given case, means that a commercial version of that type of skimmer is available that will give the indicated performance. However, the user should be aware that the nominal pickup rate is seldom, if ever, maintained due to the difficulty of keeping skimmers in the thickest oil. Shown on the right of the Skimmer Selection Matrix are three additional features: can be used as a vessel-of-opportunity skimmer (some models can be used on many types of workboats) can be used as an advancing skimmer (some models are designed to be towed through the water during use) has storage capacity (some models come with integral storage) Stationary skimmers, that is, those that cannot be used in the advancing mode, are inefficient in thin slicks and have to be used either inside booms or by waiting for the oil to flow to them.
78 Table 9-1 Skimmer Selection Matrix

Oleophilic Surfaces
(A42601)
Generic Type of Skimmer Weir Vacuum Hydrodynamic Other Units Devices Methods
Brush Disc Rope Rope/belt (catamaran mounted) Sorbent belt (downward moving) Sorbent belt (upward moving)
Vacuum system with weir Skimmer head
Legend 1 Good 2 Fair 3 Poor

Open Seas Hs > 1 m; V < 1 kt Harbours and bays Hs < 1 m; V < 0.7 kt Protected in-shore Hs < 30 cm; V < 0.5 kt High currents < 2 kts Shallow water (< 30 cm) Debris (including ice) High Viscosity (> 1000 cSt)
2 2 1 1 1 1
2 2 3 3 3 2
1 1 1 1 1 1
1 1 2 3 3 1
Operating environment
Evaluation criteria
1 1 1 1 1 1
1 1 1 1 1 1
2 3 2 1 1 2
1 2 3 2 3 2
2 2 1 3 3 3
3 3 1 3 2 2
1 3 1 1 2 1
2 3 3 2 3 3
1 2 2 2 2 1
2 2 2 1 3 2
Oil viscosity
Skimmer characteristics
Medium viscosity (1001000 cSt) Low viscosity (< 100 cSt) O/W pickup ratio* Pickup rate Ease of deployment
1 1 1 1 1 1
1 1 1 1 1 1
1 2 2 2 1 3
1 1 1 2 1 1
1 2 1 1 2 2 2 2 3 2 2 2 1 1 2 1 1 1 X X X X X X X X X X X X X
2 2 3 2 3 2 2 1 2 3 3 2 2 3 1 2 1 2 X X X X X X X X
3 3 1
3 2 2
2 2 3
2 3 2
Available as V.O.S.S. (Vessel of opportunity skimming system) Available as an advancing skimmer Available with storage
X X
X X X
*O/W pickup ratio = % oil in skimmed products
Combination trawl/boom Paddle belt

1 3 1 3 1 1 2 2 2 1 3 2 1 1 2 1 2 2 1 2 2 2 3 2 X X X X X
Advancing Combination weir/boom Saucer Screw/auger Self-leveling Vortex
Hydrocyclone Submersion plane Water jet
79 (A42601) To use the Skimmer Selection Matrix shown in Table 9-1, follow these steps: 1. Identify the environment(s) in which the skimmer will have to operate. Usually (but not always) these environments can be clearly delineated. That is, only one environment will apply. Then select those skimmers that will perform well in the given environment (i.e. those with a rating of 1). 2. Identify the type of oil that the skimmer will have to recover. (In this case the oil viscosity designations are mutually exclusive.) From the skimmers chosen earlier, select the ones that have a rating of 1 for the designated viscosity. 3. From the skimmer characteristics listed, prioritize those that are most important. From the skimmers that have survived steps 1 and 2, choose those that have the highest rankings in the skimmer characteristics identified as most important. Once you have identified one or more suitable skimmers, obtain specifications on the candidate skimmers directly from the manufacturer or from publications such as the World Catalog of Oil Spill Response Products. Examining the pertinent specifications should lead to a skimmer that best fits the need. Example Suppose you need a skimmer that can operate in an offshore area with a significant amount of debris. The oil to be recovered reaches a medium viscosity after a few hours of weathering on the water. The skimmer must have a large built-in storage capacity so the vessel does not have to return to shore to offload its cargo every hour or so. The collected oil should be relatively water-free to conserve storage space. 1. From the Skimmer Selection Matrix (Table 9-1) we see that the following skimmers have a rating of 1 in open seas: oleophilic rope oleophilic rope/belt (catamaran-mounted) sorbent belt (downward-moving) sorbent belt (upward-moving) combination trawl/boom 2. Of these five skimmers only three have a rating of 1 for operation in areas with debris: oleophilic rope oleophilic rope/belt (catamaran-mounted) sorbent belt (upward-moving) 3. Choose one of the two skimmers with internal storage available: oleophilic rope/belt (catamaran-mounted) sorbent belt (upward-moving) This indicates that the catamaran-mounted rope or belt skimmer or the sorbent belt (upward-moving) would be the best choices.
80 (A42601) 9.2 Detailed Information on Skimmer Types In the following descriptions of skimmer types, the expected performance is rated as good, fair, and poor in oil of three viscosities: Physical Properties Viscosity (cSt) at 15C Specific gravity (g/cc) Light Oil (L) 3 - 10 0.83 - 0.89 Medium Oil (M) 100 - 300 0.90 - 0.94 Heavy Oil (H) 500 - 2,000 0.94 - 0.97
Maximum Current = Highest Relative Velocity Between Skimmer and Slick (at which it is expected to function)
Figure 9-1. Oleophilic Brush Skimmer
81 9.2.1 Oleophilic Brush Operating Principles Closely-spaced brushes pick up oil on the surface of the water and are then moved by mounting chains to a position over a collecting trough. There the oil is scraped off as the bristles pass through a comb-type cleaner. On some models, brushes are mounted on a drum. Major Considerations EXPECTED PERFORMANCE Light Oil Fair Maximum Current 2 knots Medium Oil Good Advancing Mode Yes Heavy Oil Good Cost Effectiveness Fair units are expensive for their size and capacity Advantages good for weathered, emulsified, or residual oil relatively simple mechanical principle not affected by debris nor waves Disadvantages low pickup rate side collectors can lose oil under boom sweeps bow-mounted units may be affected by vessel movement and associated interference requires relative velocity for oil pickup (A42601)
Comments recently developed skimming concept applicable to viscous oils and possibly ice infested water less efficient in light oils higher operating speeds can be achieved when system is mounted in interhull area of a catamaran
82 (A42601)
Figure 9-2. Oleophilic Disc Skimmer
83 9.2.2 Oleophilic Disc Operating Principles An array of oleophilic discs is commonly arranged in a linear, triangular, circular, or square configuration. Each row of discs is powered by an air or hydraulic motor. Smaller skimmers may have air motors and larger skimmers may have hydraulic motors. Discharge pumps may also use air or hydraulic power. Smaller skimmers generally have an external pump while larger skimmers have an on-board pump. Hydraulic or air pressure comes from a remote power pack. Major Considerations EXPECTED PERFORMANCE Light Oil Fair Maximum Current Less than 1 knot Advantages small units can operate in fluid depths of only 30 cm few moving parts and good reliability good recovery rate in oil slicks >5 mm units are very compact and provide high pickup rates for their weight and size small units can be lifted by two people remote power packs keep pickup heads light for better wave conformance some versions are omni-directional and suitable for both harbour waters and offshore operations oil/water ratio is high Medium Oil Good Advancing Mode No Heavy Oil Fair Cost Effectiveness Fair-Good Disadvantages limited to sea states up to 2 fibrous floating debris can wrap around disc axles and stop rotation will not recover solidified or highly weathered oil may lose some pickup capability in dispersant-treated oil heavy oil causes discharge pump flow problems in cold climates plan to inject steam in suction line large units are expensive for their pickup rate (A42601)
Comments expect optimum pickup rates in medium viscosity oils in calm conditions rotational speed of discs is critical to maximize collection efficiency power options include air and electricity
84 (A42601)
Figure 9-3. Oleophilic Rope Skimmer
85 9.2.3 Oleophilic Rope Skimmer(A42601) Operating Principles An endless rope mop is pulled through the slick by rollers that wring oil from the mop. The mop is positioned in the water by one or more pulleys. The wrung-out mop is returned to the water surface and the cycle is repeated. Recovered oil is collected in a sump beneath the wringer where it can drain to a tank or be pumped away. Major Considerations EXPECTED PERFORMANCE Light Oil Fair Maximum Current 5 or 6 knots if rope velocity is same as current velocity Advantages effective in sea states up to 3 can operate in any water depth (including very shallow) and over dry patches good pickup rate wide effective reach (using long ropes) debris does not generally interfere with oil collection rope can act as a boom and skimmer in low currents wide choice of sizes (some are hand portable) can operate in deep narrow holes (trenches or wells) good in rough water; mop follows the waves can operate in broken ice Medium Oil Good Advancing Mode No Heavy Oil Fair Cost Effectiveness Good
Disadvantages high wear rate on ropes and wringer rollers if used in sandy areas inefficient unless the oil is confined or pooled does not recover oily debris attachment points needed for pulley(s) difficult to deploy requires attention in tide changes hard to move not good in highly viscous oil
Comments rope mops are now available in a wide variety of configurations generally, all units work best in medium viscosity oils fibres can freeze at low temperatures and high viscosity oils can jam wringer mechanism
86 (A42601)
Figure 9-4. Oleophilic Rope/Belt (Catamaran Mounted) Skimmer 9.2.4 Oleophilic Rope/Belt (Catamaran Mounted) (Zero Relative Velocity Configuration) Operating Principles Rope mops or belts travel at the same speed as the vessel so that they contact the oil/water interface at zero relative velocity (ZRV). They are then wrung by hydraulically-driven rollers. Recovered oil is stored on board in the hulls until it can be offloaded. Major Considerations EXPECTED PERFORMANCE Light Oil Fair Maximum Current 6 knots Advantages effective in sea states up to 3 good oil recovery in oil slicks thicker than 6 mm good oil/water ratio in collected fluid on board oil storage good crew working conditions Medium Oil Good Advancing Mode Yes Heavy Oil Fair Cost Effectiveness Good Disadvantages requires water depths greater than 1 metre for most models difficult to transport to remote areas high capital cost for large vessels
Comments ZRV skimmers generally recover medium viscosity oils best mops or belts can function in debris and ice as well as a relatively broad range of wave conditions within the limitations of the vessel
87 (A42601)
Figure 9-5. Sorbent Belt (Downward Moving) Skimmer 9.2.5 Sorbent Belt (Downward Moving) Operating Principles Debris is kept from the belt by a debris screen. The oleophilic belt pushes the floating oil below the waterline. Oil that is not absorbed on the belt is collected in a holding area behind the belt. Oil that is carried up the belt is recovered at the top of the system by a squeeze belt or a scraper blade. This oil and the oil in the area behind the belt are then pumped into storage. Major Considerations EXPECTED PERFORMANCE Medium Oil Good Advancing Mode Yes
Light Oil Good Maximum Current 2 knots
Heavy Oil Poor
9
Cost Effectiveness Average
Advantages effective in sea states up to 3 some types allow debris collection high pickup rate of various oil types self-propelled units have integral oil storage and fuel storage recovery belt life is good mobility allows self transport to spills and tracking down of individual patches large size permits a degree of crew comfort
Disadvantages cannot operate in shallow water large size prevents operation in tight quarters many units lack debris handling capability which would quickly damage the belt large units may require operation by a qualified seaman mechanically complicated and difficult to maintain difficult to transport to remote areas dock facilities needed expensive to buy and operate
Comments throughput drops off sharply in higher sea states most models function best in 0.5 2.0 knot range
88 (A42601)
Figure 9-6. Sorbent Belt (Upward Moving) Skimmer 9.2.6 Sorbent Belt (Upward Moving) Operating Principles Contact with an oil slick is made by advancing the belt into the slick. In addition, water may be drawn through the belt by an induction pump. Oil and floating debris are brought up the belt, the debris is scraped off into a storage bin, and oil is squeezed out of the belt into a holding tank. Various types of belts, with different sizes of pores, maybe used, depending on the viscosity of the product. The tank is either continuously offloaded or is large enough that offloading is only done periodically. Major Considerations EXPECTED PERFORMANCE Medium Oil Good Advancing Mode Yes
Light Oil Poor Maximum Current 0.75 knots
Heavy Oil Good
Cost Effectiveness Poor
Advantages effective in sea states up to 3 some types allow debris collection high pickup rate self-propelled models have integral oil storage and fuel storage mobility of self-propelled models allows self transport to spills and tracking down of individual slicks effective in highly viscous oil effective in a wide range of oil types
Disadvantages cannot operate in shallow water large units may require operation by qualified seaman mechanically complicated difficult to transport to remote areas difficult to maintain recovery belt life is poor expensive to buy and operate
89 (A42601)
Figure 9-7. Weir (Advancing) Skimmer 9.2.7 Weir (Advancing) Operating Principles This skimmer is positioned at the mouth of two boom sections towed in a V configuration. Oil and water are initially separated with the adjustable bow plane. Oil flows over the adjustable weir near the back of the skimmer, and water is discharged through a gate below the weir. Oil is then pumped to a holding tank on another vessel. Major Considerations EXPECTED PERFORMANCE Medium Oil Good Advancing Mode Yes
Light Oil Good Maximum Current 3 knots
Heavy Oil Fair
Cost Effectiveness Average
Advantages can handle some debris if the debris screen is manually cleaned periodically suitable for calm, open sea recovery of large oil slicks high recovery capacity in large confined oil slicks easy to operate low investment and maintenance costs
Disadvantages limited to sea states less than 2 limited to water depths over 1.2 m a high percentage of fluid collected is water or water emulsion requires support vessels to tow the skimmer and its associated oil booms some models have no on-board oil storage or pumping system a storage system equipped with high suction lift pumps must follow and be bridled to the skimmer
Comments light oils may underflow device waves, bow wave, and other interferences can lower throughput and collection efficiencies significantly
90 (A42601)
Figure 9-8. Combination Weir/Boom Skimmer 9.2.8 Combination Weir/Boom Operating Principles The containment boom may be towed into a spill by two boats at a speed of 1 knot or less. Alternately, the boom may be anchored so that the local current carries spilled oil into the booms weir area. The skimming section can be the central section of a much longer boom. The oil collected by the boom passes through the horizontal weir into a pump. In one model, the oil is pumped to another vessel for storage by three hydraulically-driven pumps that are mounted on a raft behind the boom or inside the boom itself. Major Principles EXPECTED PERFORMANCE Medium Oil Good Advancing Mode Yes
Light Oil Good Maximum Current 1 knot
Heavy Oil Fair
Cost Effectiveness Fair
Advantages can accept small debris high pickup rate good wave-following ability some models are air deployable some units utilize oil/water separators
Disadvantages limited to sea states less than 2 requires a minimum water depth of 1.2 to 1.8 m collection efficiency is generally low difficult to deploy and retrieve has suffered from mechanical complexities
Comments various models are available inclusive of single-vessel boom-supported side-sweeping units as well as smaller systems designed for shoreline and harbour use
91 (A42601)
Figure 9-9. Weir (Saucer) Skimmer 9.2.9 Weir (Saucer) Operating Principles Many versions of weir saucer skimmers are available and all work according to very similar principles. These skimmers collect only the top surface of the fluid they float in. This top layer flows over the weir and is transferred to storage by a suction pump. Major Considerations EXPECTED PERFORMANCE Medium Oil Good Advancing Mode No
Light Oil Good Maximum Current < 1 knot
Heavy Oil Fair
Cost Effectiveness Fair Disadvantages
Advantages good for shallow water good in slicks thicker than 5 mm good with light oil in calm, debris-free conditions easy to handle and operate inexpensive to purchase and maintain
limited to sea states 0, calm conditions 30-cm minimum water depth required on smallest model if suction connection hits the bottom, the weir stops, tilts, and operates poorly sensitive to all types of debris stationary skimmers are inefficient in thin slicks heavy oil may not flow over the weir poor oil/water ratio centrifugal pumps cause water/oil emulsions to form (can be used with other types of pumps)
92 (A42601)
Figure 9-10. Weir (with Screw Auger) Skimmer
93 (A42601) 9.2.10 Weir (with Screw Auger) Operating Principles This skimmer uses a simple weir to skim the top layer of fluid. Flotation is by fixed and/or remotely adjustable floats. The collected oil is pumped via a reversible screw-type pump. The screw is cleared by a scraper which is rotated by the screw itself. This scraper seals the screw and produces a positive head at the discharge of the pump. Major Considerations EXPECTED PERFORMANCE Medium Oil Good Advancing Mode No
Light Oil Fair Maximum Current 2 knots
Heavy Oil Good
Cost Effectiveness Average Disadvantages
Advantages
good for shallow water limited to sea states 0-1 with heavy, capable of pumping highly viscous viscous oils and sea state 0 with light oils and debris such as seaweed, oils ice, wood chips, etc. that are heavy oils sometimes require manual suspended in oil. A positive assistance to flow over the weir displacement screw-type pump high back pressure in discharge line does not require priming and does can develop not form oil/water emulsions. easy to deploy and operate, rugged construction
94 (A42601)
Figure 9-11. Weir (Self-Levelling) Skimmer
95 9.2.11 Weir (Self-Levelling) (A42601) Operating Principles A weir-type device takes in only the top layer of the fluid with the depth of the weir inlet controlled by the pumping rate of the suction pump. For the model shown in Figure 9-11, a high pumping rate leaves less fluid in the skimmer and causes the weir to dip lower in the water. Major Considerations EXPECTED PERFORMANCE Medium Oil Good Advancing Mode No
Heavy Oil Poor
Cost Effectiveness Good Disadvantages
Advantages good for shallow water easy to deploy and operate in stationary mode simple construction, easy to maintain inexpensive to purchase and maintain
limited to sea state 0, calm conditions 30-cm minimum water depth required on smallest model if suction hose or skimmer touches bottom, the weir tilts and operates poorly heavy oil or debris will block the weir and reduce the pickup rate a high percentage of the fluid collected is water, and the centrifugal pumps used with this skimmer tend to cause emulsion formation the (rubber) bellows in some models deteriorate over time
96 (A42601)
Figure 9-12. Weir (with Vortex) Skimmer
97 9.2.12 Weir (with Vortex) Operating Principles A rotor with a series of vanes or a propeller rotates beneath the water surface and draws oil over a weir and into a sump. There the oil collects in a relatively water-free state. The oil can then be transferred from the sump by a pump mounted on a mother vessel, or it can be conveyed to a storage vessel or container by a pump mounted on the skimmer. The weir can be either an overflow or an underflow type. Major Considerations EXPECTED PERFORMANCE Medium Oil Good Advancing Mode No (A42601)
Heavy Oil Fair
Cost Effectiveness Fair Disadvantages
Advantages lightweight, can be easily deployed and retrieved draws oil to the skimmer from several metres away, especially good when used inside a boom one version has a shipping crate which converts to a sizable oil/water separator
when operating in thick layers, heavy oil pickup rate is limited by suction pumps pumping must be carefully watched and adjusted to keep the oil/water ratio acceptably high long stringy debris, like kelp, can stop the rotor waves and currents can interfere with flow of oil induced by vortex
98 (A42601)
Figure 9-13. Weir Skimmer Head of a Vacuum System 9.2.13 Vacuum Systems (with Weir Skimmer Head) Operating Principles This skimmer is basically a floating suction head. The skimming head floats with radially displaced openings just below the surface. A vacuum pump, mounted on a truck body or tank, removes the surface layer from the water and transfers it to a tank or tanker truck. Portable systems are available which can dump into drums. The head is flexible so that it can follow waves. A rigid head is available. In very thick oil, a manually-controlled open pipe (fish tail) may be used. Major Considerations EXPECTED PERFORMANCE Medium Oil Good Advancing Mode No
Heavy Oil Fair Cost Effectiveness Excellent
Advantages good for any water depth, even very shallow shoreline pools blockages due to debris can be cleared easily on models with reverse-flow capability high recovery rate in oil > 5 mm multi-purpose units are able to pick up low to medium-viscosity oils simple, non-mechanical unit has low maintenance
Disadvantages limited to sea state 0, calm conditions can be plugged easily with debris poor collection efficiency in oil slicks < 5 mm adversely affected by debriscontaminated oil spills or heavy residual oil
99 (A42601)
Figure 9-14. Hydrocyclone Skimmer 9.2.14 Hydrocyclone Operating Principles With this method, water and oil enter a skimming chamber tangentially where a cyclone effect occurs. Water, which is heavier than the oil, goes to the outside of the chamber and is discharged at the bottom. Oil is pumped from the top of the skimmer to shipboard storage. Major Considerations Light Oil Poor Maximum Current 2 knots Advantages EXPECTED PERFORMANCE Medium Oil Poor Advancing Mode Yes Heavy Oil Poor Cost Effectiveness Poor Disadvantages
can operate in current up to limited to sea state 0, calm conditions 2.0 knots adversely affected by and cannot can be mounted on any offshore collect debris supply vessel or similar size vessel poor throughput and collection efficiency device affected by bow wave effects from vessel on which it is mounted Comments tests have shown that oil does not enter the tangential port; furthermore, the cyclonic effect is not apparent most operational groups have discarded this approach
100 (A42601)
Figure 9-15. Submersion Plane Skimmer
101 9.2.15 Submersion Plane Operating Principles As this skimmer is moved into oil, the oil is forced down a plane at the front of the skimmer and then stripped off by an adjustable vane. The remainder of the skimmer consists of a separator with the bottom open. Baffles cause the oil to gather and rise to the top while water flows through the skimmer and out. Major Considerations EXPECTED PERFORMANCE Medium Oil Good Advancing Mode Yes (A42601)
Light Oil Good Maximum Current 2.5 knots
Heavy Oil Fair Cost Effectiveness Good
Advantages no power is required except for propulsion excess water is discarded as part of the collecting process
Disadvantages prevention of oil carry-over into the effluent depends on the separator efficiency debris entering the skimmer will foul the separator throughput and collection efficiencies decline in higher sea states
102 (A42601)
Figure 9-16. Water Jet Skimmer
103 9.2.16 Water Jet Operating Principles Nozzles direct streams of water along an inclined weir. The entrained water rises and carries floating oil above the weir. Once trapped behind the weir, the collected oil is retained by a floating boom, a skimmer sump, or some other oil collection system. The water jet system itself is not a skimmer but merely an oil collector system. However, once the oil is trapped and thickened in the relative calm of the systems collection sump, the oil can easily be removed by a variety of simple, inexpensive skimmers or pumps. This system is usually used in a stationary mode. Major Considerations EXPECTED PERFORMANCE Medium Oil Good Advancing Mode No (A42601)
Heavy Oil Good Cost Effectiveness Average
Advantages systems used with integral, closed boom have very large internal storage can draw oil to itself from inaccessible areas relatively insensitive to small debris collection action is gentle which inhibits emulsification good oil/water separation
Disadvantages performance can be degraded in high, choppy seas requires significant power to operate water jets water pumping system requires blow down and freeze-preventive actions whenever it is stopped during Arctic operations maximum sea 30-45 cm
104 (A42601)
Figure 9-17. Combination Trawl/Boom Skimmer
105 (A42601) 9.2.17 Combination Trawl/Boom Operating Principles A trawl boom which is like a fine-mesh fishing trawl or purse seine is pulled through the water behind one or between two boats. Heavy, weathered, tarry oil collects inside the trawl boom or in the purse of the seine. The purse can be detached when full and replaced with a new one. This system works only with very viscous or semi-solid weathered oil. More complex versions use booms or inflatable chambers to maintain the top of the mesh at the surface and to divert oil to a flexible, impermeable structure resembling a wind sock. Oil collects inside the sock and is sucked aboard the mother vessel by on-board pumps. This flexible, resilient device is usually deployed over the side of a workboat. Major Considerations EXPECTED PERFORMANCE Medium Oil Poor Fair Advancing Mode Yes Yes
Light Oil SEINE TYPE Poor SOCK TYPE Fair Maximum Current
Heavy Oil Good Poor
Cost Effectiveness Good Fair Disadvantages
SEINE TYPE 2-3 knots SOCK TYPE 1-1.5 knots Advantages seine type can cover a very wide sweep highly wave-conforming systems can operate in 1.2 metre seas can be used with vessels of convenience
seine type is ineffective with light oils sock type is ineffective with heavy oils both types will plug easily with debris of all types sock types take several hours to deploy and retrieve batch process results rather than continuous oil collection in purse seine models
y yy yy yy yy yy yy yy yy yy yy yy yy
106 (A42601) Figure 9-18. Paddle Belt Skimmer Major Considerations EXPECTED PERFORMANCE Medium Oil Good Advancing Mode No Light Oil Fair Maximum Current < 1.5 knots Advantages can pick up very viscous oil high pickup rate in thick layers of oil mechanically simple and robust movable head on some models can skim over a boom Heavy Oil Good Cost Effectiveness Good Disadvantages
9.2.18 Paddle Belt Operating Principles A typical paddle belt pulls oil up a ramp using four or more paddles. In one model, the paddles draw a wedge of oil/water over a ramp. The water settles down through holes in the ramp leaving an oil-rich mixture behind. The paddles pull the fluid wedge mixture over the top of the incline and into a sump where it is pumped off. Flapper valves on the machines underside permit water to leave but not surge into the device. A second type has paddles that draw oil up the underside of the ramp.
perforated plate models plug easily with long, stringy debris high water pickup with very viscous oil on those versions with perforated plate basically a calm water skimmer
Comments can be operated as zero relative velocity device belt version functions well in debris
107 Section 10 Sorbents (A42601)
Sorbents are auxiliary spill control materials used for the pickup of small volumes and sheens of oil. They either adsorb oil (i.e., the oil sticks to the surface of the sorbent) or they absorb oil (i.e., the oil penetrates into the sorbent). Widespread use of sorbents is generally limited by the intensive labour required and the amount of solid waste generated. In general, the use of sorbents is only appropriate during the final stages of a cleanup operation or to aid in the removal of thin films of oil from inaccessible locations. Sorbents can also be used to protect and/or clean environmentally sensitive areas such as spawning areas or marshes, where other cleaning methods are restricted because of the damage they could cause. 10.1 Sorbent Selection Matrix The materials commonly used as sorbents can be grouped into three main categories: synthetic organic inorganic Typical materials and products, plus application considerations for each category, are presented in Table 10-1. Most commercial sorbents are synthetic materials made of polypropylene fibres. Depending on the application, there are many products that will do an effective job and these readily available products should always be used first. Application techniques for the most commonly used sorbent materials are shown in Table 10-2. The latest edition of the World Catalog of Oil Spill Response Products includes a listing of currently available sorbent materials and their suppliers. Also useful are the latest sorbent test results from Environment Canada. Current editions of these guides are listed in the References.
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108 Table 10-1 Sorbent Selection Matrix

Sorbent Type Type of Material
(A42601)
Considerations for Use

generally the most effective (some absorb up to 25 times their weight of oil); highly oleophilic/hydrophobic available in many forms: rolls, sheets, blankets, open netting, pom-poms, loose, etc. not biodegradable but most are environmentally safe (inert) white or light coloured products are preferred for oil visibility; avoid black/dark colours high surface area forms (e.g., pom-poms) good for very viscous applications some products are surfactant treated to enhance oleophilic properties some are reusable generally absorb 5 to 10 times their weight biodegradable have been used to immobilize oil in sensitive environmental areas (e.g., marshes) to protect vegetation and wildlife some products are treated to enhance oleophilic properties many sink fairly rapidly when soaked primarily loose materials that are difficult to recover generally absorb 3 to 6 times their weight relatively inexpensive difficult and sometimes hazardous to apply
Synthetic polyethylene/polyurethane foams and pads polypropylene fabric, nets, and ribbons nylon fabrics and strips polyester/cotton fabrics (windshield cleaner cloth)
Organic
straw peat moss sawdust coconut fibre chicken feathers cork cellulose fibre sponge (biodegradable) ground corn cobs wool
Inorganic perlite vermiculite glass wool
109 Table 10-2 Application Techniques for Sorbent Materials

Form of Sorbent Description of Techniques
(A42601)
Squares Placed in confined areas to pick up small quantities of oil; they should be left for a and strips period of time for greater effectiveness. Pads can be wrung out with a simple wringer (pads) and re-used. Rolls Used in the same manner as squares and strips but usually more convenient because they can be torn or cut at the optimum length. Very effective in protecting walkways, boat decks, working areas, previously uncontaminated or cleaned areas; can be used to cover areas used as temporary storage sites for oily materials. Disposal is aided by rolling up the sorbent and placing it in a suitable container.
Can serve a dual function by absorbing oil and acting as a boom, but only effective in very quiet waters due to low freeboard and lack of a skirt. Most effective on thin films of oil or on sheens. The tightly compacted sorbent material encased in mesh restricts oil penetration, thus requiring the boom to be rotated and moved around in the oil to work efficiently. It is usually better to drive the oil into the boom. Solid "sausage" boom is better than loosely packed "popcorn" (granular) boom. Loosely packed particles absorb more water and mesh bag breaks easily, causing additional cleanup effort. Can be used effectively to protect sheltered areas against oil contamination. Also can be deployed behind skimmers to pick up excess or missed oil but not generally effective when used this way. May be towed in a U or catenary shape behind vessels for sheen recovery. Towing in a circular or zig-zag fashion works better than towing in a straight line. Disposal is accomplished by folding, rolling, and/or stuffing the boom into plastic bags for removal. Pom Most effective on viscous or weathered oil. poms and May be used to recover oil both on shore and in the water. snare Can be strung together and placed in intertidal area to recover oil. booms Can be used to seal the shore end of a boom so that no oil gets past. This is particularly useful in tidal waters, especially where the bottom is rocky or strewn with boulders. Often used as a composite barrier inside a containment boom to limit the escape of oil under varying wind, wave, and current conditions. Disposal is accomplished by stuffing the material in a plastic bag for removal. Loose Loose sorbent materials are not recommended for use in oil spills on water. However, materials loose organic materials have been successfully used to stabilize stranded oil in remote or inaccessible locations.
Booms
10
110 10.2 General Considerations (A42601)
Some general considerations for all sorbents include: The material should float for long periods of time (e.g., days or weeks) particularly when soaked with oil or water. The material, if difficult to recover, should be environmentally safe and biodegradable. Before using loose material, permission must be obtained from the proper government authorities. Sorbents should be selected with the ultimate disposal plan in mind (Section 15). The sorbent should be effective for the type of oil and degree of weathering involved. Sorbents are normally applied by hand or, in the case of large-scale use of loose material, by blower. It is usually necessary to recover all the oil-soaked material so that the problems caused by the oil alone are not increased. Manual recovery is frequently the only way as many skimmers become clogged by sorbent materials. Exceptions are some belt skimmers and nets. Matted sorbent will not remain on the oil surface when distributed in strong winds because of its light weight (50 g to 200 g per sheet). Two to three sheets of matted sorbents in ply (layers) will be more effective in windy conditions. The recovery rate of the sorbent becomes lower as the oil film becomes thinner. For more effective recovery, booms should be used to contain and thicken the oil layer. Distribution of sorbent on oil contained in booms can effectively suppress waves and prevent oil from splashing over the boom. Normally bags or drums are used for storage of recovered sorbents. The number of bags and drums to be used should be calculated from the quantity of sorbent to be distributed and the degree of sorption effected. Storage problems are compounded by the fact that oily sorbent may be spontaneously combustible. Newer sorbent products are now available that incorporate nutrients which can enhance biodegradation. These same materials can also be used to clean birds (consult with the Canadian Wildlife Service before such use). When planning the use of sorbents, ensure that disposal facilities can be utilized which meet the approval of regulatory authorities.
111 Section 11 Pump/Vacuum Systems (A42601)
Transfer systems can be grouped into the following generic classes: pumps rotary reciprocating vacuum systems air conveyors conventional vacuum units portable vacuum systems belt/screw conveyors wheeled vehicles 11.1 Pump/Vacuum System Selection Matrix The Pump/Vacuum System Selection Matrix in Table 11-1 lists 16 generic types of pump/vacuum systems, which are generally available worldwide, and 15 criteria for selecting them. A general evaluation of each specific pump option follows the table. To use the Pump/Vacuum System Selection Matrix, follow these steps: 1. Identify the type of fluid and/or debris that needs to be transferred. Select systems that will perform well in moving such material(s). 2. Identify other important criteria and rank them. Go through the matrix in descending order of importance, each time selecting the highest rated system(s) surviving the previous elimination. The following example shows how to use the Pump/Vacuum System Selection Matrix. It is used to identify the best system to satisfy existing requirements and will help in evaluating the pumps or vacuum systems available in the area.
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112 (A42601) Table 11-1 Pump/Vacuum Systems Selection Matrix

Characteristics of Transfer System
Fluid Type Debris Tolerance Other Criteria
High viscosity Low viscosity Silt/sand Gravel/particulate Seaweed/stringy matter Transfer rate Tendency to emulsify fluids Ability to run dry Ability to operate continuously Self priming Suction head Back pressure/head Portability Ease of repair Cost
Key to Ratings 1 Best 5 Worst Centrifugal Lobe Gear Intermeshing screw

Pumps
5 1 1 1 4 1 5 1 1 5 4 5 1 1 1 1 4 3 4 3 4 2 3 3 3 3 1 3 3 3 1 4 5 5 2 5 3 4 4 4 4 1 3 4 4 1 4 5 5 3 5 3 5 4 4 4 1 4 4 4 3 3 5 5 4 3 3 4 4 4 3 2 2 3 3 2 2 2 4 4 2 3 3 3 1 2 3 2 2 3 1 5 1 1 2 5 1 2 3 5 5 2 3 3 5 1 3 1 3 2 4 1 3 3 1 1 1 4 4 4 1 3 3 4 4 4 3 4 3 2 2 1 4 3 3
E,J B B B,J F A B B,D
Vane Flexible impeller Screw/auger Progressing cavity Piston Diaphragm
3 2 1 3 3 3 3 1 4 2 2 4 2 1 1 A,C,D 1 1 1 1 2 2 1 1 3 1 1 5 5 5 F,G,I 2 1 1 1 2 1 1 1 3 1 2 5 5 5 F,G,I 2 1 1 2 3 3 1 1 3 1 3 5 4 4 4 1 5 1 1 1 4 1 2 3 1 3 5 3 4 F,G
Conveyors Vacuum systems
Air conveyor Vacuum truck Portable vacuum pump Belt Screw Wheeled vehicles
2 5 1 2 2 4 1 3 4 1 3 5 4 4
1 1 1 1 1 4 1 2 3 3 G,H,I
Key to Comments: A. Normally require remote power sources, thus are safe around flammable fluids. B. Should have a relief valve in the outlet line to prevent bursting hoses. C. Air powered units tend to freeze up in sub-freezing temperatures. D. Units with worn ball valves are difficult to prime. E. Some remotely powered types are designed to fit in a tanker's Butterworth hatch. F. Can also pump air at low pressure. G. Transfer is batch-wise rather than continuous. H. Waste must be in separate container for efficient transfer. I. Transportable with its own prime mover. J. High shear action tends to emulsify oil and water mixtures.
Comments
113 Example (A42601)
High viscosity, weathered oil has formed a large pool in a remote swampy area. Access can only be obtained with small, shallow draft skiffs. During the process of transferring the oil to small tanks, it is highly likely that a certain amount of silt/sand will also be picked up. 1. The area and conditions suggest that the most feasible oil removal system will be a pump. Although rated 1 on the matrix, air conveyor, conveyor belt, and wheeled vehicles are excluded either because of their size, difficulty of access, or trafficability of the substrate. The pumps best suited to move high viscosity fluids are the: lobe gear intermeshing screw screw/auger progressing cavity piston 2. Because this is a difficult transfer operation, silt/sand debris requirements take priority over transfer rate. Of the pumps chosen in Step 1, only two have a rating of 1: screw/auger progressing cavity 3. If there is a possibility of gravel being present, then the screw/auger pump has a greater tolerance. On the basis of cost and/or the ability to draw suction from a distance, the progressing cavity pump is a better choice.
11
114 11.2 Pump/Vacuum System Types (A42601)
Figure 11-1. Rotary Pump - Centrifugal 11.2.1 Centrifugal Pumps Operating Principles Liquid enters the pump at the centre of a rapidly rotating fan-shaped impeller. Centrifugal force then accelerates the fluid toward the impellers outer edge. From here the fluid exits through a nozzle on the periphery of the impeller housing. The pressure generated by the pump results from the kinetic energy imparted to the fluid by the impeller. Most Suitable Transfer Operations pumping low-viscosity fluids at high rates for short distances supplying water to dispersant spray booms or fire nozzles flooding shorelines with seawater to prevent oil from sticking to soil unloading drums of chemicals, fuels, etc. mixing demulsifier chemicals into emulsified oil Advantages small, lightweight, easy to handle high output capacity with low viscosity fluids inexpensive considering its rated output mechanically simple (one moving part) tolerant of most debris and suspended solids easy to repair in the field Disadvantages output decreases markedly with increasing viscosity of fluid and/or increasing back pressure many models are not selfpriming subjects fluids to very high shear which can emulsify oil and water mixtures stringy debris impairs pump performance
Comments Because of their light weight, low cost, and simplicity of operation, centrifugal pumps are frequently used in small skimmers. However, they are generally not the pump of choice for transferring mixtures of crude oil and water because extreme shearing action tends to emulsify oil and water, thereby increasing the viscosity of the mixture and causing low, inefficient transfer rates.
115 (A42601)
Figure 11-2. Rotary Pump - Lobe 11.2.2 Lobe Pumps Operating Principles One rotating element forces fluid from the cavity of another rotating element. As such, it is called a positive displacement device. This means that its pumping rate is a function only of its rotational speed. The pumps show little or no decrease in pumping rate with increasing fluid viscosity. It can build up extremely high pressures in the discharge line and should be equipped with a relief valve to prevent bursting discharge hoses when pumping viscous fluids at high rates. Incoming fluid fills the cavities between the lobes and becomes trapped where two adjacent lobes seal against the wall of the pump housing. As the lobes rotate, the trapped fluid is carried to the pump outlet. When the leading lobe loses contact with the wall, oil trapped in the cavity is forced out of the pump. Most Suitable Transfer Operations mixing viscous emulsions with demulsifier chemicals pumping clean, solids-free fluids feeding viscous emulsions to incineration devices metering dispersant chemicals into spray boom systems Advantages Disadvantages pump very viscous fluids at constant rate relatively slow pumping rate pump fluids against high back most units cannot tolerate sand pressure or other abrasive debris lobe pumps which are gear timed if not gear timed, pumps should can be run for several hours after not be run for long periods of losing suction without serious time damage Comments Lobe pumps with high clearances between moving elements are useful on skimmers and in transfer operations involving viscous fluids.
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116 (A42601)
Figure 11-3. Rotary Pump - Gear
11.2.3 Gear Pumps Operating Principles Gear pumps work on the same principle as rotary lobe pumps. They usually have close tolerances and many points of metal-to-metal contact. For this reason, they cannot handle large particulate matter or highly abrasive solids very well. Most gear pumps are bi-directional. Most Suitable Transfer Operations mixing viscous emulsions with demulsifier chemicals pumping clean, solids-free fluids feeding viscous emulsions to incineration devices metering dispersant chemical into spray boom systems Advantages Disadvantages pump very viscous fluids at constant rate relatively slow pumping rate pump fluids against high back most units cannot tolerate sand pressure or other abrasive debris gear pumps which are externally if not externally gear timed, gear timed can be run for several pumps should not be run for hours after losing suction without long periods of time serious damage Comments Gear pumps are precision devices used mainly in the process industries and less frequently in oil spill cleanup operations.
117 (A42601)
Figure 11-4. Rotary Pump - Intermeshing Screw
11.2.4 Intermeshing-screw Pumps Operating Principles Intermeshing screw pumps are very similar to gear pumps; however, the area of contact between gears is greater in the screw pump. They are especially well suited for pumping clean viscous fluids at high pressures. Intermeshing screw pumps cannot tolerate abrasive solids. Most Suitable Transfer Operations mixing viscous emulsions with demulsifier chemicals pumping clean, solids-free fluids feeding viscous emulsions to incineration devices metering dispersant chemicals into spray boom systems Advantages Disadvantages pump very viscous fluids at constant rate relatively slow pumping rate pump fluids against high back most units cannot tolerate sand pressure or other abrasive debris intermeshing screw pumps which if not gear timed, pumps should are gear timed can be run for not be run for long periods of several hours after losing suction time without serious damage Comments Intermeshing screw pumps are precision devices used mainly in the process industries and less frequently in oil spill cleanup operations.
11
118 (A42601)
Figure 11-5. Rotary Pump - Vane
11.2.5 Vane Pumps Operating Principles A number of mechanical elements extend radially from a central rotating shaft and seal against the inner wall of the pump housing. The seal is accomplished by spring action. A rotating cavity fills with fluid that is transported from the inlet port to the outlet port by a 180-degree rotation of the central shaft. There is no clearance and, because of metal-to-metal contact, vane pumps are sensitive to debris and abrasives. Most Suitable Transfer Operations pumping clean, solids-free fluids from offshore skimmers emptying drums of chemicals or fuel pumping seawater to dispersant spray booms metering dispersant chemicals into spray boom systems pumping oil and water from flexible storage containers to shoreline pits or incinerators Advantages small, compact, easy to handle and repair efficiently pumps both low and high viscosity fluids Disadvantages should not be run dry not available in a wide variety of sizes sensitive to abrasive solids
119 (A42601)
Figure 11-6. Rotary Pump - Flexible Impeller
11.2.6 Flexible-impeller Pumps
Operating Principles A number of mechanical elements extend radially from a central rotating shaft and seal against the inner wall of the pump housing. The seal is accomplished by deforming the radial elements. A rotating cavity fills with fluid that is transported from the inlet port to the outlet port by a 180-degree rotation of the central shaft. Flexible impeller pumps can deform around small suspended particles and pass them without significantly reducing suction or pressure. Most Suitable Transfer Operations pumping fluids from offshore skimmers emptying drums of chemicals or fuel pumping water to dispersant spray booms metering dispersant chemicals into spray boom systems pumping oil and water from flexible storage containers to shoreline pits or incinerators
11
Advantages flexible impeller pumps have strong self-priming ability can handle small suspended particulate material small, compact, easy to handle and repair efficiently pumps both light and viscous fluids Disadvantages should not be run dry not available in a wide variety of sizes some flexible impeller materials are not resistant to oil
120 (A42601)
Figure 11-7. Rotary Pump - Screw/Auger 11.2.7 Screw/Auger Pumps Operating Principles Oily material is fed to the screw by gravity through a large hopper. As the screw rotates, it carries the oily mixture forward until a special rotary lobe scrapes the oil from the groove and forces it out the front of the pump. These pumps can pass any size of debris that will fit between the threads of the screw. A special cutter at the edge of the hopper can chop up long, stringy debris so it can also be pumped. Because of its low rotational speed and the fairly loose clearance between screw, housing, and lobe, the pump has very little self-priming or suction capability. Most Suitable Transfer Operations pumping weathered crude or mousse offloading collected oil from storage barges transferring contents of earthen storage pits to incinerator handling oil/ice/snow slush Advantages can pump viscous or semi-solid materials handles most kinds of debris has gentle pumping action that does not emulsify oil and water some models can be run for several hours after losing suction without serious damage may also be used as part of a weir skimmer Disadvantages inefficient with light fluids (water) at high discharge heads relatively low pumping rate for its power consumption not self-priming poor suction/lift capability relatively expensive for its rated capacity can develop high back pressure in transfer lines when viscous oils are moved
Comments Screw/auger pumps are usually used with a diesel/hydraulic powerpack or similar prime mover.
121 (A42601)
Figure 11-8. Rotary Pump - Progressing Cavity 11.2.8 Progressing Cavity Pumps Operating Principles A spiralled rotor turns inside a stationary chamber or stator to create pockets which move continuously to the outlet. The rotor is a smooth, polished metal spiral or helix. The stator is similarly shaped but with only half the pitch of the rotor. It is made of a pliable, oil-resistant rubber, such as neoprene, Buna N, or polyurethane. As fluid enters the pump, it fills that part of the cavity adjacent to the inlet. As the rotor turns, its specially shaped lobes seal against the stator and push fluid down the barrel in an advancing or progressing cavity. The pumping action is very gentle and does not tend to emulsify oil and water. Depending on the size of the cavities, this type of pump can pass solid particles, such as wood pieces, gravel, and ice, up to 3 cm in diameter. Because the stator is resilient, the pump can handle fine abrasive solids effectively. Most Suitable Transfer Operations pumping viscous fluids at moderate rates against high back pressure offloading skimming vessels pumping oil, emulsion, and mousse from skimmer intake to nearby storage pumping oily materials from storage pits to trucks, incinerators, etc. miscellaneous pumping operations around a spill site Advantages can pump fluids that range in viscosity from light oils to semi-solids at constant rate can handle most types of small debris gentle pumping action does not emulsify oil and water self-priming, good suction/lift can pump against high back pressure reliable, sturdy, can sustain some damage and still operate Disadvantages large, heavy, awkward shape most models are difficult to repair in the field relatively low pumping rate for its size and power should not be run dry (30-45 minutes maximum)
11
122 (A42601)
Figure 11-9. Reciprocating Pump - Double Acting Piston (Mechanically Actuated) 11.2.9 Double-acting Piston Pumps Operating Principles As the piston moves to one side of its housing, it creates a vacuum in one chamber and pressure in the other. The vacuum opens one inlet valve and closes an outlet valve. The pressure opens the other outlet valve and closes the remaining inlet valve. When the piston moves to the other side of its chamber, the action of all valves is reversed. The pumping action gives rise to a slight pulsating discharge. The piston pump has a strong, rigid, metal piston with zero clearance and metal-to-metal moving surfaces. Single acting pumps are sometimes used but their strong pulsating action makes them generally less desirable than double acting pumps. Most Suitable Transfer Operations offloading viscous emulsion from skimming vessels or oil storage barges injecting collected oil into incineration devices Advantages can pump viscous fluid at high pressure has strong self-priming capability unless its valves are worn by abrasive debris Disadvantages cannot be run dry most types cannot tolerate rocks, gravel, or abrasive solids; however, some are specially designed to pump cement slurries and drilling muds usually heavy and bulky pumps can walk unless properly secured
123 (A42601)
Figure 11-10. Reciprocating Pump - Double Acting Diaphragm (Air Actuated) 11.2.10 Double-acting Diaphragm Pumps Operating Principles As the diaphragm moves to one side of its housing, it creates a vacuum in one chamber and pressure in the other. The vacuum opens one inlet valve and closes an outlet valve. The pressure opens the other outlet valve and closes the remaining inlet valve. When the diaphragm moves to the other side of its chamber, the action of all valves is reversed. The pumping action gives rise to a slight pulsating discharge. The diaphragm pump has a flexible elastomer piston (diaphragm) with wide clearances between moving parts. Single acting pumps are sometimes used but their strong pulsating action makes them generally less desirable than double acting pumps. Most Suitable Transfer Operations pump fluid from small skimmer intakes to nearby storage pump fluid in hazardous atmospheres (air-operated units) pump water and/or oil from earthen storage pits to incineration devices
11
Advantages can run dry indefinitely can tolerate high concentration of fine solids self-priming gentle pumping action small and easily portable easy to repair in the field inexpensive for their high volume output air-operated versions are inherently safe around flammable oil Disadvantages diaphragms occasionally burst when pumping fluids some diaphragm materials are not resistant to oil or emulsions some types need remote air compressors pumps with worn ball valves tend to lose self-priming capability usually cannot operate against high back pressure pulsating flow is undesirable for many weir skimmers pumps have a tendency to walk unless properly secured
124 (A42601)
Figure 11-11. Vacuum System - Air Conveyor 11.2.11 Air Conveyor Systems Operating Principles The air conveyor system is classified as a vacuum device but the amount of vacuum produced in its chamber is small (i.e., about minus 25-40 kPa gauge). It does not actually depend on its vacuum but on a high velocity stream of air (typically 250 km/hr) which entrains oil, water, and debris and conveys them to the units collection chamber. Because of the large diameter (15-30 cm) of the inlet hose, it is almost impossible to plug it with debris. Because the air conveyor depends on the movement of an air stream for its action, the inlet nozzle should always be placed slightly above and never below the surface of the fluid to be recovered. The distance at which the nozzle is held above the fluid dictates the amount of water uptake. Most Suitable Transfer Operations pick up weathered oil, tar balls, or mousse from beaches or near shore lines suck viscous oil from skimming vessels, lined pits, boomed areas, or debris-laden sites pick up oil in situations where it is necessary to lift fluid more than 10 metres, as from a bridge or an underground sewer pick up used oily sorbent material useful as a blower for portable incineration devices Advantages can pick up oil of any viscosity can handle almost any type of debris pickup action without shear shows little tendency to emulsify oil and water can pick up and decant simultaneously can lift fluids higher than any other suction device provides its own transportation and internal storage Disadvantages large and heavy expensive to buy or rent requires good roads or firm level ground to manoeuvre usually picks up a very high water/oil ratio when skimming difficult to make major repairs in the field
125 (A42601)
Figure 11-12. Vacuum System - Conventional Vacuum Truck 11.2.12 Conventional Vacuum Truck Operating Principles Vacuum trucks are equipped with high vacuum pumps and a cylindrical chamber capable of sustaining very low internal pressures (i.e., minus 80-100 kPa gauge). A vacuum is pulled on the chamber and a 7.5-10 cm diameter hose is usually placed slightly below the surface of a floating oil slick. A mixture of water and oil enters the collection chamber. Positioning the open end of the vacuum hose is very critical. If the hose is pushed too deeply into the oil slick, the recovered fluid will be mainly water. If it is not pushed deeply enough, air will be sucked into the system and much of the vacuum will be lost. A floating weir skimmer head is often attached to the inlet end of the vacuum hose, and a manual control valve may be useful. Most Suitable Transfer Operations offload viscous product from a skimmer vessel or air conveyor truck operate weir skimmers suck oil from boomed areas, earthen pits, flexible storage bags, etc. transport collected oil to remote disposal site Advantages generally available in industrialized areas can handle fluid of nearly any viscosity rapid pickup rate of thick oil layers can handle a wide variety of small debris gentle pickup action keeps emulsification of collected fluids to a minimum provides its own storage and transportation; ready to move when filled Disadvantages large and heavy expensive to own cannot lift fluid more than about 10 metres re-establishment of high vacuum is slow if air enters the system usually picks up high ratio of water to oil good roads are necessary to transport a full truck to a storage or disposal site oil recovery rate can be equivalent to small skimmer and pump when used for removing oil near shoreline
11
126 (A42601)
Figure 11-13. Vacuum System - Portable Vacuum Unit (Compressed Air Actuated) 11.2.13 Portable Vacuum Units Operating Principles Portable vacuum units are similar in principle to both air conveyors and conventional vacuum trucks. The internal negative pressure in the vacuum hopper is intermediate between the other two types. It can recover some fluid by air entrainment, but it can also move continuous columns of fluid to reasonable heights (e.g., 5-6 metres). The unit shown above obtains its vacuum by passing compressed air through a venturi. Other units use a vacuum pump directly. Both types perform similarly but the compressed air units are almost universally available on a rental basis so there is no need to purchase, maintain, and transport a separate power source. Also, no large, complex, troublesome filters are necessary to protect air compressors as required for vacuum pump intakes on other types. The unit shown in Figure 11-13 can be emptied batch-wise when filled. Other models allow recovered fluids to enter the venturi and be transported along with the compressed air stream to remote storage. Most Suitable Pump/Vacuum Operations pick up oil on or along shorelines provide suction for weir skimmers offload small skimming vessels miscellaneous oil and debris pickup operations around a spill site Advantages some portable vacuum models are small and can be used in remote locations these units treat fluids gently and do not tend to emulsify them recovered material can be stored directly in drums, pits, trucks, e.g. can handle oil with a wide range of viscosities Disadvantages low pickup rates slow recovery from loss of vacuum limited capability to pump fluids to remote storage
127 (A42601)
Figure 11-14. Conveyors 11.2.14 Belt/Screw Conveyors Operating Principles Conveyors are primarily oily-debris (i.e., solids) transfer systems. Figure 11-14 illustrates the use of a belt conveyor and a screw conveyor. Belt conveyors and screw conveyors are both less frequently used in oil-spill operations than either pumps or vacuum units. However, a variety of off-the-shelf mechanical conveyor systems are available that can be valuable additions to any oil-spill cleanup equipment stockpile. Most Suitable Transfer Operations move oily debris from a shoreline area to a nearby lined earthen storage pit transfer oily debris from an earthen storage pit into trucks for transport to a disposal site load oily debris into an air-curtain incinerator can be operated as a belt skimmer Advantages can process weathered oil, tar balls, and mousse can transfer debris of virtually any size, shape, and composition does not tend to emulsify collected fluids can transfer material horizontally or vertically mechanically simple and usually has rugged design Disadvantages product transfer is generally limited to short distances (approximately 30 metres) not well suited to transfer light fluids may gum up with viscous oils mechanically more complex than most pumps large, bulky, difficult to set up and operate screw conveyors can cavitate in viscous oils
11
Comments Conveyors can be an important element of the cleanup operation at transfer points so that barges or other vessels are more quickly returned to service. They should also be considered at storage and disposal facilities.
128 11.2.15 Wheeled Vehicles Operating Principles In practically all oil-spill cleanup operations, especially those conducted on or near land, recovered oil and debris are eventually handled by a truck, farm wagon, honey wagon, or some other type of wheeled vehicle. Although vehicles are not usually thought of as transfer systems, they are essential in any cleanup operation. In planning response operations, it is important to match the type of vehicle to the service and road/soil conditions where it will be used. For instance, tank trucks can handle large volumes of water, oil, and debris in any proportion. Because they are very heavy, however, they cannot be used on soft soil, unstable sand, or poor roads. On the other hand, honey wagons, because of their light weight, can operate on beaches and poor roads. Honey wagons were essential in the Amoco Cadiz cleanup operation. Most Suitable Transfer Operations carry fluids to storage or disposal sites carry oily debris (logs, branches, vegetation, trash, e.g.) to disposal sites carry personnel and equipment around spill area Advantages can generally handle any type of collected oil, water, emulsion, or oily debris available practically anywhere spare parts and component repair services are usually available most types have their own prime mover can also be used to transfer equipment and personnel Disadvantages limited transfer rate. The largest tank truck typically transfers only 15 m3 per load. large units must have good roads or hard stable soil on which to operate some units like flatbeds and pickup trucks must have separate containers for the waste material they transfer (A42601)
129 Section 12 Temporary Storage and Debris Transport (A42601)
Oil-spill emergencies generally do not preclude obtaining necessary permits and approvals, and penalties for violation of laws and regulations can be severe. Before establishing or using any temporary storage facility, it is important to determine that the appropriate permits, approvals and licences are in place. In the ideal oil-spill response, there would be no need for temporary storage, and collected oil and oily debris would be moved directly by available transport to disposal (see Section 15, Waste Management and Disposal). Frequently, however, it is not possible to move all collected materials immediately to the disposal location. Temporary storage must be furnished or constructed near the site of the spill to ensure that skimmers or other debris-collecting efforts can continue at maximum efficiency. This section of the manual suggests a number of temporary storage options and provides some advantages and disadvantages to aid in selecting appropriate methods. 12.1 Waste Management and Regulations Storage, handling, and disposal of waste materials are subject to local, provincial, and federal laws and regulations, and require permits or other approvals. Oil-spill wastes are subject to special regulation. Plans for handling and temporary storage of wastes during the initial stages of an oil-spill response should be discussed with the regulatory agency personnel involved. If there is any doubt, specialists should be consulted. Special precautions must be taken during temporary storage to ensure safe handling of wastes and to minimize potential future liability. Synthetic liners, in most cases, should be placed under storage containers to provide secondary containment and prevent soil contamination. Soil and groundwater samples may need to be taken on a before and after basis at storage sites to determine pre-existing contamination and to ensure adequate cleanup after storage operations are complete. Testing, inventory, labeling, and manifesting of wastes are required by regulations and are good practice in any event. Security must be provided to prevent unauthorized dumping and to ensure that waste storage does not endanger other parties. Response to spills that will involve storing wastes for more than a few days should include obtaining technical assistance to: conduct a thorough review of the applicable laws and regulations develop storage and disposal plans obtain permits
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130 12.2 Storage Selection (A42601)
Types of storage alternatives for recovered oil or oil-contaminated materials are listed in Table 12-1. Two guides have been created to assist in selecting the proper storage: offshore storage (Figure 12-1) onshore or nearshore storage (Figure 12-2) Table 12-1 Storage Alternatives
Type of Storage Earthen pit (ice pit) Earthen dike (snow berm) Prefabricated kit 200-litre drum Livestock tank or container-of-opportunity Oilfield tank Unused storage tanks Dumpsters Tank truck Vacuum or air-conveyor truck Dump truck Pickup truck Plastic trash bag or Super sac Pillow tank Plastic swimming pool Air berm Boom Plastic tubing Skimmer vessel Supply boat with deck tanks Tank barge Deck barge with deck tanks Open top barge, LASH barge, or Hopper barge Tanker Flexible towable tank Production platform * I = Initial storage (days) T = Temporary (weeks) S = Semi-permanent (months) Degree of Permanence* I I I-T I-T T S I-S T T I-T I I (T in Containers) I-T I-T I I I I I T T-S T T S T T
Selection is based on storage volume required and type of material to be stored. Selection of an appropriate storage method depends on the following factors: storage locationoffshore or onshore/nearshore storage capacity required type of material to be stored (e.g., fresh or emulsified oil, weathered oil, or oil with debris such as sorbents, sticks, trash, logs, seaweed, sand, gravel) degree of permanence (e.g., days, weeks, or months) method of disposal ultimately to be used (see Section 15)
131 (A42601)
Figure 12-1. Storage Selection Guide for Offshore Storage The Storage Selection Guides are used as follows: 1. Enter the appropriate guide according to location (offshore or onshore/ nearshore). 2. Next, determine the storage capacity that will be needed. 3. Then select the type of material to be stored, e.g., fresh or weathered oil, with or without debris. 4. Finally, from the Storage Selection column, choose the appropriate list of storage options. These options are listed in order of approximate priority from the highest to the lowest. Section 12-3 contains a description of each option. The guides assume that there will be no debris collected with offshore spills. If debris is present in an offshore spill, use the nearshore guide to select the storage method. (Oil-laden debris will have to be transported to shore in most cases.) Where the debris consists of plant and animal matter, be cautious in using closed storage containers which will contain and concentrate any hydrogen sulphide produced in the decomposition process.
12
132 (A42601)
Figure 12-2. Storage Selection Guide for Onshore or Nearshore Storage
133 (A42601)
Figure 12-2. Storage Selection Guide for Onshore or Nearshore Storage (continued)
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134 12.3 Storage Alternatives 12.3.1 Earthen Pit or Ice Pit

Capacity: Use:
(A42601)
up to a few hundred cubic metres shoreline storage of liquids and solids separation of oil from water and solids Auxiliary backhoe, bulldozer, front-end loader Equipment: pit liner (synthetic liner, usually 1 mm or greater thickness, compatible with oil, e.g., 1.5 mm of high density polyethylene or 5-7 cm of clay) inexpensive Advantages: easy to install useful in many locations Disadvantages: not portable may require permit or approval to construct in some areas can leak or walls can subside may attract birds excavated soil can be used to form an earthen dike Comments: surface must be packed smooth to prevent liner damage
12.3.2 Earthen Dike or Snow Berm

Capacity: Use: up to a few hundred cubic metres shoreline storage of liquids and solids separation of oil from water and solids backhoe, bulldozer, and/or front-end loader Auxiliary pit liner (synthetic liner, usually 1 mm or greater Equipment: thickness, compatible with oil, e.g., 1.5 mm of high density polyethylene or 5-7 cm of clay) inexpensive Advantages: easy to install useful in many locations Disadvantages: not portable may require permit or approval to construct in some areas can leak or walls can subside may attract birds excavated pit can be used as additional storage Comments: in the Arctic, water can be sprayed over snow to solidify the berm and reduce its permeability
135 12.3.3 Prefabricated Kits

Capacity: Use: Auxiliary Equipment: Advantages:
(A42601)
10 - 1000 m3 per unit shoreline storage of liquids and solids separation of oil from water and solids hand tools for field assembly
portable dismantles for easy storage Disadvantages: requires a flat surface Comments: large units may require two days to assemble with crew of five unskilled workers
12.3.4 200-litre Drum

Capacity: Use: Auxiliary Equipment: Advantages: 200 litres liquid or oily solids storage none
easily accessible in most places inexpensive portable Disadvantages: high weight/storage volume ratio (800 kg/m3) Comments: can be carried aboard boats to transport and store recovered materials from remote cleanup sites
12.3.5 Livestock Tank or Container of Opportunity

Capacity: Use: Auxiliary Equipment: Advantages: 800 - 8,000 litres per unit liquid or oily solids storage separation of oil from water and debris hand tools required to assemble large livestock tanks
moderate cost portable available in many locations Disadvantages: bulky to store when assembled unless stackable containers of opportunity may be fish boxes, mining Comments: containers, or any other leakproof containers available in the area of the spill
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136 12.3.6 Oilfield Tank

Capacity: Use: Auxiliary Equipment: Advantages: Disadvantages: up to several thousand cubic metres storage of liquids none rapid source of large storage capacity heavy, not generally available difficult to restore for clean products use
(A42601)
12.3.7 Unused Storage Tanks

Capacity: Use: Auxiliary Equipment: Advantages: Disadvantages: Comments: up to 2,000 cubic metres storage of liquids transfer pumps and hoses rapid source of large storage capacity heavy, not generally available not readily portable may be located either above ground or underground
12.3.8 Dumpsters
Capacity: Use: Auxiliary Equipment: Advantages: 1 - 40 cubic metres storage of solid rubbish if liquids present, use a plastic liner
readily available in a variety of sizes easily transportedmay be part of an existing transportation system Disadvantages: heavy, not generally available
137 12.3.9 Tank Truck

(A42601)
up to 20 cubic metres storage of liquids with minor quantities of debris none
can be easily obtained portable can transport to oil disposal site Disadvantages: difficult to restore for clean products use high cost for low volume
12.3.10 Vacuum or Air-conveyor Truck

Capacity: Use: Auxiliary Equipment: Advantages: large vacuum tanker (20 cubic metres) short-term storage of liquids and oil solids separation of oil and water none
portable rapid source of storage Disadvantages: can be expensive
12.3.11 Dump Truck

Capacity: Use: Auxiliary Equipment: Advantages: 20 cubic metres (average size ) short-term storage of oily debris plastic liner
portable can be easily obtained handles variety of oily debris Disadvantages: can be expensive prone to leak liquids Comments: line bed with plastic to prevent oil leakage
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138 12.3.12 Pickup Truck

Capacity: Use: Auxiliary Equipment: Advantages: 2 cubic metres (average size ) short-term storage of oily debris plastic liner
(A42601)
portable can be easily obtained Disadvantages: can be expensive if used only for storage and not for transport prone to leak liquids Comments: line bed with plastic to prevent oil leakage
12.3.13 Plastic Trash Bag or Super Sac

Capacity: Use: Auxiliary Equipment: Advantages: about 200 litres per trash bag maximum, "Super Sacs" 1400 litres storage of light, oily debris none
inexpensive lightweight readily available Disadvantages: can be punctured by sharp debris heavy duty (0.08-0.1 mm) or reinforced bags are preferred Comments: "Super Sacs" best for lightly oiled sediment
12.3.14 Pillow Tanks

Capacity: Use: 1.5 - 150 cubic metres storage of liquids can be used in combination with a truck for storage and transport of oil hose and pump to fill and empty
Auxiliary Equipment: Advantages:
lightweight easily transportable to spill site compactible for storage Disadvantages: high cost of storage Comments: some are transportable by helicopter
139 12.3.15 Plastic Swimming Pools(A42601)

Size: Capacity: Use: Auxiliary Equipment: Advantages: varies, 3 - 6 metres diameter 1.25 - 1.50 metres high up to 200 cubic metres shoreline storage of liquid or light debris hoses and pumps
low cost storage ($2 - 4 per 100 litres) compactible for storage easily transportable to spill site Disadvantages: for short-term storage only, oil deteriorates the fabric Comments: a heavy-duty oil-resistant liner is recommended for use with the pool
12.3.16 Air Berm

Capacity: Use: 3 to 10 cubic metres storage of oily liquids, oily debris encircled by an airinflated tube separation of oil/water and oil/debris air blower to inflate berm
Auxiliary Equipment: Advantages:
portable requires little storage space Disadvantages: contents are lost if air chamber deflates Comments: a heavy-duty oil-resistant liner is recommended for use with the pool
12.3.17 Boom
Capacity: Use: Auxiliary Equipment: Advantages: up to tens of cubic metres storage of oily liquids and oily debris shovel
12
adapts to any shoreline readily available inexpensive ($5 per 100 litres) Disadvantages: floats are not continuous and allow overflow when used on land with no tension Comments: skirt must be buried and a liner placed inside the boom
140 12.3.18 Plastic Tubing

(A42601)
150 - 300 litres storage of oily, light debris rope or heat-sealer machine to close ends
lightweight compact for storage inexpensive convenient for disposal process Disadvantages: contents are lost if tubing is punctured Comments: 60 cm diameter polyvinyl tubing is cut into a 1 to 1.25 metre sections from a reel; both ends are sealed off to prevent spillage
12.3.19 Skimmer Vessel

Capacity: Use: Auxiliary Equipment: Advantages: Disadvantages: Comments: up to a few tens of cubic metres initial storage of recovered oil transfer hose and pump portable expensive storage limited volume this storage method must be used only for a limited period in order to allow the skimmer to return to operation
12.3.20 Supply Boat with Deck Tanks

Capacity: Use: 1.5 to 150 cubic metres mobile storage and transfer from skimmers to shore for disposal Auxiliary portable tanks, closed for liquid or open for heavily Equipment: weathered oil or debris Advantages: highly mobile; can transit between spill site and shore at over ten knots Disadvantages: most supply boats cannot utilize hull tankage for collected oil many recovery vessels cannot permit addition of much topside weight because of stability problems limited deck space
141 12.3.21 Tank Barges

(A42601)
up to several hundred cubic metres storage of liquids and weathered oil tugboat transfer hose and pump large volumes portable Disadvantages: slow transit speed to spill site expensive, especially to clean and repair limited availability in remote areas may have too much freeboard (when empty) to receive recovered oil from small skimmers probably the best storage option (when available) for Comments: medium/large oil spills internal transfer pumps may be damaged by debris; external transfer pumps may be required for offloading heating coils help when pumping viscous products barge capacity of 1,500-3,000 m3 preferred
12.3.22 Deck Barge with Deck Tanks

Capacity: Use: Auxiliary Equipment: 1.5 - 150 cubic metres remote site storage, especially for oily debris tug required for mobilization or movement; may be required for safety in exposed locations portable tanks, closed for liquid or open for heavily weathered oil or debris may be readily available in major ports
Advantages:
Disadvantages: river barges may not be usable offshore due to licensing/certification; waivers take time to obtain
12.3.23 Open Top Barge, LASH Barge, or Hopper Barge

Capacity: Use: Auxiliary Equipment: Advantages: Disadvantages: Comments: up to several hundred cubic metres remote site storage, especially for oily debris tug required for mobilization or movement; may be required for safety in exposed locations may be readily available in major ports river barges may not be usable due to licensing/certification; waivers take time to obtain self-dumping hopper barges may need to have doors welded shut before use to prevent leakage
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142 12.3.24 Tanker Vessel

Capacity: Use: Auxiliary Equipment: Advantages: up to thousands of cubic metres storage of liquid and heavy oils transfer hose and pump
(A42601)
portable large volume Disadvantages: expensive storage not normally available for oil-spill operation Comments: probably the best storage option available for responding to a tanker spill, especially to lighter a stricken tanker
12.3.25 Flexible, Towable Tank (Dracones)

2 - 2000 m3 storage of oily liquids vessel to tow tank transfer hose and pump portable compact for storage Disadvantages: bulky to store when assembled unless stackable Comments: flexible tanks are fragile and must be towed slowly tube "dracones" are difficult to unload; "covered inflatable barges" with removable covers are easier to unload tank should be vented to prevent buildup of gases Capacity: Use: Auxiliary Equipment: Advantages:
12.3.26 Production Platform

Capacity: up to several tens of cubic metres in tankage normally available up to several hundreds of cubic metres on a process platform storage of liquid and weathered oil Use: separation of oil and water transfer hose Auxiliary pump Equipment: Advantages: provides for possible disposal of the oil Disadvantages: not often available on short notice Comments: useful only in areas that are convenient to the oil-spill recovery operation
143 (A42601) 12.4 Transportation of Oil-spill Debris In addition to the proper storage of oil-spill debris there is a requirement for such material to be transported from the locality where it is generated to a location where the waste can be disposed of permanently. Many of the storage systems described are mobile, and can serve both as a container and a transportation method. Systems that combine storage and transport are listed in Table 12.4.1. 12.4.1 Systems that Combine Storage and Transport Capabilities
System Tank truck Vacuum or air Conveyer truck Dump truck Pickup truck Skimmer vessel Supply boat with Deck tanks Tank barges Deck barge with Deck tanks Open top barge Tanker vessel
Speed Reference Capacity 12.3.9 Up to 20 cubic metres Moderate road 12.3.10 Up to 20 cubic metres Moderate road 12.3.11 12.3.12 12.3.19 12.3.20 12.3.21 12.3.22 12.3.23 12.4.24 Up to 20 cubic metres Up to 2 cubic metres Up to a few tens of cubic metres 1.5 to 150 cubic metres Moderate road Moderate road Slow marine Slow marine
Up to several hundred Slow marine cubic metres 1.5-150 cubic metres Moderate marine Up to several hundred Slow marine cubic metres Fast marine Up to several thousand cubic metres
12
144 (A42601) 12.4.2 Transport Systems for Moving Oil-spill Debris Many temporary storage systems require transport support systems to move a unit from the oil-spill location to the site of disposal. There are no specialized systems designed for oil-spill response and conventional transport systems are generally used. Table 12.4.2 Debris Transport Systems
Speed Transport Mode Capacity Transport Mode moderate Light trucks packaged and 1 tonne road bulk solids and packaged liquids moderate Dump trucks 3-10 tonne bulk solids road Freight trucks Advantages Disadvantages readily require road available access inexpensive require quality road readily access available
Tank trucks (A and B trains) Railway gondolas and freight cars Railway tank cars
3-20 tonne packaged solids moderate inexpensive require and liquids quality road road readily access available 5-20 cubic pumpable liquids moderate inexpensive require quality road road readily metres access available 50-90 tonnes per car 50-90 tonnes packaged solids moderate handle rail access and liquids large needed amounts of material pumpable liquids moderate handle rail access large needed amounts of material rapid access to remote areas expensive weather dependent
Helicopters
1-3 tonnes drums, trash bags and other packages slung in nets
Marine freighters
packaged solids slow several thousands and liquids tonnes
access to requires some loading and remote off-loading sites facilities and inexpensive dock for large volumes
145 Section 13 Wildlife Rescue and Rehabilitation (A42601)
The impact of an oil spill on wildlife is a major concern to the public, government agencies and the responsible party. This is a very specialized area of response and is subject to numerous regulations on provincial, federal and international levels. In Canada, the handling and rehabilitation of wildlife is the responsibility of a number of federal and provincial agencies. Oil spills can have a devastating effect on marine habitats. Bird colonies are particularly vulnerable to oil pollution. Oil ingested by birds during preening may be lethal, other reasons for mortality include drowning, starvation, and loss of body heat following damage to feathers by oiling. Feathers and down covered with oil lose their waterproofing and insulating properties. The cleaning and rehabilitation of oiled birds is very costly, both in terms of time and money, and inevitably causes the birds considerable distress. As well, the survival rate is low. 13.1 Agency Responsible for Wildlife Rehabilitation The Canadian Wildlife Service (CWS) has the responsibility to coordinate these efforts and has developed both regional and national strike teams which respond in emergency situations such as the local release of large amounts of oil. CWS has a representative on REET and works closely with other components of Environment Canada, the Canadian Coast Guard and provincial resource agencies. Permits are generally required for the capture and handling of wildlife. These must be obtained before any wildlife rehabilitation is implemented. These permits should generally be obtained by the agency responsible for the rehabilitation, but support may also be needed from the responsible party. 13.2 Support for Wildlife Rescue The responsible party for an oil-spill cleanup will probably be requested to supply support facilities for wildlife surveys, rescue and rehabilitation. The surveys should be coordinated with the SCAT reconnaissance and surveillance and tracking program so as to optimize the use of aircraft resources and minimize the disturbance to wildlife caused by overflights. The responsible party is expected to provide facilities for wildlife rescue and rehabilitation. This could include the provision of access to aircraft, especially helicopters and boats for surveys, wildlife capture and transport. In the event of the need to clean vulnerable, threatened or endangered species, the responsible party is expected to provide facilities and equipment for the rehabilitation of oiled birds.
13
146 (A42601) Every effort must be made to keep oil and birds apart. There are two strategies: To scare the birds away from oil on the water or shorelines. Experience has shown that bird scaring devices work well when there are alternative areas of similar habitat available for a bird population. Baiting of birds with supplied food may make alternative sites more attractive to the birds and reduce the probability of contact with the oil. Baiting and other bird control activities require the permission of the CWS. The responsible party is expected to provide support facilities such as accommodation and food for the CWS response team. In the case where volunteers are used for bird capture and collection, or for rehabilitation, it is expected that logistics for these groups will be supported by the responsible party. The main focus of CWS is on the impact of oil on migratory birds. Non-migratory bird and marine mammal issues are generally handled by provincial authorities. These groups will probably have response teams and associated response facilities should non-migratory birds or marine mammals have the potential to be impacted by the oil spill. The response to the impact of oil on birds, marine mammals and reptiles is an extremely emotional issue. Rehabilitation techniques require expert specialized knowledge of the habitat, life style and physiology of each particular species. The responsible party is required to support wildlife rehabilitation in terms of logistics and facilities, but has no active role in the undertaking of the rehabilitation.
147 Section 14 Shoreline Cleanup (A42601)
Selection of the proper shoreline-cleanup technique depends on many different factors including the following: type of substrate amount of oil on the shoreline depth of oil in the sediments type of oil (tar balls, pooled oil, viscous-coating, e.g.) trafficability of equipment on the shoreline environmental or cultural sensitivity at or near the oiled shoreline prevailing oceanographic and meteorological conditions Once a technique has been selected, there may be several methods of implementing it using various equipment. These options are discussed in terms of causing the least additional intrusion into the environment. 14.1 Mapping The National Sensitivity Mapping Program is underway in each of the five designated regions. Consult your Regional Environmental Emergency Coordinator for additional information. As a minimum, hand-drawn maps will be needed to guide the response teams to the location of their work and to ensure known archaeological and critical ecological sites are not disturbed. Geographical Information Systems (GIS) are very useful for a large spill, especially if they have been prepared as part of contingency planning. These allow the use of overlays that might reflect successive surveys or different constraints which, if plotted all at once, would be too confusing to the user. 14.2 Constraints to Work on Shorelines A contingency plan prepared for the area involved in a spill may identify environmentally sensitive areas, or other constraints to shoreline work or transportation. Section 2.6 discusses restrictions to transportation and access that will apply to shoreline work. Any such work, even that of assessing the impact of oil, will have to be done at the time permitted or with a specific written waiver obtained in advance. 14.3 Assessment The best way to minimize debate over the most appropriate response option is to involve all interested groups (from the beginning) to agree on the: amount and character of oil that is on the shorelines anticipated interactions between the stranded oil and the environment geological and ecological environment of the involved shorelines
14
148 (A42601) evaluaThe evaluation of shoreline oiling is carried out by a multi-disciplinary tion team called SCAT (Shoreline Cleanup Assessment Team). A typical SCAT team consists of an oil-spill geomorphologist, an ecologist, an archaeologist, representatives of government agencies and the responsible party. The team visits all areas of potential shoreline oiling and prepares a Shoreline Oiling Summary form as shown in Figure 14-1. These forms are used by the Regional Environmental Emergency Team (REET) and other planning groups to develop shoreline-cleanup plans. This particular form has been prepared for rocky and gravel shorelines typical of the west coast of North America. Table 14-1 shows some of the codes and definitions which could be used in completing such a form to ensure comparability among assessment teams. Experts may include an oil geomorphologist (specialized geologist and/or oilspill specialist), an intertidal biologist, and an archaeologist. Sites of potential cultural significance may require more extensive archaeological surveys. If there are significant geologic features on the beach, a sketch should be drawn to locate specific oil deposits relative to these features. The report of the assessment may be signed by all of the principal parties representatives. If a proposed treatment can be agreed upon, this should be entered on the report.
149 (A42601)
Figure 14-1. Example of Shoreline Oiling Summary Form
14
150 (A42601) Table 14-1 Key Codes for the Shoreline Oiling Summary
Code Oil Width Wide Medium Narrow Very narrow Cover C Continuous B Broken P Patchy S Sporadic T Trace Thickness PO Pooled Oil CV CT Cover Coat Definition > 6 m wide > 3 m wide to < 6 m wide > 0.5 m wide to < 3 m wide < 0.5 m wide 91-100% 51-90% 11-50% 1-10% < 1% Generally consists of fresh oil or mousse accumulations > 1.0 cm thick > 0.1 to < 1.0 cm thick coating on coarse sediments and in interstices > 0.01 to < 0.1 cm thick coating on coarse sediments which can be scratched off with a fingernail < 0.01 cm thick coating on coarse sediments which cannot be scratched off easily Transparent or translucent film or sheen
ST
Stain
FL Film Grain Size R Bedrock outcrops B Boulder C Cobble P Pebble G Granule S Sand M Mud AW Manmade - seawall AR Manmade - rubble or open concrete AP Manmade - pilings
> 250 mm diameter 60 - 250 mm diameter 4 - 60 mm diameter 2 - 4 mm diameter 0.05 - 2 mm diameter < 0.05 mm diameter Impermeable Permeable
151 14.4 Use of the Decision Guide(A42601) It is first desirable to have a consensus of the monitoring agencies on the character of the shoreline and the nature of oil conditions. Once these are agreed upon, a process is necessary to determine the proper treatment required. Figures 14-2 to 14-5 contain decision guides for selecting the most appropriate cleanup technique. Figure 14-2 is a key where substrate and level of oil contamination lead to one of the three following guides (Figures 14-3, 14-4, and 145). These three guides direct the user to one or more cleanup techniques applicable to the specific situation with the most preferable technique is listed first. If the first technique cannot be used because of the lack of equipment or access to the shoreline, then the next technique should be chosen.
14
Figure 14-2. Key to Shoreline Cleanup Decision Guides
152 (A42601)
Figure 14-3. Shoreline Cleanup Decision Guide Number 1
153 (A42601)
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154 (A42601)
For environmentally sensitive areas, use Table 14-2 to determine the applicable cleanup procedure.
155 Table 14-2 Cleanup Techniques for Environmentally Sensitive Areas

Habitat Type Salt marshes Cleanup Techniques Preferred boom and skim low-pressure flushing enhance drainage natural recovery Viable dispersants sorbents bioremediation Not Advisable manual cutting Avoid burning highpressure flushing manual removal sinking agents substrate removal sinking agents
(A42601)
Soft bottom natural recovery intertidal habitat Rocky intertidal kelp beds natural recovery
manual removal
substrate removal vacuum/ pumping high-pressure flushing vacuum/ pumping
Intertidal seagrass bed
low-pressure flushing bioremediation dispersants
boom and skim low-pressure flushing sorbents manual cutting dispersants low-pressure flushing bioremediation dispersants
burning sinking agents
manual removal sorbents
sinking agents substrate removal high-pressure flushing vacuum/ pumping manual cutting burning sinking agents substrate removal
Mangrove forest*
boom and skim low-pressure flushing enhance drainage
Coral lagoons*
boom and skim natural recovery vacuum/ pumping Coral reefs* natural recovery
sorbents natural recovery manual removal vacuum/ pumping dispersants manual removal sorbents
high-pressure flushing
dispersants
dispersants low-pressure flushing vacuum/ pumping
sorbents
* Although these habitats are not found in Canada, they have been included for completeness.
The four categories used to evaluate techniques in Table 14-2 were based upon examination of potential ecological impacts from the initial oil discharge, the subsequent cleanup technique, and the oil remaining after cleanup. The categories have the following meanings:
14
156 (A42601) preferred causes least ecological impact viable useful, but can cause some ecological impact not advisable applicable, but may cause significant adverse ecological impact avoid ecologically unacceptable; could always cause significant adverse ecological impact The purpose of any decision guide is to ensure that any activity performed will result in a net environmental benefit and that the least intrusive method of cleanup is chosen where cleanup is necessary. The standard against which all cleanup methods are judged is always natural recovery. Even personnel walking over mussels, barnacles, and limpets, for example, may cause more damage than visible oil which may be nearly inert after evaporation and biodegradation. 14.5 Chemicals Use for Cleanup Chemical cleaning products can increase the efficiency of water-washing during the cleanup of oiled shorelines, seawalls, and docks. However, permission must be granted by appropriate government regulatory agencies before any chemicals can be used for cleanup. An important consideration in selecting a chemical-cleaning agent is whether the authorities permit dispersing the oil back to the sea or require that it be recovered. When dispersing is allowed, a water-soluble dispersant such as COREXIT 7664 can be added to the wash water. In some cases, a solventbased dispersant, such as COREXIT 9550, could be useful as a pre-soak prior to water washing. Pre-soak chemicals are generally applied at a rate of 5-15 litres per 10 square metres, 15 to 30 minutes before water washing; wash water chemicals, such as COREXIT 7664, are used as 1 to 5% solutions in seawater. When recovery of the washed oil is required, COREXIT 9580 shoreline cleaner is applied as a pre-soak at a rate of 2 to 5 litres per 10 square metres, 15 to 30 minutes prior to water washing. No chemical cleansing agent is normally needed in the wash water. Booms are used to contain the oily washings in the area immediately offshore. Washing should be done during an incoming tide. Skimmers and/or sorbents are used to recover the contained oil. For spot-washing applications, sorbents (in forms such as pads, snares, or booms) can be placed around the base of the rock surfaces being cleaned in order to recover oil from the wash water. 14.6 Bioremediation Bioremediation is the application of nutrients (fertilizer containing nitrogen and phosphorus) to the shoreline to accelerate the natural biodegradation of oil. Oil biodegradation is the natural process by which micro-organisms oxidize hydrocarbons, ultimately converting them to carbon dioxide and water. Biodegradation can only take place at an oil-water interface, and is limited by the availability of oxygen, moisture, and nitrogen/phosphorus nutrients needed by microbes. Biodegradation is sensitive to temperature; the lower the ambient temperature, the lower the rate.
157 (A42601) Most areas of the world have indigenous bacteria that are capable of degrading oil. For this reason, the use of products containing non-native bacteria is currently not recommended because they are not generally required. The decision to use bioremediation treatment should be based on the type of spill, the character of the shoreline impacted, and the political jurisdiction of the impacted area. In some cases, other forms of cleanup may be required in conjunction with nutrient addition to achieve the desired enhancement rate. As in the case of other oil-spill response chemicals, approval must be obtained from the appropriate government regulatory agency before nutrients are applied. An expert should be consulted. The objective for bioremediation efforts is to supply nutrients in such a way that they are not washed away by the tides, beach runoff, or any water supplied by mechanical sprinkler systems. Hence, application of nutrients to spills on open water is not recommended. Bioremediation is typically used as a final treatment step after completing conventional shoreline treatment or in locations where other forms of treatment are either not possible or not recommended. In cases where surface oiling is high or moderate, water or chemical washing of the shoreline is recommended as a first step to remove bulk oil. Likewise, any pooled oil, mousse, or tar balls should be removed manually or mechanically before attempting bioremediation. For light oiling situations, or when there is subsurface oil, bioremediation may be considered without additional treatment. Data collected to date indicate that when proper guidelines are followed, the environmental risks associated with bioremediation are negligible. Concerns regarding toxicity to biota in the water column as well as on the shoreline are primarily related to the concentration of ammonia although this has been shown not to be a problem when the materials are applied according to guidelines. Concerns about algal blooms resulting from increased nutrient levels need to be addressed, especially for beaches with relatively poor natural flushing. 14.7 Physical Cleanup Methods In this section, physical treatment methods are listed in order of probable least environmental intrusion. Table 14-3 describes the various physical shoreline cleanup methods with comments on their primary uses and effects. This is followed by Figures 14-6 to 14-20 and Tables 14-4 to 14-28 which describe various mechanical cleanup techniques and their specific logistic requirements. Figures and logistic requirement tables for methods that require heavy equipment are grouped in Section 14.8. Sandblasting, steam cleaning, and burning are considered intensive methods and are described in the figures and tables of Section 14.9.
14
158 (A42601) Table 14-3 Shoreline Physical Cleanup Methods

Primary Use of Cleanup Description Cleanup Technique Technique Natural recovery no action taken used for oil on high energy beaches oil left to (primarily cobble, degrade boulder, and rock) naturally where wave action clay-oil will remove most of flocculation the oil in a short may be a period of time or contributing where treatment process would cause unacceptable effects clay-oil flocculation Manual sorbent application (Table 14-4) sorbents are applied manually to soak up oil Physical Effect of Use some oil may remain on high energy beaches and could oil previously clean areas sensitive areas may take an extended period to recover Biological Effect of Use potential toxicity effects and smothering by the oil potential incorporation of oil into the food chain potential delay of recovery if organisms will not settle on residual oil
labour intensive used to remove foot traffic may activity can pools of nonsticky damage organisms oil from mud, boulders, disturb sediments possible ingestion rock, and man-made of particulate sorbents structures by birds and small mammals if left uncollected selective removal removes and of oiled material disturbs shallow burrowing organisms sediment disturbance rapid recovery labour intensive foot traffic may activity can damage organisms disturb sediments
Manual removal oiled sediments used on mud, sand, gravel, and cobble of oiled materials and debris are removed by beaches when (Table 14-5) hand, shovels, oiling is light or rakes, etc. sporadic and oil penetration is slight, or on beaches where access for heavy equipment is not available Manual cutting oiled vegetation used on oiled vegetation is cut by hand, (Table 14-6) collected, and stuffed into bags or containers for disposal Low-pressure flushing (ambient temperature) (Figure 14-6, Table 14-7) Vacuum trucks (Table 14-8) low-pressure used to flush oils water spray from mud flushes oil from substrates, cobbles, substrate boulders, rocks, where it is manmade channelled to structures, and recovery points vegetation truck is backed used to pick up oil up to oil pool or on shorelines where recovery site pools of oil have where oil is formed in natural depressions or in picked up via the absence of vacuum hose skimming equipment to recover floating oil from the water surface
disturbs removes and sediments crushes some because of organisms extensive use of rapid recovery labour heavy foot traffic possible beach can cause root damage erosion due to and subsequent slow loss of vegetation recovery does not disturb leaves most organisms surface to any alive and in place great extent oil not recovered potential for can affect organisms reoiling if not downslope of cleanup contained and removed some oil may be removes some left on shoreline organisms or in water potential for longer-term effects associated with oil left on the shoreline recovery depends on persistence of remaining oil
Continued
159 Table 14-3 (Continued) Shoreline Physical Cleanup Method

Cleanup Description Technique Sump and pump/ oil collects in sump as it vacuum moves down (Figure 14-7, the beach and Table 14-9) is removed by pump or vacuum truck
(A42601)
Primary Use of Physical Effect Biological Effect Cleanup Technique of Use of Use used on firm sand or requires removes organisms at mud beaches in the excavation of a sump location event of continued sump about 1 m potential effects from oiling where sufficient deep on shoreline oil left on the shoreline longshore currents some oil will recovery depends on exist and on streams probably remain persistence of oil at the and rivers in on beach sump conjunction with diversion booming used on heavily impacted, sheltered, or moderate energy shorelines of rock, cobble, and gravel with sticky or weathered oil localized higher water shoreline erosion temperature has more can be caused by lethal effect high nozzle can damage intertidal pressures organisms
Warm-water washing (Figure 14-8, Table 14-10)
removes some organisms and shell from the substrate; damage to remaining organisms variable oil not recovered can affect organisms downslope of cleanup activities used to remove oil selective removal removes some Manual scraping oil is scraped from lightly covered from substrate of material organisms from the (Table 14-12) manually using boulders, rocks, and substrate, crushes labour-intensive man-made structures, hand tools others activity can or heavy oil disturb sediments oil not removed or accumulation when recovered can affect other techniques are organisms repopulating not allowed or the rocky substrate or practical inhabiting sediment downslope of cleanup activities used on sand or disturbs upper disturbs shallow Beach Cleaner* pulled by gravel beaches with tractor or self5-10 cm of beach burrowing organisms (Figure 14-9 light oiling in the form propelled Table 14-13) of hard patties or tar across beach ball picking up tar balls or patties used on low amenity tractor fitted disruption of disturbs shallow and with a ripper or cobble, gravel, or sand sediments deep burrowing Tractor/ripper* beaches or beaches tines is organisms leaves oil on (Figure 14-10, where substrate operated up beach Table 14-14) removal will cause and down erosion and where beach thick layers of oil have created a pavement on the beach surface High-pressure flushing (pressure washing) (Table 14-11) used to remove oil coatings from boulders, rock, and manmade structures; preferred method of removing oil from these surfaces can disturb surface of substrate and wash oil into subsurface sediments * This method requires mobile powered equipment to transit the shoreline.
large volumes of heated seawater soften weathered oil while a cold flush moves the loosened oil to the shoreline for collection keep nozzle pressure below 700 kPa high-pressure water streams remove oil from substrate where it is channelled to recovery area
Continued
14
160 (A42601) Table 14-3 (Continued) Shoreline Physical Cleanup Methods

Cleanup Technique Chemical shoreline cleaners Primary Use of Description Cleanup Technique applied to oil on use requires approval shoreline to of regulatory agency reduce surface may require mixing tension with oil oil/shoreline cleaner mixture flushed from beach, rock or manmade surfaces mechanical used on cobble and equipment gravel beaches where pushes oiled removal of sediments substrate into may cause erosion of surf zone to the beach or accelerate backshore area natural cleaning Physical Effect Biological Effect of Use of Use oil on rocks increased oil mobility becomes easier to can result in remove penetration of dispersed oil into removes small sediments traces of oil potentially toxic to land and aquatic flora and fauna disruption of top recovery of organisms layer of substrate; usually more rapid than leaves some oil in with substrate removal intertidal area potential reoiling
Bulldozer* (Figure 14-11, Table 14-15)
used primarily on sand removes only Motor grader and motor grader upper 3 cm of elevating scraper forms windrows and gravel beaches for pickup by where oil penetration beach combination* elevating is 0 to 3 cm and (Figure 14-12, scraper trafficability of beach Table 14-16) is good
Elevating scraper* (Figure 14-13, Table 14-17)
removes shallow burrowing polychaetes, bivalves, and amphipods recolonization likely to rapidly follow natural replenishment of substrate elevating used on sand and removes upper 3 removes shallow and scraper picks gravel beaches where to 10 cm of beach deeper burrowing up oiled oil penetration is 0 to minor reduction of polychaetes, bivalves, material directly 3 cm beach stability and amphipods off beach may lead to also used to remove recolonization likely to erosion and tar balls or patties rapidly follow natural beach retreat from the surface of a replenishment of beach substrate used on gravel and removes only sand beaches where upper 3 cm of oil penetration is less beach than 3 cm can be used when elevating scrapers are not available; however, this method is slower than using a motor grader and elevating scraper combination tractor pulls leaves oil on the used on discing shoreline nonrecreational sand equipment or gravel beaches that disrupts surface along oiled area are lightly oiled layer of substrate can also be used to re-oxygenate the subsurface oil removes shallow burrowing polychaetes, bivalves, and amphipods recolonization likely to rapidly follow natural replenishment of substrate
Motor grader and motor grader forms windrows front-end loader for pickup by combination* front-end loader (Figure 14-14, Table 14-18)
Discer* (Figure 14-15, Table 14-19)
disturbs shallow burrowing organisms possible effects from persistent oil
* This method requires mobile powered equipment to transit the shoreline.
Continued
161 Table 14-3 (Continued) Shoreline Physical Cleanup Methods

Primary Use of Cleanup Description Cleanup Technique Technique used on mud, sand, or Front-end loader front-end loader picks up gravel beaches when (rubber-tired or material directly oil penetration is tracked)* off beach and moderate and oiling is (Figure 14-16, light to moderate hauls it to Table 14-20) unloading area rubber-tired front-end loaders are preferred because they are faster and minimize disturbance of the surface front-end loaders are the preferred choice for removing cobble sediments if rubber-tired loaders cannot operate, tracked loaders are the next choice can also be used to remove extensively oiled vegetation bulldozer use on coarse sand, Bulldozer and pushes oiled gravel, or cobble front-end loader substrate into beaches where oil (rubber-tired) piles for pickup penetration is deep, oil combination* by front-end cover extensive, and (Figure 14-17, loader trafficability of the Table 14-21) beach is poor can also be used to remove heavily oiled vegetation operates from used to remove oiled Backhoe* top of a bank or sediment (primarily (Figure 14-18, beach to mud or silt) on steep Table 14-22) remove oiled banks sediments and load into truck Physical Effect of Use removes 10 to 25 cm of beach reduction of beach stability may lead to erosion and beach retreat
(A42601)
Biological Effect of Use removes almost all shallow and deep burrowing organisms restabilization of the physical environment slow; recolonization is possible
removes 10-25 cm removes all organisms of beach restabilization of may lead to substrate and erosion and cliff repopulation of or beach retreat indigenous fauna is extremely slow; new inundation of community could backshores develop in the interim
removes 25-50 cm removes all organisms of beach or bank restabilization of may lead to substrate and reduction of repopulation by beach stability organisms is extremely and beach retreat slow; new community could develop in the interim operates from used on sand, gravel, removes 25 to 50 removes all organisms Dragline or cm of beach hydraulic grader* top of oiled area or cobble beaches restabilization of to remove oiled where trafficability is possible substrate and (Figure 14-19, sediments very poor (i.e., tracked reduction of repopulation of Table 14-23 equipment cannot beach stability indigenous species can operate) and oil cover leading to erosion be slow; new is extensive and beach retreat community could develop in the interim * This method requires mobile powered equipment to transit the shoreline.
Continued
14
162 (A42601) Table 14-3 (Continued) Shoreline Physical Cleanup Methods

Cleanup Technique Sandblasting (Table 14-24) Primary Use of Physical Effect Description Cleanup Technique of Use sand moving at used to remove thin adds material to high velocity accumulations of oil the environment residue from removes oil potential reoiling, manmade structures from substrate erosion, and or other hard surfaces deeper penetration into substrate steam removes used to remove oil adds heat oil from coatings from (>100C) substrate boulders, rock, and to surface where it is manmade structures channeled to recovery area Biological Effect of Use removes all organisms and shells from the substrate oil and sand not recovered can affect organisms downslope of cleanup activities removes some organisms from substrate but mortality due to the heat is more likely if oil not recovered can affect organisms downslope of cleanup activities
Steam cleaning (Table 14-25)
Burning (Figure 14-20, Table 14-26)
upwind end of used on any substrate may cause air kills surface organisms oiled area is or vegetation where pollution in burn area ignited and sufficient oil has adds heat to residual matter may be allowed to burn collected to sustain substrate downwind ignition, if oil is a type can cause erosion somewhat toxic (heavy metals) that will support if root systems are higher molecular ignition, and air damaged weight PAHs pollution regulations so allow
163 14.7.1 Natural Recovery (A42601)
Logistics requirements not applicable except for monitoring activities. Clay-oil flocculation is a potential mechanism. 14.7.2 Manual Sorbent Application Table 14-4 Suggested Logistics Requirements for Sorbent Application
Equipment Sorbent sheets* Sorbent rolls* Sorbent boom* Pom-poms* (for viscous oil) Pitchforks, rakes, etc. 6-mil Plastic bags (preferably white or light colour) Disposal Pads and roll Number Required 20 bales (100-200 pads/bale) 20 rolls (1 m by 50 m/roll) 20 bales (1.2 m length, 20 cm diameter x 3 m/bale) 10 bales (100/bale) 10 - 20 10 cartons (40-50/carton)
Suggestion Disposal is facilitated by rolling up sorbent and placing in suitable containers. Booms Disposal is accomplished by folding, rolling, and/or stuffing the boom into plastic bags for removal. Loose sorbent materials are not recommended Loose material for use in oil spills on water or tidal shorelines due to difficulty in recovery for disposal. Access Requirements Light motor vehicle, shallow craft, or helicopter * The quantities shown can be consumed in a single day. Additional supplies must be provided.
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164 (A42601) 14.7.3 Manual Removal of Oiled Materials The requirements listed in Table 14-5 are for an area that can be completed in a single day. The size of the area depends on the degree of oiling but is approximately 2 km of shoreline. Table 14-5 Suggested Logistics Requirements for Manual Removal of Oiled Materials
Number Required For Light or Sporadically Number Required For Oiled Shoreline Heavily Oiled Shoreline 10 - 20 50 - 100 2 3-4 1 1-2 1 2-3 1 2-3 -1-2
Equipment Shovels, rakes, picks Debris box or super sac Helicopter (if used) Boat or barge (if used) Truck (if used) ATV with trailers or wheel barrows
14.7.4 Manual Cutting Table 14-6 Suggested Logistics Requirements for Manual Cutting
Equipment Cutting tools such as: scythes power cutters shears Collecting tools such as: pitch forks rakes Plastic bags Ground cover such as: plastic film burlap sorbents Number Per Crew 3-4 (+ 1 or 2 extra in case of breakage or dull blades)
4-6
75 - 100 1 - 3 Rolls
Access Requirements Foot path, shallow draft craft, or helicopter
165 14.7.5 Low-Pressure Flushing (A42601)
Figure 14-6. Low-Pressure Flushing Tactics
Table 14-7 Suggested Logistics Requirements for Low-Pressure Flushing

Equipment Flushing unit (pump and hoses) Vacuum truck Trash pump and tank Truck Type 70-140 kPa pressure @ 200-400 litres/min 20 cubic metres capacity 200-300 litres/min 20 cubic metres capacity Number Required 3-5 1-2 1-2
Access Requirements Road for heavy equipment, barge, or landing craft for truck Light motor vehicle, shallow draft craft, or helicopter for flushing unit *Note: If the oil cannot be contained and vacuumed, booms and shimmers will be needed to contain and remove the loosened oil.
14
166 14.7.6 Vacuum Trucks (A42601)
Table 14-8 Suggested Logistics Requirements for the Vacuum Truck Technique
Equipment Vacuum truck with 7.5 cm suction hose Typical Suction Typical Suction Typical Suction Rate for Pooled Rate for Oil On Fill Time for 20 m3 Tank Oil Water 400 litres per min 200 litres per min 0.75 hr @ 400 (75% oil) (5% oil) litres/min 1.5 hr @ 200 litres per min Dependent on: Dependent on: Dependent on: quantity of oil quantity of oil quantity of oil number of number of recovery sites recovery sites oil/water ratio oil/water ratio Range of Capacities 1 - 25 cubic metres 2500 - 3500 litres per min max.* 2,000 - 2,500 litres per min max.* 1,000 - 1,500 litres per min max.*
Number of vacuum trucks required and number of pools present
Support Vacuum truck Suction hose 15 cm 10 cm 7.5 cm Devices for herding oil on water such as: booms skimming boards low-pressure water hoses
Access Requirements Road for heavy equipment, barge, or landing craft *Intake completely submerged, drawing fluid with little or no suction lift.
167 (A42601) 14.7.7 Sump and Pump/Vacuum
Figure 14-7. Collection of Oil with Sumps Table 14-9 Suggested Logistics Requirements for Sump Pump/Vacuum
Equipment Vacuum truck or high capacity trash pump with 7.5 cm suction hose Number of vacuum trucks or pumps required Typical Suction Typical Suction Typical Suction Rate for Thick Oil Rate for Thin Oil Fill Time for (2 mm) (0.1 mm) 20 m3 Tank 300 litres per min 200 litres per min 1 hr @ 300 litres (50% oil) (5% oil) per min 1.5 hr @ 200 litres per min Dependent on Dependent on Dependent on quantity and rate quantity and rate quantity and rate of collection of oil of collection of oil of collection of oil in sump in sump in sump Range of Capacities 1 - 25 cubic metres 3 - 25 cubic metres 2500 - 3500 litres per min max* 2,000 - 2,500 litres per min max* 1,000 - 1,500 litres per min max*
Support Vacuum truck Tank truck Suction hose 15 cm 10 cm 7.5 cm
14
Access Requirements Road for heavy equipment, barge, or landing craft *Intake completely submerged drawing water with little or no suction lift.
168 14.7.8 Warm-water Washing (A42601)
Figure 14-8. Warm-water Washing Table 14-10 Suggested Logistics Requirements for Warm-water Washing
Equipment Landing craft (or suitable trailers for land-based operation) Direct-fired water heater Pumps Generator Containment boom Sorbent boom Fire hoses/nozzles Perforated flushing Header, corrugated pipe Manifold hose Snake boom, pom-poms Support Water heater Pump Generator Landing craft Skimmers Oily waste recovery Size of Unit 10 - 20 metres Number Required 1
3 megawatts 500 litres per min @ 45C 15 cm 700 kPa 50 kw inshore boom 38 mm 15 cm 15/10 cm
2 2 1 200 m 100 m 4 30 m 30 m each 100 m
Fuel Consumption/Unit (litres/hr) 200-225 20 10 40
Total 600 litres per hour approximately Access Requirements Landing craft, or road for heavy equipment
169 14.7.9 High-pressure Flushing (Pressure (A42601) Washing) Table 14-11 Suggested Logistics Requirements for High-pressure Flushing (Pressure Washing)
Equipment Pressure washing unit Support Vacuum truck Trash pump Tank truck Type Self-contained 50 litres per min @ 28 MPa Type 10-12 cubic metres capacity 100-200 litres/min 10-12 cubic metres capacity Number Required 2-3 Number Required 1 1 1
Access Requirements Road for heavy equipment for trucks Light motor vehicle path, shallow draft craft, or helicopter for washer only *Note: If the oil cannot be contained and vacuumed, booms and shimmers will be needed to contain and remove the loosened oil.
14.7.10 Manual Scraping Table 14-12 Suggested Logistics Requirements for Manual Scraping
Equipment Paint scrapers Rakes, shovels, trowels Plastic bags Ground cover (for initially catching removed oil) such as: plastic film cloth sorbents Access Requirements Foot path, shallow draft craft, or helicopter * Should have several extra to allow for loss of edge or breakage. Number Per Crew 1 per worker* 10 each 75 - 100 1 - 3 Rolls
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170 14.8 Physical Cleanup Methods Using Heavy (A42601) Equipment 14.8.1 Beach Cleaner
Figure 14-9. Cleaning Pattern for Using a Beach Cleaner
Table 14-13 Suggested Logistics Requirements for Using a Beach Cleaner

Equipment Beach cleaner Operated at 6 km/hr taking a skim cut 2 m wide Operated at 1.6 km/hr taking a deep cut 2 m wide Support Tractor (rubber-tired) No of Pieces 1 Cleaning Rate 1 hr/hectare
3.5hr/hectare Diesel Fuel Requirements 5-15 litres/hr
Access Requirements Road for heavy equipment, barge, or landing craft
171 14.8.2 Tractor/Ripper (A42601)
Figure 14-10. Cleaning Pattern for Using a Tractor/Ripper
Table 14-14 Suggested Logistics Requirements for Using a Tractor/Ripper

Equipment Tractor/ripper Support Tractor (ripper-tracked) For 20 m wide area, 2 km long 1 For 50 m wide area, 2 km long 2
Diesel Fuel Requirements 25 - 50 litres per hr for each unit
Cleaning Rate One machine operating at 2.5 km/hr can rip a 3 metre swath at a rate of 1 hectare per hour. About 2 km of beach can be cleaned in a day. Access Requirements Road for heavy equipment, barge, or landing craft
14
172 14.8.3 Bulldozer (A42601)
Figure 14-11. Cleaning Pattern for Using a Bulldozer
Table 14-15 Suggested Logistics Requirements for Using a Bulldozer

Equipment Bulldozer Support Bulldozer Cleaning Rate Each bulldozer requires 12.5 hours per hectare. Access Requirements Road for heavy equipment, barge, or landing craft Wide of Area 20 m 2 50 m 5 Combined Cleaning Rate 80 metres shoreline per hr Diesel Fuel Requirements 25-50 litres per hr
173 (A42601) 14.8.4 Motor Grader and Elevating Scraper Combination
Figure 14-12. Cleaning Pattern for Using a Motor Grader and Elevating Scraper Combination Table 14-16 Suggested Logistics Requirements for Using a Motor Grader and Elevating Scraper Combination
Equipment Motor grader Elevating scraper 10 cubic metre capacity 20 cubic metre capacity Support Elevating scraper 10 cubic metre capacity 20 cubic metre capacity Motor grader Haul Distance 150 m 1 4 2 600 m 1 8 4 Combined Cleaning Rate 3-3.5 hr/hectare
3-3.5 hr/hectare 3-3.5 hr/hectare Diesel Fuel Requirements (Litres per hour) 15-35 30-60 10-25
Access Requirements Road for heavy equipment, barge, or landing craft Note: Recommended conditions, hard-packed sand, oil penetration less than 3 cm.
14
174 14.8.5 Elevating Scraper (A42601)
Figure 14-13. Cleaning Pattern for Using an Elevating Scraper
Table 14-17 Suggested Logistics Requirements for Using an Elevating Scraper

Equipment Elevating scraper 10 cubic metre capacity 20 cubic metre capacity Support Elevating Scraper 10 cubic metre capacity 20 cubic metre capacity Haul Distance 150 m 4 2 600 m 8 4 3 - 3.5 hr/hectare 3 - 3.5 hr/hectare Combined Cleaning Rate
Diesel Fuel Requirements 15 - 35 30 - 60
Access Requirements Road for heavy equipment, barge, or landing craft Note: Recommended conditions, oil penetration greater than 3 cm on sand.
175 14.8.6 Motor Grader and Front-End Loader (A42601) Combination
Figure 14-14. Cleaning Pattern for Using a Motor Grader and Front-End Loader Combination When referring to Table 14-18, note that the cleaning rates are based on loaders with a 3 cubic metre bucket two-thirds full. Table 14-18 Suggested Logistics Requirements for Using a Motor Grader and Front-End Loader Combination
Equipment Motor grader and front-end loader (rubber tired) Motor grader and front-end loader (tracked) Haul Distance 30 m 1 Motor grader 2 Front-end loaders 1 Motor grader 2 Front-end loaders 10 m3 19 150 m 1 Motor grader 4 Front-end loaders 1 Motor grader 6 Front-end loaders 20 m3 10 Combined Cleaning Rate 3.25 - 3.75 hr/hectare
4.0 - 4.5 hr/hectare
Number of Truck Loads per Hour Dump trucks Support Motor grader Front-end loader (rubber-tired) Front-end loader (tracked) Dump truck 4 hr/hectare which is 575 m3 hectare Bucket Capacity (m3)
Diesel Fuel Requirements (Litres/hr) 12-25 6 - 14 ; 18 - 40 6 - 18 ; 20 - 45 6 - 16 ; 10 - 25 Access Requirements
2 ; 5 1.7 ; 4 10 ; 20
14
Road for heavy equipment, barge, or landing craft Note: Recommended conditions, alternative for hard-packed sand.
176 14.8.7 Discer (A42601)
Figure 14-15. Cleaning Pattern for Using a Discer
Table 14-19 Suggested Logistics Requirements for Using a Discer

Equipment Tractor (tracked) 2.5 m 4.0 m Support Tractor (tracked) Number of Pieces 1 1 Cleaning Rate 0.75 - 1 hr/hectare 0.5 - 0.75 hr/hectare Diesel Fuel Requirements 10 - 30 litres/hr
Access Requirements Road for heavy equipment, barge, or landing craft Note: Recommended conditions, hard-packed sand, oil penetration less than 3 cm.
177 (A42601) 14.8.8 Front-End Loader (Rubber-Tired or Tracked)
Figure 14-16. Cleaning Pattern for Using a Front-End Loader (Rubber-Tired or Tracked) When referring to Table 14-20, note that the cleaning rates are based on bucket capacity of 3 cubic metres two-thirds full. Table 14-20 Suggested Logistics Requirements for Using a Front-End Loader
Haul Distance Equipment Front-end loader (rubber-tired) Front-end loader (tracked) Dump trucks 30 m 2 2 150 m 4 6 Combined Cleaning Rate 8 - 8.5 hr/hectare 11 - 11.5 hr/hectare
Number of Truck Loads per Hour 10 m3 23 20 m3 12 9 hr/hectare which is 1521 m3 hectare Bucket Capacity (m3) 2;5 1.7 ; 4 10 ; 20
Support Front-end loader (rubber-tired) Front-end loader (tracked) Dump truck
Diesel Fuel Requirements (Litres/hr) 6 - 14 ; 18 - 40 6 - 18 ; 20 - 45 6 - 16 ; 10 - 25 Access Requirements
14
Road for heavy equipment, barge, or landing craft Note: Recommended conditions, soft mud subject to the ability of mobile-powered equipment to transit the shoreline.
178 (A42601) 14.8.9 Bulldozer and Front-End Loader (Rubber-Tired) Combination
Figure 14-17. Cleaning Pattern for Using a Bulldozer and Front-End Loader (Rubber-Tired) Combination When referring to Table 14-21, note that the cleaning rates are based on bucket capacity of 3 cubic metres two-thirds full. Table 14-21 Suggested Logistics Requirements for Using a Bulldozer and Front-End Loader (Rubber-Tired) Combination
Haul Distance Equipment Bulldozer Front-end loader (rubber tired) Front-end loader (tracked) 30 m 1 2 2 150 m 1 4 6 Combined Cleaning Rate 12.5 - 13 hr/hectare 11 - 11.5 hr/hectare
Number of Truck Loads per Hour Dump trucks Support Front-end loader (rubber-tired) Bulldozer Dump truck 10 m3 23 20 m3 12 13 hr/hectare which is 2281 m3 hectare Bucket Capacity (m3) 2;5
Diesel Fuel Requirements (Litres/hr) 6 - 14 ; 18 - 40 20-50 6 - 16 ; 10 - 25 Access Requirements
10 ; 20
Road for heavy equipment, barge, or landing craft Note: Recommended conditions, hard-packed sand, oil penetration less than 3 cm.
179 14.8.10 Backhoe (A42601)
Figure 14-18. Cleaning Pattern for Using a Backhoe
Table 14-22 Suggested Logistics Requirements for Using a Backhoe

Equipment Backhoe Number Needed 0.6 cubic metres 0.8 cubic metres 4 3 Number of Truck Loads per Hour 10 m3 23 20 m3 12 Combined Cleaning Rate 16 - 17 hr/hectar
Dump trucks Support Backhoe Dump trucks
17 hr/hectare at a cut depth of 30 cm Bucket Capacity (m3) 0.6 0.8 10 20
Diesel Fuel Requirements (litres/hr) 7 - 10 10 - 12 6 - 16 10 - 25 Access Requirements
Road for heavy equipment, barge, or landing craft Note: Recommended conditions, mud, silt.
14
180 (A42601) 14.8.11 Dragline or Hydraulic Grader
Figure 14-19. Cleaning Pattern for Using a Dragline or Hydraulic Grader Table 14-23 Suggested Logistics Requirements for Dragline or Hydraulic Grader
Number Needed Equipment Dragline 2 m3 4 For 1 m3 Bucket Hydraulic grader 4 Number of Truck Loads per Hour Dump truck Support 10 m3 57 20 m3 29 7 hr/hectare at a depth of 30 cm Bucket Capacity (m3) 2 m3 5 m3 10 20 5 m3 2 Combined Cleaning Rate 6 - 7 hr/hectar Cleaning Rate 13 - 14 hr/hectare
Diesel Fuel Requirements (litres/hr) Dragline 10 - 25 30 - 65 Hydraulic grader No data available Dump truck 6 - 16 10 - 25 Access Requirements Road for heavy equipment, barge, or landing craft
Note: Recommended conditions, sand, gravel and cobble with low weight bearing capability.
181 (A42601) 14.9 Intensive Cleanup Methods 14.9.1 Sandblasting Table 14-24 Suggested Logistics Requirements for Sandblasting
Equipment Sandblasting unit (compressor included) Sand supply truck Front-end loader (if used) Materials Sand Ground cover Number Required 1 1 1 Amount Approx. 450 kg/hr 1 - 3 rolls Cleaning Rate 15 m2/hr Cleaning Rate 14 m2/hr
Access Requirements Road for heavy equipment, barge, or landing craft Note: Recommended for man-made structures.
14.9.2 Steam Cleaning Table 14-25 Suggested Logistics Requirements for Steam Cleaning
Equipment Steam cleaner Vacuum truck Size of Unit Number Required Cleaning Rate 2 MPa @ 150C 4-6 60 m2/hr 12 - 15 cubic 1-2 metres capacity Skimmer small 1-2 Containment boom 2 - 4 times length of 2 shoreline cleaned Fresh Water No. 2 Diesel fuel Support Consumption/Unit Consumption/Unit Steam cleaner 900 - 1000 litres per hr 6 - 10 litres per hr Access Requirements Road for heavy equipment for trucks Light motor vehicle path, shallow craft, or helicopter for steam cleaning units Note: Recommended for man-made structures.
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182 14.9.3 Burning (A42601)
Figure 14-20. Method of Initiating Burn of Oiled Areas
Table 14-26 Suggested Logistics Requirements for Burning

Equipment Flame thrower Type propane kerosene gasoline small fire truck portable fire pumps with nozzles Type chemicals gasoline diesel Fuel napalm flammable materials (rags soaked in diesel fuel, wood chips, dried brush, etc.)
Fire fighting equipment Materials Burning agents
Cleaning Rate See Section 8 (In-Situ Burning) for estimated burning rates. Access Requirements Foot path, shallow craft, or helicopter Note: Recommended conditions, oil vegetation or heavy contiguous oil.
183 Section 15 Waste Management and Disposal (A42601)
Oil-spill emergencies generally do not preclude obtaining necessary permits and approvals, and penalties for violation of laws and regulations can be severe. Before establishing or using any disposal facility, it is important to determine that the appropriate permits, approvals and licences are in place. Governments at all levels, federal, provincial and local should be involved in selecting suitable disposal sites. Key factors in the disposal of wastes generated during an oil-spill cleanup are the type and quantity of waste. These factors are largely dependent on the specific cleanup methods employed and may change as the work progresses. The waste management program following an oil spill should be based on the following principles: provide safe working conditions and necessary personnel protection comply with all applicable laws and regulations minimize future liability minimize the risk of pollution incidents in all operations cooperate with all local community and governmental agencies to minimize impacts on local waste disposal facilities handle, store, and transport oily wastes in appropriate containers/tanks minimize the amount of waste generated by implementing waste reduction principles segregate oily wastes and non-oily wastes to allow optimum reclamation and disposal of each waste stream dispose of all waste streams in a safe manner and at approved disposal sites Storage, handling, and disposal of waste materials may be subject to local, provincial, and federal laws and regulations and require permits or other approvals. Oil-spill wastes in some areas are considered hazardous wastes and are subject to special regulation. Plans for handling and temporary storage of wastes during the initial stages of an oil-spill response should be discussed with the regulatory agency personnel involved. If there is any doubt, specialists should be consulted. Special precautions must be taken during temporary storage (see Section 12) to ensure safe handling of wastes and to minimize potential future liability. In most cases: synthetic liners should be placed under storage containers to provide secondary containment and prevent soil contamination soil and groundwater samples may be taken on a before and after basis at storage sites to determine pre-existing contamination and to ensure adequate cleanup after storage operations are complete
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184 (A42601) testing, inventory, labelling, and manifesting of wastes may be required by regulations and are good practice in any event security must be provided to prevent unauthorized dumping and to ensure that waste storage does not endanger other parties Response to spills that will involve storing wastes for more than a few days should include obtaining technical assistance to: conduct a thorough review of all applicable laws and regulations develop storage and disposal plans obtain permits An estimate of the amount of waste to expect following an oil spill can be obtained from Figure 15-1. This figure provides only a rough order-of-magnitude estimate of waste quantities which are expected to vary greatly with the extent of shoreline impact and level of cleanup required.
Figure 15-1. Oil Spill Debris/Waste Amounts Versus Original Oil Spill Amount 15.1 Waste Stream Segregation and Minimization Each type of waste has a different optimal or alternate disposal method. It is important to: segregate wastes by type minimize the quantity of each type avoid mixing hazardous and non-hazardous wastes together, resulting in a larger volume of hazardous waste label all waste containers and identify the source
185 (A42601) One way to improve efficiency is to combine similar wastes and segregate dissimilar wastes. Always err on the conservative side by segregating the waste, if in doubt. The following chart has been created to assist in segregating wastes. Segregation of wastes at the point of generation should be done to facilitate subsequent handling and disposal.
Oily Further Segregate for Final Disposal Process Through Municipal Plant or Other Approved Method Transport to Central Waste Processing Center Transport to Shorebases for Disposal at Local Landfills Continue to Segregate and Handle in Accordance with Regulations Maintain a Separate Waste Stream Until Approved Disposal Further Segregate for Final Disposal
Liquid
Non-Oily
Oily
Solid
Non-Oily
Oily
Special Wastes
Non-Oily
all oily wastes should be segregated from non-oily wastes non-oily wastes (domestic refuse and trash) should be transported to shorebases for disposal at local landfills all oily-solid wastes should be transported to a central waste-processing area oily wastes should be further segregated as required to facilitate final disposal Contracts or service agreements with parties assisting in the cleanup operations should clearly state that the contractors are responsible for the handling and disposal of wastes not generated from the spill itself, such as their engine oil from oil changes. Regulations are changing rapidly so that experienced attorneys and waste management specialists may need to be consulted in addition to the latest contingency plans, which should have waste handlers, haulers, and disposal sites specifically identified. Some guidelines for reducing the amount of waste generated are provided below. It is expected that waste management and operations personnel will identify other practical ways of minimizing waste generation by recycling, reusing, or using different cleanup methods, based on field experience.
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186 (A42601) Solid Wastes: do not mix any oil, fuels, or oily wastes with trash and garbage prevent oily wastes from contaminating soil use liners underneath drums, tanks, or cleaning-operation sites use sorbent pads and booms until they become moderately oiled when collecting mousse patties and oiled sand and gravel, minimize the amount of underlying or nearby clean sand or gravel that is collected use all the chemical or fertilizer in drums; wash the drums clean in the areas where they are used to the extent practical challenge the source of wastes if they are not labelled properly or there is a suspicion that they did not come from the current spill-cleanup effort Liquid Wastes: cover, where practical, storage areas for fuel, chemicals, and wastes, to minimize rainwater accumulation do not order more chemicals/solvents than are reasonably needed; finish using one container prior to opening a new one take precautions not to contaminate fuels, lube oils, and wastes with water or solid contaminants; keep tops and bungs on drums, tanks, and other containers examine the disposal implications before using chemical additives (e.g., demulsifiers in recovered oil) use cleaners, even biodegradable ones sparingly do not use excessive amounts or flush with large amounts of water use washwater sparingly; ensure that hoses, valves, and faucets are closed when not in use and repair leaking ones if there is any question about the source or content of a waste oil, keep it separate from other storage containers of waste oils, until its source can be identified or it can be sampled and tested 15.2 Disposal Alternatives A variety of safe methods for proper disposal can be used during an oil-spill cleanup operation. Many of the appropriate methods of waste storage, transport, labelling, recycling, and disposal should be identified in an applicable oilspill contingency plan. Selection of an appropriate disposal method depends on the following factors: applicable laws and regulations availability of existing disposal facilities source of material (e.g., onshore or offshore) volume for disposal type of material (e.g., fresh, emulsified, or weathered oil; whether oil contains debris such as sorbents, sticks, logs, seaweed, sand, gravel)
187 (A42601) Disposal alternatives are presented in Table 15-1. A brief description of each disposal method follows in Section 15.3. Table 15-1 Disposal Alternatives Type of Disposal landfill land farms open burning portable incineration process incineration reprocessing reclamation/recycling
15.3 Disposal Methods 15.3.1 Landfill Industrial waste landfills can be used for disposal of bulky oil-spill waste, such as sea grass, shoreline vegetation, wood, sand, and general oily trash. Depending on the amount and type of debris, negotiable fees are usually charged by the operator. Disposal Rate: Uses: Auxiliary Equipment: Advantages: Disadvantages: Comments: depends on local capacity and access constraints as well as governmental restrictions disposal of oily-solid wastes earth-moving equipment and trucks useful for a wide variety of debris types can be implemented rapidly can be a costly disposal method can cause future liability total volume of debris accepted per site may be small be sure site is permitted to accept oily waste be sure site is on the approved waste-site list
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188 15.3.2 Landfarms (A42601)
Landfarming is a proven way for disposal of oily liquids. For many years, hydrocarbon processing plants have used this method for disposal of oils and sludges. Other than at existing on-site landfarms or commercial landfarms, there may be significant permitting and regulatory requirements. Capacity: N/A Note: Application rates for crude oils are typically 50,000 to 100,00 litres/hectare, 2 - 3 times per year. disposal of liquids and oil mixed with sand or sediment transport trucks tillers fertilizer proven technology oil degrades rapidly can be implemented quickly requires large surface area not suited for large oily debris periodic maintenance required to fertilize, till, spread oil end product may require removal or capping local officials and refinery operators are useful sources of information the location should be on the contingency plan list of approved facilities
Uses: Auxiliary Equipment:
Advantages:
Disadvantages:
Comments:
189 15.3.3 Open Burning (A42601)
Burning in open areas or pits is a method primarily used for disposal of combustible debris like sorbents, vegetation, logs, and large bulky items. Open burning is often conducted by excavating several ditches and alternately loading and burning in each one. Disposal Rate: the rate of disposal depends on the volume of oil as a rough guide the rate will likely be less than one tonne per hour disposal of bulky combustible debris (e.g., oiled logs) earth-moving equipment and trucks fire fighting equipment air blowers useful in remote areas eliminates contaminated waste permanently can be implemented quickly air emissions may be a problem requires government permission in most locations can cause contamination of underlying soils incomplete combustion may leave residue requiring disposal a recommended safety procedure is to cover residue with a layer of dirt to prevent smoldering embers from prematurely igniting the next load being dumped into a pit air blowers may be required to improve combustion and to control smoke emissions
Uses: Auxiliary Equipment:
Advantages:
Disadvantages:
Comments:
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190 15.3.4 Portable Incineration (A42601)
Portable incinerators can be used to increase the efficiency of burning oil or solid waste materials in the field. Several incinerators can be used for this purpose and are listed below. Offshore Burners (Liquids) Disposal Rate: Uses: up to 2,500 cubic metres/day incineration of pure oil and emulsions either offshore on platforms and barges or on land a method to mount the burner away from heat-sensitive areas (e.g., tower, boom, or shielding) air compressor oil pumps (high pressure) and hoses water pumps for water shroud Note: Auxiliary equipment will probably be supplied with the burner. proven method of oil disposal high rates of disposal useful in remote areas can be expensive requires time to set up (unless already mounted on a platform or barge) significant amounts of diesel or other solvents may be required to reduce viscosity of emulsions to make them pumpable requires debris-free oil or emulsions these systems can typically be supplied by well-testing equipment suppliers
Auxiliary Equipment:
Advantages:
Disadvantages:
Comments:
191 Air Curtain Incinerators Disposal Rate: Uses: Auxiliary Equipment: (A42601) oily debris, 1 to 2 tonnes/hour oil emulsions up to 100 cubic metres/day on-land disposal of liquids and oily debris earth-moving equipment to build earthen incinerator pit system to load debris or liquids above-ground combustion chamber (optional in some cases) portable systems for disposal of waste in the field high disposal rates permanent disposal of waste accepts both liquids and solids requires time to set up several types of air curtain incinerators are manufactured. Some are designed to be used only with above-ground chambers, others with in-ground trenches, and some with either.
Advantages:
Disadvantages: Comments:
Rotary Kiln/Other Portable Incinerators Disposal Rate: oily debris, 30-60 tonnes/hour oiled sediments 100 tonnes/day+ maximum amount of oil is 1 tonne/hour disposal near the source of oily sorbents, etc. remediation of contaminated soils near the source size reduction equipment (shredder or chipper) may be needed, depending on incinerator type and debris size high disposal rate permanent disposal of waste oil, soiled gear, and spent sorbents may accept both liquids and solids requires time to construct/mobilize air emission permit may be needed (should be easier to permit than some of the above options)
Uses:
Auxiliary Equipment:
Advantages:
Disadvantages:
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192 15.3.5 Process Incineration (A42601)
Incineration of recovered oil-spill materials can be accomplished at facilities with stationary process incinerators. These incinerators are located at refineries, hazardous waste disposal sites, and oil reclamation plants. Disposal Rate: Uses: Auxiliary Equipment: Advantages: typically up to tens of cubic metres or a few tonnes per hour disposal of both liquids and solids an efficient storage and transportation network permits usually already in place quick to implement if close to cleanup site safe controlled emission release
Disadvantages:
high cost most incinerators are designed to burn a narrow range of products
15.3.6 Reprocessing When oil is recovered in an almost uncontaminated state, reprocessing may be an excellent means for disposal. Typical sites which can accept the oil include refineries, pipeline pump stations, terminals, and production facilities. Some locations with oil/water separators can also accept debris-free emulsions for reprocessing. Disposal Rate: Uses: Auxiliary Equipment: Advantages: Disadvantages: tens of cubic metres/hour disposal of debris-free oils and emulsions none oil is salvaged oil can possibly be sold facility must be convenient transportation cost may be high
193 15.3.7 Reclamation/Recycling (A42601)
Oil contaminated with small amounts of sand, gravel, or debris (usually less than 5%) can be sent to plants that reclaim oil. These plants have been previously set up to reclaim motor oil but may be able to accept contaminated crude oils. They typically produce fuel grade oils. An example of fuel use is in cement kilns. Another recycling use is as road surfacing material when blended with asphalt. Disposal Rate: Uses: Auxiliary Equipment: Advantages: Disadvantages: if storage facilities are available at the plant, disposal rates can be high disposal of oil or emulsions with small amounts of debris none oil is salvaged oil can possibly be sold location must be convenient to cleanup site costs for transportation and disposal can be high
15.3.8 Asphalt Plants Commercial asphalt plants can be used to dispose of oiled sediment and soils. They have the capability of handling large quantities of material. The oiled material is greatly diluted in the normal plant feed. There are only a limited number of such plants and they may not be near a spill site. Transportation costs may be high. Disposal Rate: if storage facilities are available at the plant, disposal rates can be moderate disposal rates depend on plant capacity oiled sediments and soils facility to hold oiled materials materials handling equipment oil-spill debris produces a useful product increased air emissions costs for transportation and disposal can be high may require plant modification
Uses: Auxiliary Equipment: Advantages: Disadvantages:
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194 References (A42601)
American Petroleum Institute, Proceedings of International Oil Spill Conference Proceedings of Biannual Conference. Series continuous from 1967 to present. Biannual International meeting on oil-spill response. Focuses on legal and technical issues. American Petroleum Institute, Oil Spill Cleanup: Options for Minimizing Adverse Ecological Impacts, API Publication No. 4398, API, Washington, DC, August, 1985. American Society for Testing and Materials, ASTM Standards on Hazardous Substances and Oil Spill Response, Second Edition ASTM Publication Code No. 03-620094-48, ASTM, Philadelphia, November, 1994. ASA The Worldwide Oil Spill Model (WOSM) Applied Science Associates, Inc., Narragansett, RI Cutter Information Corp., The International Oil Spill Control Directory , Fifteenth Edition, Cutter Information Corp., Arlington, MA, 1995. Environment Canada, Crude Oil in Cold Water: The Beaufort Sea and the Search for Oil Beaufort Sea Project Environment Canada, The Basics of Oil Spill Cleanup Catalogue Number En40311-1978 Environment Canada, Proceedings of Arctic and Marine Project Technical Conference Proceedings of Annual Conference on Oil Spill Technology. Series continuous from 1977 to present, with a focus on technical issues. Exxon Chemical Americas, Oil Spill Chemicals Applications Guide , Third Edition, 1985. Exxon Production Research Company, Valdez Oil Spill Technology, 1989 Operations, 1990. International Maritime Organization, Manual on Oil Pollution, Section IV, Combatting Oil Spills, IMO, London, 1988. The International Tanker Owners Pollution Federation Ltd., Response to Marine Oil Spills, London, 1987. Ross, S. L. Environmental Research, Ltd., Selection Criteria and Laboratory Evaluation of Oil Spill Sorbents: Update IV, Prepared for Environment Canada, 1991. Schulze, R., Hoffman, H. L., World Catalog of Oil Spill Response Products, Fourth Edition, Elkridge, MD, 1993.
195 Notes and Comments (A42601)
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Conversions
Length inches centimetres miles kilometres metres feet Weight ounces grams pounds kilograms Volume gallons (Imp) gallons (US) gallons (US) gallons (Imp) litres oil barrels (bbls) oil barrels (bbls) oil barrels (bbls) Pressure psi Pump rate USGallon/minute Power BTU/hr Application rate USGal/acre Speed knots metres/sec x x x x x x 2.540 0.393 1.609 0.621 3.280 0.3048 = = = = = = = = = = = = = = = = = =
(A42601)
centimetres inches kilometres miles feet metres grams ounces kilograms pounds gallons (US) gallons (Imp) litres litres gallons (Imp) gallons (US) approx gallons (Imp) approx litres
x 28.350 x 0.035 x 0.453 x 2.204 x 1.201 x 0.832 x 3.785 x 4.545 x 0.219 x 42 x 35 x 159 x x x x x x 6.897 3.78 0.293 9.35 .514 1.95
= kPa = litres/min = watts = litres/hectare = metres/sec = knots
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Canadian Coast Guard - Oil Spill

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Canadian Coast Guard - Oil Spill

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I*I

Department of Justice Canada

Ministre de la Justice Canada

Classifcation: Telephone: Facsimile: lnternet:

310, Broadway pice 301 Winnipeg, Manitoba R3C 056

(204) 984-6961 (204) 984-6488

File No. OF-Fac-Oil-N304-2010-01 01

VIA ELECTRONIC FILING TO FOLLOW BY COURIER

Attention: Ms. Sheri Young

of any or all of the facts alleged in the

I - Federal Government Participants'

Responses to Information Requests

No. I from Cheryl Brown; No. I from C.J. Peters Associates

Response to Information Request No. 3 from Coastal First Nations

Bear Initiative Tab 5:

Tab l0: Tab I l:

No. I from Haisla Nation Living Oceans Society, Raincoast

Response to Information Request Response to Information Request

Annexes of Canada Coast Guard (CCG)

AIS Coverage MaP

National Places of Refuge Contingency Plan

CCG Annex IX CCG Annex X

Environmental Prevention National Preparedness Plan

Annexes of Canada Coast Guard (CCG) - continued

12: 13: 14: 15: 16: 17:

CCG Annex XII

Environment Canada The SCAT Manual 2nd edition

Tab Tab Tab

- paresd 2010 (English and French Versions)

Oil Spill Response Field Guide (English and French

Volume 3 - Annexes of Environment Canada (EC)

Environment Canada Annex I

Volume 4 - Annexes of Fisheries and Oceans Canada (DFO)

Ford et al. Grey Whale Migration InPress

Volume 5 - Annexes of Transport Canada (TC) Tab I :

Commissioner of the Environment and Sustainable Development

Office of the Auditor General of Canada

Oil Spills from Ships

Observations and Recommendations

Responding to ship-source spills

Preparing for ship-source chemical spills

Conclusion About the Audit Appendix

Report of the Commissioner of the Environment and Sustainable DevelopmentFall 2010

Oil Spills from Ships

Why its important

Report of the Commissioner of the Environment and Sustainable DevelopmentFall 2010

OIL SPILLS FROM SHIPS

OIL SPILLS FROM SHIPS

Report of the Commissioner of the Environment and Sustainable DevelopmentFall 2010

OIL SPILLS FROM SHIPS

(for example, wetlands and marshes);

Report of the Commissioner of the Environment and Sustainable DevelopmentFall 2010

OIL SPILLS FROM SHIPS

OIL SPILLS FROM SHIPS

Roles and responsibilities

Exhibit 1.1 Response time requirements for certified response organizations

Report of the Commissioner of the Environment and Sustainable DevelopmentFall 2010

OIL SPILLS FROM SHIPS

Exhibit 1.2 Areas covered by certified response organizations

Eastern Canada Response Corporation

Atlantic Emergency Response Team

Point Tupper Marine Services

OIL SPILLS FROM SHIPS