Requirement and Technical Standard For Non Convention Cargo

M ARINE S ALVAGE
[All-Hazards]
R ESPONSE P LAN
Annex 10200 of Northern California Area Maritime Security Plan
[ 2014 ]
MARINE SALVAGE [All-Hazards] RESPONSE PLAN
U.S. DEPARTMENT OF
HOMELAND SECURITY
United States Coast Guard
SECTOR SAN FRANCISCO

MARINE SALVAGE
[ All – Hazards]
RESPONSE PLAN
2014 (2nd Edition)
Commander
Sector San Francisco
1 Yerba Buena Island
San Francisco, CA 94130
RECORD OF CHANGE LOG

NOTE:
Unless stipulated otherwise by the change document change; (1) Of one word, phrase, sentence,
or paragraph change, the new change(s) are to be hand printed in blue ink on the right hand-side
next to the area to be changed along with the date of change and person making the change, and
(2) Upon making the change within the plan, the person shall record the change on the Record Of
Change Log.
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Table of Contents
Quick Glance Reference Guide
Section Content Page
1000 (U) Introduction to the Marine Salvage Response Plan 01
2000 (U) COTP’s Area of Responsibility (AOR) 13
3000 (U) Roles, Responsibilities, and Authority 19
4000 (U) Assumptions 44

5000 (U) Legal Considerations 47
6000 (U) Administration and Logistics 52

7000 (U) Mission: Coordination and Safety 60
8000 (U) Execution and Concept of Operations 63
9000 (U) Incident Command, Control, and Communications 69
10000 (U) Emergency Notification Protocols for MSFF 77
11000 (U) Potential Places of Refuge (PPOR) 85
12000 (U) Best Safe Practices for Emergency Towing 88

13000 (U) Marine Salvage and Firefighting (MSFF) Regulations 101
14000 (U) MSFF: Oil Spills and Hazardous Material Spills/Releases 114
15000 (U) Commercial Diving Policies and Procedures 133

16000 (U) Marine Salvage Response Operational Considerations 138
17000 (U) Readily Available Assets for MSFF Operations 167
18000 (U) References, Acronyms, and Definitions 194
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Table of Contents
1100 (U) Purpose 02
1200 (U) Background 03
1300 (U) Discussion 04
1400 (U) Pre-Incident Impact, Conditions, Procedures, and Preparedness 05
1500 (U) Situation 07
1600 (U) Guidance to Assess Salvage Response Needs 09
1700 (U) Notional Salvage Response Framework: Overview 10
1800 (U) Notional Salvage Response Framework: Organization Chart 12
2100 (U) Overview of AOR 14
2200 (U) AOR – North Coast 16
2300 (U) AOR – San Francisco Bay and Inland Delta Waterways 17
2400 (U) AOR – Central Coast 18
3100 (U) U.S Coast Guard and MSFF operation 20
3200 (U) U.S. Coast Guard – Sector San Francisco 23
3300 (U) Federal Government Agencies 27
3400 (U) Federal Government Agencies – Special Circumstances 35
3500 (U) State and Local Government Agencies 37
3600 (U) Private Industry 42
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Table of Contents
4100 (U) Reconstitution 46
4200 (U) Salvage during Environmental Response 46
4300 (U) Initiation of Salvage Response 46
4400 (U) Local Assumptions 46
5100 (U) Legal Authority pursuant to Marine Salvage Response Operations 48
5200 (U) MSRP – Legal Intent and Agreement(s) 51
6100 (U) Concept of Support 53
6200 (U) Logistics 53
6300 (U) Funding: Considerations for Marine Salvage Operations 53
6400 (U) Funding: Basic Ordering Agreements (BOA’s) 54
6500 (U) Memorandums of Understandings (MOA’s) 58
6600 (U) Public Affairs 59
6700 (U) Civil Affairs 59
6800 (U) Meteorology and Oceanographic Services 59
6900 (U) Administrative Reports 59
7000 (U) Mission: Coordination and Safety 60
7100 (U) Coordination Marine Salvage Response 61
7200 (U) Safety 61
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Table of Contents
8100 (U) Incident Commander’s Intent 64
8200 (U) Concept of Salvage Response Planning and Operations 64
8300 (U) Deployment 65
8400 (U) Employment 65
8500 (U) Task 67
9100 (U) ICS Relationships / Organizational Relationships 71
9200 (U) Incident Command Post (ICP) and Headquarters 72
9300 (U) Succession to Incident Commander 72
9400 (U) Overall Incident Command, Control, and Communications 73
9500 (U) ICS Organization Structure for MSFF Operations 73
9600 (U) ICS Communications Flow Chart during a Stafford Act Declaration 75
10001 (U) Requirements for Notification of Marine Casualties 78
10002 (U) Vessel/Ship’s MSFF Emergency Communication Protocols 78
10003 (U) COTP’s Quick Response Card (QRC) for MSFF 79
11000 (U) Potential Places Of Refuge (PPOR) 85
11001 (U) Purpose and Scope 86
11002 (U) Assessment 87
11003 (U) References 87
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Table of Contents
12000 (U) Best Safe Practices for Emergency Towing 88
12002 (U) Recommendations 89
12003 (U) Best Maritime Practices – Emergency Offshore Towing 90
12004 (U) Overview 91
12005 (U) Geographic Scope 91
12006 (U) General Guidelines / Community Responsibilities 92
12007 (U) Vessel / Owner / Operator (RP) Responsibilities 95
12008 (U) Tug Company’s Responsibilities 97
13001 (U) MSFF Regulations for Tank and Non-tank Vessels 102
13002 (U) USCG’s Roles and Responsibilities pursuant to MSFF 107
13003 (U) State of California’s Roles and Responsibilities pursuant to MSFF 110
13004 (U) Local Fire Agency’s Roles and Responsibilities pursuant to MSFF 111
13005 (U) USCG and Fire Agencies – Working Relationship during MFF operations 111
13006 (U) Emergency Communication Protocols for MSFF within 113

USCG – Sector San Francisco’s COTP zone
14001 (U) Oil Spills 115
14002 (U) Hazardous Material Spills / Releases 116
14003 (U) Weapons of Mass Destruction 123
14004 (U) Federal Governments Agencies Roles and Responsibilities 124
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14005 (U) State Government Agencies Roles and Responsibilities 129
14006 (U) County and City Agencies Roles and Responsibilities 131
15001 (U) US Coast Guard – Commandant Instruction for Commercial Diving 134
15002 (U) Web-sites pursuant to Commercial Diving Regulations and Standards 134
15003 (U) Diving Safety – Commercial Diving Regulatory Checklist 135
15004 (U) Commercial Diving Personnel 135
15005 (U) Commercial Diving Operations 135
15006 (U) Scuba Diving Operations 136
15007 (U) Surface Supplied Air Operations 136
15008 (U) Commercial Diving Equipment 137
16000 (U) MSFF – Response and Operational Considerations 138
16001 (U) Introduction 139
16002 (U) Overview of San Francisco Bay and Inland Waterways 139
16003 (U) Emergency Response Sequence for MSFF 143
16004 (U) Emergency Notification Protocols for MSFF Marine Casualties 144
16005 (U) Command Post Considerations 144
16006 (U) Early Incident Phases of MSFF Emergency Response 145
16007 (U) Potential Threats during MSFF Operations 147
16008 (U) Marine Salvage Response Priorities and Considerations 147
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16009 (U) Types of Marine Casualties 150
16010 (U) Marine Salvage Response Considerations 151
16011 (U) Marine Salvage Operational Considerations 154
16012 (U) Marine Salvage – Rapid Salvage Response Survey 157
16013 (U) Marine Firefighting Operational Priorities and Considerations 161
16014 (U) Selecting Locations to Conduct Marine Firefighting Operations 162
16015 (U) Marine Firefighting Response and Operational and Considerations 166
17001 (U) Marine Salvage – Salvors (Private Industry) 168
17002 (U) Marine Salvage – Salvors (Federal Government) 170
17003 (U) Marine Construction and Marine Salvage Support (Private Industry) 172
17004 (U) Marine Salvage – Tugboats and Barges 178
17005 (U) Marine Firefighting (Agency) 183
17006 (U) Marine Firefighting (Private Industry) [USCG – Approved Providers] 186
17008 (U) Hazardous Material (HazMat) Spills / Releases 188
18000 (U) References, Acronyms, and Definitions 189
18001 (U) References / Guidance supporting the MSRP 190
18002 (U) Acronyms 191
18003 (U) Definitions 194
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Section 1000
Table of Contents
1100 (U) Purpose 02
1300 (U) Discussion 04
1400 (U) Pre-Incident Impact, Conditions, Procedures, and Preparedness 05
1500 (U) Situation 07
1600 (U) Guidance to Assess Salvage Response Needs 09
1700 (U) Notional Salvage Response Framework: Overview 10
1800 (U) Notional Salvage Response Framework: Organization Chart 12
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1000 (U) Introduction to the Marine Salvage Response Plan
(U) USCG – Sector San Francisco’s Marine Salvage Response Plan (MSRP) provides a
framework for Marine Salvage “All-Hazards” Response Planning, coordination and
support during the short-term recovery phase of incident management following a TSI.
The SRP applies to vessels, wrecks, obstructions, and marine debris that are a physical
impediment to the port navigation system within the waterway and are thereby impeding
the flow of maritime commerce.
1100 (U) Purpose

a. (U) U.S. Coast Guard – Sector San Francisco’s Marine Salvage Response Plan
(MSRP) is a stand-alone plan, however, the plan also serves as an appendixes of both
the Area Maritime Security Plan (Section 10200) and the Area Contingency Plan
(Section 8000). The purpose of the MSPR is to coordinates post-maritime TSI
salvage to reopen the port as required by the Security and Accountability for Every
Port Act (SAFE Port Act) of 2006.
(U) This plan provides guidance to the Captain of the Port (COTP) on the preparation
and maintenance of the MSRP. The objective of the MSRP is to ensure that
navigable waterways are cleared of wrecks, obstructions and similar impediments to
maritime transportation in order to support the reestablishment of basic U.S. Marine
Transportation System (MTS) functionality and flow of maritime commerce after a
TSI. The SRP content is designed to be compatible with all forms of transportation
disruptions, consistent with the guidance contained within AMSPs to deter and
mitigate the effects of a TSI. The SRP should be used to guide planning in those
cases in which optimization of salvage resources across multiple salvage needs is
appropriate.
b. (U) The MSRP helps coordinate the application of salvage response where necessary
during the short-term recovery phase after a TSI or other transportation disruption to
ensure that waterways are cleared sufficiently to restore the flow of commerce
through the MTS quickly in accordance with the objectives contained in the National
Response Framework (NRF), DHS Strategy to Enhance Supply Chain Security, and
AMSPs. The MSRP is also used to coordinate TSI-related salvage response with
salvage activities conducted in support of Area Contingency Plans. The MSRP
assists with the implementation of an orderly transition to the long-term recovery
phase of salvage response as part of the process of restoring full functionality to
navigable waterways.
c. (U) The MSRP anticipates the establishment of a Unified Command (UC) under the
National Incident Management System (NIMS) protocols and the use of a common
salvage response coordination framework for all forms of transportation disruptions.

1200 (U) Background

a. (U) To achieve the Marine Salvage Response Plan’s intent of restoring the
resumption of commerce in the Marine Transportation System (MTS), the Incident
Command / Unified Command (IC/UC) must ensure planning and operations are
aligned with the appropriate policy and funding mechanisms. Marine salvage may
encompass the formal definition of salvage (i.e., rescuing something of value from
peril) as well as wreck, obstruction and debris removal. Each activity may have
different authorities, funding sources, and levels of federal agency involvement. The
principal pathways for salvage authority and funding are summarized in the
subparagraphs below, and in other sections of this plan to include; Roles &
Responsibilities; Authority; Funding Considerations; and Salvage Response
Framework.
1. (U) Marine Salvage is typically conducted at the local level on a case-by-case

basis, and is normally the responsibility of vessel owners or operators,
underwriters, or the parties responsible for other obstructions to navigation.
2. (U) Salvage is a required element within Area Contingency Plans (ACP). Salvage
conducted under the auspices of the Oil Pollution Act of 1990 (OPA 90),
addresses the threat of pollution and does not necessarily result in removal of the
obstruction once the pollution threat has been resolved. Although specific
salvage-related activities vary between ACPs, a generic Federal-On-Scene-
Coordinator’s (FOSC) job aid can be found at
http://www.uscg.mil/hq/nsfweb/docs/FOSCGuidev07.pdf.
3. (U) When there is a non-pollution event in which a vessel or other obstruction is

creating a hazard to navigation within federally defined navigable waters, the U.S.
Army Corps of Engineers (USACE) serves as the Lead Federal Agency for
ensuring either removal of the obstruction from (or immediately adjacent to) the
federal channel by the owner, operator, or lessee, or by effecting removal using
hired labor forces or a contractor. In the latter case, USACE then seeks
reimbursement from the identified owner, operator, or lessee for justified and
documented removal expenditures. The Coast Guard and USACE cooperate in
the removal of hazards to navigation in accordance with the provisions of
Memorandum of Agreement between the Department of the Army and U.S. Coast
Guard (signed in October 2005).
4. (U) The NRF uses a construct of Emergency Support Functions (ESFs) to provide
pathways for coordinating Federal Emergency Management Agency (FEMA)
Mission Assignments (MAs) for nationally-declared disasters that fall under the
provisions of the Stafford Act (such as debris removal following a hurricane
making landfall). FEMA MAs involving salvage support are coordinated through
ESF 1, ESF 3, and ESF 10.
(a) (U) The scope of authority and funding found in the Stafford Act does not

extend to all potential salvage needs. Funding authorized by the Stafford Act
is only accessible when there has been a Presidential Disaster Declaration.
Note that even then, funding availability is limited by jurisdictional authorities
to salvage. ESF-3 recovery activities are only authorized for those vessels
within federally maintained channels as prescribed by Rivers & Harbors Act.
FWPCA does not make allowances for vessel salvage and removal under
ESF-10.
(b) (U) The events associated with Hurricanes Katrina and Rita in 2005
demonstrated that preparations and coordination of salvage response activities
were not fully developed for large-scale incidents. Subsequently, pre-scripted
FEMA MAs related to salvage were developed and included in ESF 1, ESF 3,
and ESF 10.
5. (U) Unusual incidents have resulted in the use of alternative authorities and
funding to support salvage operations, including the use of highway funds, special
authorizations and appropriations by Congress (e.g., special appropriation for
salvage and other recovery activities following the Interstate 35 Highway Bridge
collapse over the Mississippi River). In unusual situations, COTPs/FMSCs
should seek program and legal guidance from Coast Guard Headquarters via the
chain of command.
6. (U) The National Disaster Recovery Framework (NDRF) provides guidance for
long term recovery support to states, tribes, territories, and local jurisdictions
adversely impacted by disasters. It provides a flexible structure that enables
disaster recovery managers to operate in a unified and collaborative manner. It
also focuses on how to restore, redevelop and revitalize the health, social,
economic, natural and environmental fabric of the community, and building a
more resilient nation through the use of Recovery Support Functions (RSFs).
The SAFE Port Act of 2006 requires that each AMSP include a MSRP.
1300 (U) Discussion

a. (U) The SRP provides a coordination and procedural framework for access to existing
marine salvage authorities and resources. It identifies and relies on existing
authorities and funding mechanisms of federal agencies and stakeholders with a
marine salvage or marine services nexus. The plan also supports the unity of effort
when marine salvage response is needed for resumption of trade, and to assist in
restoring basic functional capability of the MTS.
1. (U) The SRP identifies marine salvage equipment and resources that are normally
located within the COTP/FMSC Zone and which are capable of being used to
restore basic operational trade capacity of the MTS. The plan also addresses
national salvage capabilities.

2. (U) The SRP identifies the role of the AMSC in providing support for pre-
incident preparedness and post-incident prioritization and planning of salvage
activities.
b. Concept of Salvage Response.
1. (U) The SRP includes the COTP/FMSC, AMSC and AMS process, beginning
with preparedness planning up to the point at which incident-specific planning
and operations are initiated to address physical impediments to navigation in the
waterway.
2. (U) Upon establishment of a UC/IC, the SRP becomes a supporting plan for
salvage response and recovery managed by the UC/IC’s Planning Section,
supported by the MTSRU as appropriate, and by a salvage response/marine
services management team, if established. It will be used to provide coordination
links to marine salvage resources.
3. (U) All salvage response and marine services operations will be conducted by
individual organizations consistent with their jurisdiction, authorities, funding
sources, and capabilities, and through the UC/IC when implemented.
4. (U) Salvage and marine services issues beyond the scope of the SRP will be
referred to the UC/IC for consideration, as appropriate.
1400 (U) Pre-Incident Impact, Conditions, Procedures, and Preparedness
1401 Pre-Incident IMPACT

(U) The following plausible notional impacts are anticipated as a consequence of a TSI
for which salvage response becomes necessary.
a. (U) Commercial navigation within a waterway is significantly or totally obstructed, or

is threatened by effects or potential effects of other obstructions in navigable waters
(e.g. unstable debris field, obstructions causing adverse alterations of water flow or
level, etc.).
b. (U) MARSEC levels and associated security measures are increased as necessary to
counter continuing or secondary threats.
c. (U) Localized inter-modal, labor, supply chain, and economic effects will build
relative to the severity of the transportation disruption.
d. (U) Secondary inter-modal, supply chain and economic effects will vary, but will
progressively increase toward levels of regional or national significance, depending
on the overall circumstances of the incident.
e. (U) Other areas that could have a potentially impact within Sector San Francisco’s

COPT’s zone have been identified as; crude bulk petroleum transfer facilities and
bulk anhydrous ammonia facilities, which transfer to and from large tank vessels that
are at the greatest risk of health, fire and explosion. Thus forth, special concerns must
be addressed during emergency response / salvage operations at these types of
facilities. For additional information of port / bulk transfer listings within the COPT’s
AOR, see “Area Maritime Security Plan”.
1402 Pre-Incident CONDITIONS

(U) USCG – Sector San Francisco’s COTP is charged with enforcing within their
respective areas port safety and security and marine environmental protection regulations,
including regulations for the protection and security of vessels, harbors, and waterfront
facilities; anchorages; security zones; safety zones; regulated navigation areas; deepwater
ports; water pollution; and ports and waterways safety.
(U) The following pre-incident preparations and actions will be implemented to support
salvage response planning and activities during incident management.
1. (U) Identify coordinating procedures for obtaining salvage subject matter expertise
and information. Coordinate salvage Subject Matter Expert (SME), information, and
staffing support needs with existing bodies including Area Committees, Harbor
Safety Committees, Port Readiness Committees (PRC), and AMSCs.
2. (U) Establish location of salvage response “planning functions” for incident

management. The salvage response planning functions may be assigned to a
Maritime Transportation System Recovery Unit (MTSRU) or, if an MTSRU is not
implemented, placed within the Planning Section within a Unified Command
structure as appropriate.
3. (U) Develop and populate salvage-specific Essential Elements of Information (EEI) in

order to provide baseline salvage response information needed to initiate salvage
planning during incident management. At a minimum, the EEI shall include the
salvage capability information required by Reference (b). The EEI should identify
infrastructure at potential choke points for maritime traffic (e.g. bridges, pipeline
crossings), their owners and operators, and associated contact information. They
should also support EEI requirements of Reference (h).
4. (U) Identify communications systems and capabilities that are available to coordinate
salvage response planning operations, to include the Coast Guard’s HOMEPORT
portal, video/teleconference capabilities, advisory group meetings, and other methods
as appropriate.
5. (U) Identify procedural framework for prioritizing salvage, wreck and debris removal
in consultation with existing advisory bodies including Area Committees, AMSCs,
PRCs, and Harbor Safety Committees.

1403 Pre-Incident PROCEDURES and PREPAREDNESS
a. (U) Sector San Francisco shall identify and coordinate procedures for obtaining
salvage Subject Matter Expertise (SME) and obtaining information. The SME will
coordinate marine salvage information to include readily available marine salvage
assets, personnel / staffing support needs and new technologies with existing bodies
to include, but not limited to; Area Committees, Harbor Safety Committees, Area
Maritime Security Committee, federal, state and local agencies, and private
organizations.
Note: USCG - Sector San Francisco’s “Security Specialist (Port/Recovery)” is the
marine salvage SME designee.
(Further guidance listed in Section 3202 “SME roles and responsibilities”)
b. (U) Sector San Francisco has established location of Salvage Response planning
functions for incident management. The Salvage Response planning functions shall
be assigned to Sector San Francisco’s “Maritime Transportation System Recovery
Unit”
c. (U) Sector San Francisco has develop and populate salvage-specific Essential
Elements of Information (EEIs) in order to provide baseline salvage response
information needed to initiate salvage planning during incident management. EEIs
will, at a minimum, include the salvage capability information required by reference
(b). EEIs should identify potential choke points (e.g. bridges, pipeline crossings) and
owners and operators with points of contact and call-up numbers.
d. (U) Sector San Francisco has identified coordination and communications systems
and capabilities that are available for salvage response planning.
e. (U) Coordination, and operations, including use of the Coast Guard’s HOMEPORT
portal, conference calls, advisory group meetings, and other methods as appropriate.
f. (U) Sector San Francisco has identified procedural framework for prioritizing
salvage, wreck and debris removal in consultation with existing advisory bodies
including Area Committees, AMSCs, and Harbor Safety Committees.
g. Describe procedures for facilitating salvage response.
1500 (U) Situation

(U) This plan provides a framework (see section 1500) for planning and coordinating the
post-Transportation Security Incident (TSI) salvage response activities needed to
facilitate the recovery of the Marine Transportation System (MTS). As described by
Reference (a), and in accordance with References (b) and (c), this plan supports the
clearing of port waterways to enable the resumption of maritime commerce in USCG –
Sector San Francisco’s Captain of the Port’s Area of Responsibility. These references do

not create new authorities or funding sources, and this plan was developed within the
constraints of existing laws and policies.
(Further guidance listed in Section 1700 & 1800 “Salvage Response Framework”)
a. (U) Pursuant to References (b) and (c), this plan identifies and relies on existing
authorities, procedures, policies, funding mechanisms, and sources of technical
expertise and salvage resources for incident management activities and operations
needed to coordinate resumption of maritime commerce following a TSI or threat of a
TSI during the short-term recovery phase of incident management. The MSRP also
serves as an appendixes to both the Area Maritime Security Plan and Area
Contingency Plan.
b. (U) This plan aligns with and supports Reference (e) and Emergency Support
Function (ESF) 1 (Transportation), ESF 3 (Public Works and Engineering), and ESF
10 (Oil and Hazardous Substances) with regard to salvage response activities.
c. (U) This plan serves concurrently as a salvage response framework in support of

Reference (f) and it incorporates relevant information from Reference (g) for
response to oil spills or hazardous materials releases resulting from a TSI.
d. (U) This plan anticipates the establishment of a Unified Command (UC) under the
National Incident Management System (NIMS) protocols, and the use of a common
salvage response coordination framework for all forms of transportation disruptions.
This plan may be adapted and used for other transportation disruptions, consistent
with the overarching responsibilities of the AMSP, to deter and mitigate the effects of
a TSI.
e. (U) This plan incorporates guidance concerning coordination between the AMSC and
other advisory bodies (e.g., Area Committee for response to oil spills and hazardous
materials releases affecting the marine environment) regarding salvage preparedness,
response priorities, and other post-incident aspects of response to inform development
of the UC’s Incident Action Plan (IAP).

1600 (U) Guidance to Assess Salvage Response Needs
1. General
(U) This section provides general guidance for determining what is needed for
response in particular salvage situations. The authorities and responsibility for a given
situation will be largely determined by answers to the following questions.
2. Incident Specific Planning

(U) The Incident –specific salvage response plan(s) should, at a minimum, address
the following concerns:
• What: Identify whether the object of the salvage is a vessel, debris, structure, or
other. Identify the type of vessel/structure, whether there is dangerous cargo
involved (e.g., CDCs, CBRNE, etc.), and the severity of the consequences of a
discharge, explosion, etc.
• Where: Identify the location, whether there is an impact on a federally maintained

navigable channel, whether a hazard to navigation exists, whether the hazard
causes a significant disruption to the MTS, and whether the salvage operation
itself could cause a disruption of the MTS.
• When: Several factors influence the timing and phasing of the salvage response,
including; whether a Stafford Act declaration is in effect for the incident (affects
funding), whether investigative bodies (e.g., NTSB, FBI/JTTF, state/ local
agencies) require access to the scene (which would drive requirements for
identifying, collecting, and preserving evidence, etc.).
• How: The nature of the incident (e.g., structural collapse, explosion,

collision/allision), possibilities of secondary hazards (e.g., explosions), weather,
and other factors that may influence the timing and methods of response should
be addressed in the plan.
• Who: Identification of the Responsible Party of the vessel/cargo/structure that

became a hazard, and whether a salvor or other interested party is attempting to
salvage the property. Identification of the Responsible Party is usually required
as part of the process of determining the responsibility for conducting/funding of
salvage operations, and determining whether unknown hazards to salvage
operations exist.
• Why: An understanding of the reason(s) that the event occurred (e.g., terrorist
attack or other), which can influence the timing and methods of salvage response,
highlight the risk to salvors/responders (e.g., whether other explosive devices or
chemical could present a hazard to salvage personnel), the need to collaborate
with other agencies and organizations in the response (e.g., to collect and preserve
evidence), etc.

1700 (U) Notional Salvage Response Framework (SRP): Overview
1. General
(U) This SRP provides a framework for salvage response planning, coordination and
support during the short-term recovery phase of incident management following a
TSI. The SRP applies to vessels, wrecks, obstructions, and marine debris that are a
physical impediment to the port navigation system within the waterway and are
thereby impeding the flow of maritime commerce. Each situation is different, and
may or may not fall within the scope of this section. Further, each salvage response is
unique and requires flexibility and good communication between all participants to
ensure success
2. Framework
(U) The narrative immediately below explains the diagram depicting salvage planning
and response decision-making on the following page.
a. (U) Any salvage response will be characterized by the type of incident that
requires it. The framework assumes that ICS will be implemented for incident
management as indicated in the diagram, and that salvage response needed to
ensure that waterways can support maritime commerce is a post-incident activity
after initial responses to the incident (e.g., SAR) have been completed. Salvage
response operations for planning purposes are considered an element of the short-
term recovery phase (3-90 days post-incident).
b. (U) The following progression provides an orderly approach to salvage planning:
1. Step 1
Perform an assessment to determine what occurred and what is needed (if
anything) in terms of a salvage response.
2. Step 2
Primary responsibility for salvage response belongs to the Responsible Party
(RP), and their insurance underwriters (if any). Determine if there is a RP or
not, and whether or not the RP is capable of performing the necessary salvage
response within an acceptable period, as determined by applicable rules and
regulations. If so, then determine oversight responsibility within the IC/UC
established in response to the incident, and coordinate oversight and support
as may be appropriate, consistent with applicable jurisdiction and authority. If
the RP is not capable of or willing to perform salvage as required, or there is
no RP, then proceed to Step 3.
3. Step 3
Determine the appropriate combination of authority and funding sources that
are available to perform essential salvage response. Determine federal

lead and supporting roles, the appropriate mix of roles and responsibilities
when multiple authorities and funding streams are needed to conduct the
salvage operation, and the necessary coordination/transition mechanisms to be
used during the operation. Once authority and funding are identified, a
salvage plan specific to the incident should be developed. The incident-
specific salvage plan should be prepared by technical specialists with the
subject matter expertise necessary to conduct site-specific salvage assessments
and to develop and implement procedures to resolve the obstruction(s) to
navigation.
4. Step 4
Arrange for salvage support directly from government sources if appropriate
(e.g. for salvage of assets owned by federal agencies), for contracting of
commercial salvors, or if appropriate other marine service providers (e.g., for
removal of marine debris other operations when marine salvage protocols are
not applicable).
5. Step 5
The salvor will mobilize salvage response operations and conduct necessary
salvage operations. The UC’s technical specialists will provide oversight of
RP salvage activity or manage salvage operations as appropriate to the
situation.
6. Step 6
Plan and conduct documentation activities to provide a record of salvage
response, and to track and monitor costs incurred by the federal government.
Periodic reporting will be required to keep the UC posted on developments,
and will follow the reporting schedule and protocols established for the
incident.

1800 (U) Notional Salvage Response Framework: Organization Chart
Incident (1)
ICS
Starts here!
Salvage Response Plan (2,3,4,5)
(Short-Term Recovery)
Assessment
Responsible No Responsible
Party(6) Party
Other Oil & HAZMAT FEMA MAs

Authorities & OSLTF/CERCLA Stafford Act
Funding
ESF 10 Various ESFs
Wrecks
Collapsed bridges
Other obstructions
Incident Action Plan

Owner Salvage Response Elements
Insurer
USACE/ESF 3 Incident -Specific Salvage Plan
DOT/ESF 1
DHS/USCG
States (e.g., highways) Salvage Contracting
Congressional Action
Grants (e.g., marine debris)
EPA Salvage Operations
NOAA
Documentation & Reporting
Notes:
1. Transportation Security Incident/other Transportation Disruption (e.g., manmade event, natural disaster).
2. Supporting plan to MTS Recovery during short-term recovery phase.
3. Relies on existing authorities & funding.
4. Applies to removal of obstructions to navigation from federally defined navigable waters…. “To ensure that the
waterways are cleared and the flow of commerce through the United States ports is reestablished as efficiently
and quickly as possible after a maritime transportation security incident ..” per the SAFE Port Act.
5. Will be structured for all-hazard and all transportation disruption compatibility.
6. For the purpose of this notional diagram, Responsible Party includes the responsible party as defined by the Oil
Pollution Act of 1990; the identified owner, operator, or lessee of a sunken or grounded vessel or wreck; and, the
owner, operator or lessee of other obstructions in the waterway such as structures, train cars, and vehicles.

Section 2000
Table of Contents
2100 (U) Overview of AOR 14
2200 (U) AOR – North Coast 16
2300 (U) AOR – San Francisco Bay and Inland Delta Waterways 17
2400 (U) AOR – Central Coast 18

2100 (U) Overview of AOR
1. Introduction
(U) The land, waters, and air space of USCG – Sector San Francisco: Captain of the
Port’s Area of Responsibility is defined in 33 Code of Federal Regulations (CFR)
• 33 CFR, Part 103
• 33 CFR 3.55-20
• 33 CFR 126.01
(U) The following information is in conjunction with Sector San Francisco’s Area
Contingency Plan (ACP) with focus of addressing jurisdiction boundaries for
pollution events associated with marine salvage operations relevant to vessels,
wrecks, obstructions, and marine debris that are a physical impediment to the port
navigation system within the federal navigable waterways impeding the flow of
maritime commerce.
For additional AOR information pursuant to Guidance and Maps, refer to USCG –
Sector San Francisco’s ACP, Section: Volume I
Web-Link: https://www.dfg.ca.gov/ospr/san_francisco_plan.aspx
2. Area of Responsibility
(U) USCG – Sector San Francisco’s Captain of the Port (COTP) Area of
Responsibility (AOR) is specified in 33 CFR 3.55-20 and comprises the land masses
and waters of California north of San Luis Obispo, Kern and San Bernardino
Counties; Utah, except for Washington, Kane, San Juan, and Garfield Counties; and
Nevada except for Clark County. Under the Oil Pollution Act of 1990, Federal
removal authority was extended to include the waters of the exclusive economic zone
established by Presidential Proclamation Number 5030 dated March 10, 1983.
(See map in Section 2101)
(U) The purpose of this section is to describe the USCG/EPA boundaries between
coastal and inland zones for the purpose of providing On-Scene Coordinators in
Region IX-Mainland.
(U) USCG – Sector San Francisco shall provide an On-Scene Coordinator (OSC) for
the coastal zone and the EPA for the inland zone. In California, the dividing line
between the coastal and inland zone generally follows the coastline and includes
bays, rivers, estuaries, and inlets as far inland as the demarcation line. These
boundaries recognize the Coast Guard’s primary responsibility over discharges and
releases in navigable waters from vessels and waterfront facilities as defined in 33
CFR 126.01 and EPA’s primary responsibility for discharges and releases that occur
on land.

(U) Previously the lines represented the boundary lines between the coastal and
inland zones; i.e., all land and water seaward of the line was the coastal zone (CG
jurisdiction) and all land and water inland of the line were the inland zone (EPA
jurisdiction). Since the boundary lines divided local jurisdictions, confusion often
existed as to which agency would provide the OSC and also resulted in inconsistent
federal responses. For example, a railcar could have a release on one side of a
highway and the EPA would be the OSC. The next day, two hundred yards on the
other side of the highway, another release could occur from a railcar and the CG
would be the OSC. This situation could certainly confuse local responders, as well as
planners. Again, this change is designed to give the CG primary responsibility for
discharges and releases that occur on the water or “designated waterfront facilities”
and give EPA the primary responsibility for discharges and releases that occur on
land. Although the descriptions of the lines are essentially the same, they now have
different significance. The lines are now called “demarcation lines” and mark the
inland extent of the coastal zone regarding bays, rivers, inlets, etc. In other words, the
coastal zone consists of coastal waters and internal waters as far inland as the
demarcation line. The coastal zone no longer includes the land seaward of the
demarcation lines; only the water.
(U) As a general rule, the location of the source of the discharge will be the
determining factor of which agency provides the OSC. When the discharge or release
occurs and remains within one agency’s boundary, it is clear which agency will
provide the OSC. In these cases, when requested by the other agency, each agency
will provide support, within the limits of their resources, to the other’s OSC. When a
spill occurs in one zone and flows, or threatens to flow, into another, a question can
arise as to which agency will provide the OSC. This scenario is likely in the near
coastal area when a spill occurs on land (EPA jurisdiction) and flows or migrates
through storm drains or ditches into the water seaward of the demarcation line
(USCG jurisdiction). There are two possibilities in this case:
1. (U) The EPA provides the OSC and the CG assists the EPA with waterside clean-
up operations. This was the case in the Francis Plating Fire release in which EPA
was the OSC and CG coordinated waterside cleanup operations.
2. (U) By mutual agreement, the CG would provide the OSC. This was the case in
the Shell Martinez spill where the source of the spill was in the EPA zone, but,
because the majority of impact and response was in the coastal zone, it was
agreed that the CG should provide the OSC. Good communications and
coordination between EPA and CG OSCs are vital to an effective federal
response. The EPA provides the OSC for the entire States of Nevada and Arizona.
(U) USCG – Sector San Francisco COTP Area of Responsibility has been further
divided into three planning segments to include:
1. North Coast listed as ACP 1 (See Section 2200)
2. San Francisco Bay and Inland Delta Waterways listed as ACP 2 (See Section 2300)
3. Central Coast listed as ACP 3 (See Section 2400)

2101 (U) MAP: USCG – Sector San Francisco’s Area of Responsibility (AOR)
2200 (U) AOR – North Coast

(U) The North Coast Area extends from the Oregon/California border south to the
Mendocino County/Sonoma County line and includes the counties of Del Norte,
Humboldt and Mendocino.

(U) The northern offshore boundary extends from the California/Oregon border along the
42-00’00" N latitude to the offshore extent of the Exclusive Economic Zone.
(U) The southern offshore boundary extends from the Mendocino County/Sonoma
County border along the 38-46’07" N latitude to the offshore extent of the Exclusive
Economic Zone.
(U) The CG/EPA demarcation line runs from the intersection of Highway 1 and the
Sonoma County/ Mendocino County line north along Highway 1 to Usal Road near
Rockport; north on Usal Road to Chemise Mountain Road; north on Chemise Mountain
Road to Shelter Cove Road; west on Shelter Cove Road; north on Kings Peak Road to
Wilder Ridge Road; north on Wilder Ridge Road to Mattole Road; north and west on
Mattole to Highway 1 at Ferndale; north on Highway 1 to Highway 101 at Fernbridge;
north on Highway 101 to Front Street; west on Front Street to A Street; north on A
Street to Sixth Street; west on Sixth to Pebble Beach Drive; north on Pebble Beach
Drive to Washington Blvd.; east on Washington to Lake Earl Drive; north on Lake Earl
Drive to Highway 101; north on Highway 101 to the California-Oregon border.
2300 (U) AOR – San Francisco Bay and Inland Delta Waterways
(U) The San Francisco Bay and Delta Area extends from the Mendocino
County/Sonoma County line south to the San Mateo County/Santa Cruz County line
and includes all counties on San Francisco Bay and its tributaries. These counties
include: San Francisco, Marin, Napa, Contra Costa, Alameda, Santa Clara, San Mateo,
Yolo, San Joaquin, Solano and Sacramento.
(U) The northern offshore boundary extends from the Mendocino County/Sonoma
Economic Zone.
(U) The southern offshore boundary extends from the San Mateo County/Santa Cruz
Economic Zone.
(U) The CG/EPA demarcation line runs from the San Mateo County/Santa Cruz County
border north along Highway 1 to Hwy 35 near San Francisco; west on Hwy 35 to the
Great Hwy; north on the Great Hwy to the intersection with Point Lobos Avenue; Point
Lobos Avenue east to Geary Blvd.; Geary Blvd. east to Laguna Street; Laguna Street
south to Bay street; Bay Street east to intersection with State Belt railroad tracks; State
Belt railroad tracks south along the Embarcadero to Third Street; Third Street south to
Hwy 101; Hwy 101 south to Hwy 237; Hwy 237 east to intersection with Southern
Pacific railroad tracks; Southern Pacific railroad tracks north to intersection with Hwy
880 (approximately 1/2 mile south of 98th Avenue exit); Hwy 880 north to intersection
with Southern Pacific Railroad tracks near Albany; Southern Pacific railroad tracks north
and east until intersection with Hwy 4 (approximately 2 mile east of Antioch); Hwy 4
east to I-5 at Stockton; I-5 north to Hwy 80; Hwy 80 west to Hwy 113; Hwy 113 south to

Hwy 12; Hwy 12 west to Hwy 80; Hwy 80 west to Hwy 680; Hwy 680 south to Hwy
780; Hwy 780 west to Hwy 80; Hwy 80 west to Hwy 29; Hwy 29 north to Hwy 37;
Hwy 37 west to Hwy 101 near Ignacio; Hwy 101 south to Hwy 1 at Marin City; Hwy 1
north to Gualala.
2400 (U) AOR – Central Coast

(U) The Central Coast Area extends from San Mateo County/Santa Cruz County
border south to Monterey County/San Luis Obispo County border and includes Santa
Cruz County and Monterey County.
(U) The northern offshore boundary extends from San Mateo County/Santa Cruz
Economic Zone.
(U) The southern offshore boundary is a line extending 270 T from the Monterey
County/San Luis Obispo County border to the offshore extent of the Exclusive
Economic Zone.
(U) The CG/EPA demarcation line runs north along Hwy 1 from the Monterey
County/San Luis Obispo County border to the northern border of Santa Cruz County.

Section 3000
Table of Contents
3100 (U) U.S Coast Guard and MSFF operation 20
3200 (U) U.S. Coast Guard – Sector San Francisco 23
3300 (U) Federal Government Agencies 27
3400 (U) Federal Government Agencies – Special Circumstances 35
3500 (U) State and Local Government Agencies 37
3600 (U) Private Industry 42

3000 (U) Roles, Responsibilities, and Authority
(U) This section provides additional detail about major federal organizations participating
in Marine Salvage Response related activities.
3100 (U) United States Coast Guard (USCG)

(U) Roles and responsibilities for salvage response will depend upon the circumstances of
the incident
Primary Responsibility
a. (U) If the USACE and the Coast Guard jointly determine that a sunken or grounded
vessel or wreck is a hazard to navigation, it must be removed as expeditiously as
possible by the Responsible Party.
b. (U) Normally, primary responsibility for taking or arranging action to resolve an

obstruction or other impediment to navigation is the identified Responsible Party of a
sunken or grounded vessel or wreck; or, the Responsible Party of other obstructions
in the waterway such as structures, train cars, and vehicles. Where a discharge of oil,
hazardous substance release or threat thereof is involved, primary responsibility
belongs to the Responsible Party as defined by the Oil Pollution Act of 1990.
c. (U) U.S. Coast Guard works closely with the US Army Corps of Engineers (USACE)
to ensure a coordinated approach to maintaining safety and the functionality of the
port navigation system in U.S. ports and waterways. The Coast Guard serves as the
federal government’s lead agency for responding to threatened or actual pollution
incidents in the coastal zone. The Coast Guard is one of two primary agencies for
ESF 10 (Oil & Hazardous Substance Response), which includes mission-specific
salvage response. The Coast Guard, upon the request of FEMA, may provide
management and contract administration for certain MAs under the authority and
funding in accordance with Reference (j). The COTP, as FMSC, is responsible for
maintaining and implementing this SRP. Immediately upon discovery of an
obstructing vessel or object, the Coast Guard has responsibilities for marking and
notification as required by References (k), (l), (m) and (n). Coast Guard authority for
vessel removal/destruction when no Responsible Party can be identified is described
in COMDTINST 16465.5 (series), and COMDTINST M16465.43 (series).
3101 General Safety Regulations pursuant to Marine Salvage “All-Hazards” planning
Marine Salvage: Refer to Section 7200, 7205, 12000, and 15000
3102 USCG – Marine Safety Center (MSC) and Salvage Engineering Response Team
a. (U) The MSC is an engineering technical office located in Washington, D.C. The

MSC works directly with the marine industry, Coast Guard Headquarters staffs, and
Coast Guard field units in the evaluation and approval of commercial vessel designs,
development of safety standards and policies, and oversight of delegated third parties
in support of the Coast Guard's marine safety and environmental protection programs.
b. (U) The MSC created the Salvage Engineering Response Team (SERT) in 1990 to
support Coast Guard efforts with several major marine casualties. Team membership
is a voluntary collateral duty for a small number of staff engineers. SERT members
are naval architects trained to conduct technical analyses in the areas of vessel
stability and structural integrity. The SERT can assist with marine casualties
involving vessel groundings, collisions, fires, and similar emergencies. For example,
the SERT’s salvage engineers can provide force-to-free estimates in cases of
commercial vessel groundings, review damage stability and/or structural calculations
submitted by a commercial salvage company, and assist the COTP with the review of
a salvage plan.
c. (U) Additional Information. Visit the Marine Safety Center page on the HOMEPORT
website, or call (202) 475-3401. To contact the SERT, fill out a Rapid Salvage
Survey form found on the MSC’s HOMEPORT web site. Email the completed form
to the SERT at SERT.Duty@uscg.mil, and follow-up with a phone call to the SERT
• Duty Officer at (202) 327-3985 (cell).
3103 USCG – Dive Force Management
a. (U) The USCG Dive Force Manager manages and allocates diving forces for all
operational diving (LANT and PAC). The position resides within PACAREA
(PAC-37DF) and current contact information is:
• Phone: (510) 437-3659 or E-mail: joan.e.hunter@uscg.mil
b. (U) USCG Regional Dive Lockers (RDL) have a core requirement to support Sector
Commanders / Captains of the Ports (COTP). This support includes diving activities
as well as subject matter expert (SME) support.
c. (U) USCG divers may assist the Sector Commander / COTP in the below listed areas:
 SME support for marine accident investigations involving diving,
 SME support for commercial/military diving operations,
 Dive team to search for/recover evidence,
 Dive team to document (photo/video) wreckage resulting from marine accidents,
 Light salvage (less than 10 tons), and
 Assistance with pier/waterside facilities damage assessments (inspection,

documentation, etc).

USCG – National Strike Force (NSF)
a. (U) National Strike Force (NSF) assistance. Coast Guard Sector Commander/COTPs
should call the Coast Guard Strike Team in their AOR or the National Strike Force
Coordination Center (NSFCC) directly at:
• Phone: (919) 331-6000 or http://www.uscg.mil/hq/nsfweb/
b. (U) The NSF may able to assist the Sector Commander / Captain of the Port (COTP)
in the below listed areas. Current NSF doctrine and policy should be consulted for
available support and equipment:
 Perform site characterization, damage assessment, take samples and mitigate
release,
 Develop safety plan for salvage operations,
 Review commercial dive plans and monitor commercial dive operations,
 Develop/review salvage plan,
 Conduct vessel damage assessment,
 Develop transfer plan including termination plan, for use in final product
removal,
 Perform basic damage control,
 Monitor/conduct dewatering, de-ballasting, and lightering operations, and
 Assist in development/review of dewatering, de-ballasting, and lightering plans.
3104 USCG – Pacific Strike Team
a. (U) The Pacific Strike Team (PST) is a deployable element equipped and trained to
assist in all-hazards response operations, and can be contacted at:
• Phone: (415) 883-3311
b. (U) The PST has personnel on standby to respond to incidents occurring worldwide
and can provide:
• Technical expertise,
• Supervisory assistance,
• Cost documentation,
• Deployment of salvage and pollution control equipment, and
• Training in pollution response techniques.
c. (U) In addition, the PST can provide the following equipment capabilities:
• Salvage Assessment Kit: Designed for determining fluid levels of watertight

compartments. The kit may also help distinguish separate fluid levels within a
tank or vessel such as water in petroleum products.
• Enhanced Viscous Oil Pumping System: Designed to be incorporated into, and
enhance an existing offloading pumping system. It is designed to be used when
the oil characteristics to be pumped create higher frictional hose resistance than
either the pump or the hose system can handle. An annular water injection
manifold design enables pumping system to be used as a standard pump, cold
water injected pump for viscous oils or hot water injected pump for extremely
viscous products up to 30,000 centistokes (cSt). For example, 200 cSt is about the
consistency of motor oil.
• Large Pumping System: The large pumping system is designed for lightering oil
tankers and cargo vessels. The pumps incorporated in the ready load
(submersible and non-submersible), are capable of pumping a wide range of
petroleum products, mild acids, corrosives, and water. The pumping system is
pre-staged on a trailer and palletized into four segments, ready for rapid
deployment by aircraft or tractor trailer.
3106 USCG – District Response Assist Team (DRAT)
(U) The USCG District Response Groups provide the FOSC with technical assistance,
personnel, and equipment. The DRAT comprises USCG personnel and equipment in the
district, and an advisory team which coordinates movement of USCG resources.
• Phone: (510) 437-3701
3200 (U) USCG – Sector San Francisco
3201 (U) Captain of the Port (COTP)
Area of Operations (AOO) – Authority
(U) The Captain of the Port (COTP) Sector San Francisco’s Zone for the Marine Salvage
and Firefighting Plans for addressing AOR’s is given authority in Section 102 of the
Maritime Transportation Security Act of 2002 (MTSA), P.L. 107-295, codified at 46
USC §§ 70101 –70117, mandates the development of a National Maritime Transportation
Security Plan, Area Maritime Security Plans, and Facility and Vessel Security Plans. The
Coast Guard is designated as the Primary Federal Agency (PFA) responsible for
implementation of the MTSA.
(U) The COTPs, acting as Federal Maritime Security Coordinators (FMSC), are
responsible for developing AMS Plans with advice from AMS Committees. This plan is
consistent with the National Marine Transportation Security Plan and the National
Transportation Maritime Security Plan.
(U) Per 33 CFR 1.01-30, Captains of the Port and their representatives enforce within

their respective areas port safety and security and marine environmental protection
regulations, including, without limitation, regulations for the protection and security of
vessels, harbors, and waterfront facilities; anchorages; security zones; safety zones;
regulated navigation areas; deep-water ports; water pollution; and ports and waterways
safety. Additional regulatory authority information can be referenced in the following:
• 33 CFR 6 (best defines COTP legal authority);
• 33 CFR 160 Part B/PWSA;
• 33 CDR 46 – Shipping; and
• 33 CFR 49 – Transportation.
Area of Jurisdiction
(U) The Captain of the Port (COTP) Sector San Francisco’s Zone for AOR Jurisdiction
Assets addressing waterways, waterfront facilities and offshore facilities can be found in
the Northern California Area Maritime Security Plan, sections; 1610, 1620 and 1630.
Legal Considerations and Authorities
(U) The legal authority and guidance governing the responsibilities contained in this plan
are as follows:
• Title 14 United States Code, Part I, Chapter 1, Section 2 – “The Coast Guard shall
enforce or assist in the enforcement of all applicable Federal laws on, under, and over
the high seas as waters subject to the jurisdiction of the United States”.
• Title 14 United States Code, Part I, Chapter 5, Section 5 – “The Coast Guard may
make inquiries, examinations, inspections, searches, seizures, and arrests upon the
high seas and waters over which the United States has jurisdiction, for the prevention,
detection, and suppression of violations of laws of the United States.
• The Ports and Waterways Safety Act, 33 USC 1221 through 1236, gives the Coast
Guard jurisdiction to control vessel or waterfront facility operations to prevent
intentional physical or environmental damage to any U.S. port, vessel, harbor and
waterfront facility from subversive or terrorist acts. This includes carrying out or
requiring additional harbor patrols, the establishment of security and safety zones,
and the development of contingency plans and procedures.
• 14 USC 89 is the basis for the Coast Guard’s general law enforcement authority.
Additionally, 14 USC 91 authorizes the Coast Guard to ensure the safety and security
of U.S. Naval vessels while in the navigable waters of the United States.
• The Magnuson Act, 50 USC 191, provides Coast Guard District Commanders and
Captains of the Port with broad authority in situations that may affect the safety and
security of vessels, harbors, ports, and waterfront facilities. Additionally, the Coast
Guard may be called upon to assist Federal, state and local agencies under existing
agreements or 14 USC 141.

• 33 CFR Subchapter H – Ports and Waterways Security
• 33 CFR Subchapter P – Ports and Waterways Safety
• Coast Guard guidance for vessel removal/destruction when no Responsible Party can
be identified is described in COMDTINST 16465.5 (series), and COMDTINST
M16465.43 (series)
(U) U.S. Coast Guard – Sector San Francisco can be contacted at:
• Main telephone line is (415) 399-3547 (San Francisco, CA)
• Web-site: n/a
3202 Marine Salvage – Subject Matter Expert’s Roles and Responsibilities
3202.1 Geographic Location
(U) United States Coast Guard – Sector San Francisco
3202.2 Title
(U) Marine Salvage – Subject Matter Expert (MS-SME)
3202.3 MS-SME Appointee
(U) U.S. Coast Guard: Port Security (Port/Recovery) Specialist
3202.4 Authority
(U) USCG – Sector San Francisco’s Marine Salvage – Subject Matter Expert represents
the COTP and is governed by his/her authority.
(Refer to Section 3100)
3202.5 MS-SME’s Responsibilities
(U) USCG – Sector San Francisco’s MS-SME is charged with serving in the capacity of
the Subject Mater Expert for Marine Salvage and Firefighting responsibilities during
both Pre-Event and Post-Event incident as listed in the following.
3202.6 MS-SME’s Pre-Event Responsibilities
(U) MS-SME’s job scope responsibilities on a daily basis entail the following
task, but not limited to:
 Sustain custodial oversight of Marine Salvage Response Plan,

 Coordinate meetings and exercises with representatives from Private Industry Port
Stakeholders, Federal, State, County, City government, and varies branches of the
Department of Defense to enhance contingency plans and emergency response
operational protocols relevant to Marine Salvage Response,
 Forge on-going ongoing cohesive working relationships with representatives from

the private sector and all levels of local, state, and federal government with intent of
establishing best practices methodologies to quickly mitigate Marine Salvage
Response protocols,
 Serve as the MS-SME for port-level development and implementation of USCG –

Sector San Francisco’s Marine Salvage Response policies and directives,
 Serve as MS-SME for Marine Salvage Response, and highly knowledgeable of the
water-side infrastructure, and marine salvage resources and capabilities within the
COTP’s AOR, and
 Conduct group meetings and/or individual (one-on-one) meeting with marine

salvage and firefighting organizations (private industry/government entities) to
discuss Marine Salvage and Firefighting planning strategies.
3202.7 MS-SME’s Post-Event Responsibilities
(U) MS-SME’s job scope responsibilities during an incident (post-event) involving

marine salvage response activities include the following task, but not limited to:
 Serve within USCG – Sector San Francisco’s IC/UC as the MS-SME to assist with
coordinating arrangements for government and contracted site-specific planning,
technical, and operational services for marine salvage and firefighting activities,
 Assessment of support needed for Marine Salvage Response operations that may
have an effect and/or relate to MTS Recovery issues relevant to resumption of trade,
and
 Monitoring, documentation and preparation of reports for marine salvage response

and related activities.
(U) U.S. Coast Guard – Sector San Francisco’s MS-SME can be contacted at:
• E-mail: Jerry.L.Bynum@uscg.mil

3203 Vessel Traffic Service (VTS)
(U) VTS is located at Yerba Buena Island in San Francisco Bay. VTS San Francisco is
responsible for the safety of vessel movements along approximately 133 miles of
waterway from offshore to the ports of Stockton and Sacramento. On May 3, 1995federal
regulations went into effect establishing regulated navigation areas within the San
Francisco Bay Region. These regulations, developed with input from the Harbor Safety
Committee of the San Francisco Bay Region, were designed to improve navigation safety
by organizing traffic flow patterns; reducing meeting, crossing, and overtaking situations
in constricted channels; and by limiting vessel speeds.
(U) U.S. Coast Guard – Sector San Francisco can be contacted at:
3300 (U) Federal Government Agencies

(U) This section provides information about federal organizations supporting the USCG
and participating in Marine Salvage Response, and their roles, responsibilities, and
authorities. Consultation through the pertinent ICS structures and participating agencies
may be necessary to determine which authorities are applicable for the circumstances
associated with the incident.
3301 United States Army Corps of Engineers (USACE)
Roles and Responsibilities
a. (U) The USACE works with the COTP on a routine basis. The USACE has District
offices that are assigned to all major ports and Federal channel projects.
b. (U) USACE is the coordinating agency for emergency engineering support and
construction management of critical port infrastructures recovery USACE is made up
of military and civilian engineers, scientists and other specialists that work hand-in-
hand as leaders in engineering and environmental matters. The USACE workforce
consists of biologists, engineers, geologists, hydrologists, natural resource managers
and other professionals. USACE provides responsive engineering services to the
nation including; planning, designing, building and operating water resources and
other civil works projects (Navigation, Flood Control, Environmental Protection,
Disaster Response, etc.).
c. (U) Each District office will have capabilities in place as required for their specific
mission. Each District can provide the information about the following capabilities:
• Surveys,
• Emergency dredging,
• Contracts for vessel and obstruction removal, and

• Spill kits.
d. (U) Navigation Charts. The USACE publishes paper navigation charts and Inland
Electronic Navigation Charts (INEC) that contain information about structure and
utility crossings of navigable waterways. This information may be useful in
itemizing pertinent information about these structures and utilities in relation to
prospective salvage operations.
e. (U) Funding. For large-scale disasters, natural or man-made, some of the funding for
USACE activities including salvage response and debris removal operations is
typically provided through supplemental appropriations.
f. (U) Memorandum of Agreement (MOU) between USCG and USACE:

Memorandum of Agreement between the Department of the Army and U.S. Coast
Guard (October 1985). The MOA defines each agency’s respective authorities for the
marking and removal of sunken vessels and other obstructions to navigation. The
MOA provides procedures on coordination to determine whether an obstruction is a
hazard to navigation and procedures to determine the appropriate corrective actions to
be taken by both parties.
Authority
a. (U) USACE is authorized by Section 202 of Water Resources Development Act

(WRDA) of 1976 (Public Law 94-587) to develop projects for the collection and
removal of drift and debris from publicly maintained commercial boat harbors and
from land and water areas immediately adjacent thereto.
b. (U) The WRDA provides general authority for development of drift and debris
removal projects. The Department of the Army does not currently support
authorization of or budgeting for such projects.
c. (U) Specific and limited local programs for continuing debris collection and
disposal have been authorized by Congress for New York, Baltimore, and Norfolk
Harbors; Potomac and Anacostia Rivers in the Washington, D.C. Metropolitan area;
and San Francisco Harbor and Bay, California. These authorizations are on an
individual basis, and the work is carried out as authorized at each locality as a
separate, distinct project.
d. (U) Sections 15, 19, and 20 of the River and Harbor Act of 1899 (as amended)
authorize the USACE to remove sunken vessels or similar obstructions from
navigable waterways. A navigable waterway is one that has been authorized by
Congress and which the USACE operates and maintains for general (including
commercial and recreational) navigation.
e. (U) The Flood Control and Coastal Emergency Act (Public Law 84-99) authorizes

USACE to provide assistance for debris removal from flood control works (structures
designed and constructed to have appreciable and dependable effects in preventing
damage by irregular and unusual rises in water level). Applicants for assistance must
be an active participant in USACE’s Rehabilitation and Inspection Program (RIP)
prior to the flood event to be eligible for assistance.
f. (U) USACE, under the National Response Framework, is designated the lead
coordinator for ESF 3 (Public Works and Engineering). Under ESF 3, FEMA tasks
the USACE to perform debris removal operations at the request of a state. This can
include debris in the water outside the federally-maintained channel if FEMA
declares the situation to be eligible for assistance.
(U) U.S. Army Corps of Engineers (USACE) can be contacted at:

• Web-site: www.spd.usace.army.mil
www.usace.army.mil or www.englink.usace.army.mil
3302 U.S. Navy Director of Ocean Engineering, Supervisor of Salvage and Diving
(SUPSALV or NAVSEA OOC)
a. (U) SUPSALV’s mission, is to provide technical, operational, and emergency support

to the Navy, DoD, and other Federal agencies, in the ocean engineering disciplines of
marine salvage, pollution abatement, diving, diving system certification, and
underwater ship husbandry. SUPSALV regularly works with the Coast Guard SERT
to assist with Program of Ship Salvage Engineering (POSSE) consultations and
operational support.
b. (U) SUPSALV is the U.S. Government national resource for salvage and oil spill
response in part from operations in support of events such as the Exxon Valdez clean-
up and the F/V Ehime Maru recovery. SUPSALV is also the Navy Technical
Authority for Salvage and Diving, Diving Systems Safety Certification, and
Underwater Ship Husbandry.
g. (U) SUPSALV is a lean organization, leveraging response through contractor support

and using commercial assets through standing, open, and competitively bid salvage
contracts and while providing efficient on-site project management capabilities.
SUPSALV maintains the Emergency Ship Salvage Material (ESSM) System which is
a managed network of facilities and emergency response stockpiles pre-positioned to
support and augment capabilities in the areas of salvage, diving, pollution response,
and underwater ship husbandry. Various customers include the Navy fleet, NAVSEA
Program Executive Officers (PEO), NAVAIR, SPAWAR, DoD, USCG, NTSB,
NASA, NOAA, and the FBI, among others. SUPSALV is listed as a support agency
within the National Response Framework under ESF 3 and 10.

h. (U) Interagency Agreement (IAA) between the USCG and USN - SUPSALV
The IAA between the United States Navy and the United States Coast Guard for
Cooperation in Oil Spill Clean-Up Operations and Salvage Operations, 1980.
The IAA established procedures for requesting and providing assistance between the
two agencies and established reimbursement procedures and policies.
Authority
a. (U) The Salvage Facilities Act (10 USC 7361 et seq.) gives the Navy broad discretion
to provide necessary salvage support for both public and private vessels. This
authorizes the provision of salvage facilities and services directly by Navy or via
lease, sale or other contractual arrangement, which implies a standing role for
SUPSALV as the “national salvage advisor.”
b. (U) SUPSALV works on a reimbursable basis and is postured to accept all forms of
government funding.
(U) U.S. Navy – SUPSALV can be contacted at:

• Main telephone line is (202) 781-1731
• Emergency Activation (24 hour) (703) 607-2578
• Web-site: www.supsalv.org
3303 National Oceanographic and Atmospheric Administration (NOAA)
a. (U) NOAA is the lead federal agency for marine debris and supports research,
prevention, and removal of debris/pollution. NOAA has counterparts at the Federal,
State, and Local levels, NOAA and their partners work together on planning, data
collection, assessment, and reduction of possible impacts to natural resources and
coastal communities. NOAA can be one of the leading agencies for disseminating
information to the public via their websites and through their many channels. NOAA
can generate computer models to simulate the movement of debris or other materials
on the water. NOAA can provide trajectory modeling support. NOAA can perform
at-sea observations from aircraft, satellite, and vessels, and collecting and logging
reports on their website or sharing the information with their many partners.
b. (U) NOAA as provides Scientific Support Coordination to the Federal On-Scene

Coordinator (FOSC) during response operations including dispersion modeling for
waterborne and airborne hazards. In addition, NOAA has side-scan sonar capabilities
for post-storm waterway assessments.

Navigation Response Teams (NRT)
a. (U) In any given year, a variety of man-made and natural events affect U.S.
waterways, ports and harbors. These changes require rapid investigation to keep
maritime vessel traffic navigating safely for the nation’s economic welfare.
b. (U) NOAA’s NRTs are mobile emergency response teams equipped and trained to
survey ports and near-shore waterways immediately following incidents such as a
maritime accident, or a major storm that causes the sea bottom or submerged
obstructions to shift. NRTs have the ability to be transported by trailer over land
from one location to another for quick response and have become a crucial part of
reopening ports and shipping lanes after a hurricane.
c. (U) Examples of NRT Responses:

• NRTs from across the country responded to the catastrophic impact caused by
Hurricanes Katrina and Rita. Within a matter of days, shipping channels were
able to be reopened with confidence that all obstructions had been identified and
located due in part to NRT work.
• In 2004, Athos-I Tanker grounded and spilled oil in Delaware Bay. An NRT was
called in to assist in the investigation and search for obstructions.
• An NRT surveyed to clear the waterway after the South Padre Island Bridge in
Texas was struck by a tow in 2001, causing large quantities of debris to fall into
the channel.
• NRTs have responded to clear affected ports after many hurricanes including
Hurricanes George, Frances, and Ivan.
• Conducted joint agency surveys of historic wrecks within the San Francisco Bay
including the FERNSTREAM and CITY OF CHESTER?
d. (U) When not responding to emergencies, the NRTs check the accuracy of nautical
charts and help address priority needs of mariners. Up-to-date nautical products
reduce risk in transits and increase economic benefits to ports and the commercial
vessel traffic that transport billions of dollars of goods and energy products into and
out of the country. NRT surveys allow pilots to transit areas in varying weather and
sea conditions with confidence that the charted positions of features critical to safe
navigation are highly accurate.
e. (U) In order to locate hazardous submerged obstructions, NRTs are equipped with
state of the art hydrographic equipment. Every team has side scan sonar to provide
photograph-like imagery of the entire seafloor and half the teams have multi-beam
sonar to generate a three dimensional view of what lies below the surface.
f. (U) NRT Resources. NOAA maintains six teams – two each on the East/West Coasts,
one on the Gulf Coast and one in the Great Lakes.
NOTE: NRT can be contacted at: (206) 526-6317 / Web-sites: www.noaa.gov/wx.html

Navigation Managers
a. (U) The Office of Coast Survey’s representatives in the field helps decide its future in
general, directly supporting the NOAA strategic goal to “promote safe navigation.”
These agents assist the Coast Survey in overseeing the National Oceanic and
Atmospheric Administration’s nautical chart data collection and information
programs, helping to meet constituent needs.
b. (U) Coast Survey programs provide coastal navigation services and new electronic
technologies to help mariners and pilots significantly reduce the risk of accidents and
spills. In general, these representatives focus primarily on resolving charting and
navigation questions, educating constituents on emerging charting technologies and
their uses, and soliciting feedback on NOAA’s navigation products and services from
the commercial maritime industry.
c. (U) Activities include:

• Meeting with local port authorities and harbormasters,
• Meeting with local marine pilots,
• Identifying locations requiring priority hydrographic surveying,
• Providing liaison on other NOS issues such as predicted tides/currents
and PORTS,
• Addressing geographic information system needs,
• Providing outreach activities with the maritime community,
• Maintaining dialogue with oil companies, fishermen, commercial shippers and
other commercial mariners,
• Improving and customizing nautical charts to satisfy specific regional needs,
• Providing expert opinion towards resolution of local navigation safety issues that
affect several agencies,
• Partnering with local maritime professionals for updating the Coast Pilot, and
• Working with regional constituents to define new navigation products such as the
electronic nautical chart, raster nautical chart and “print on demand” charts.
(U) National Oceanographic and Atmospheric Administration (NOAA) can be contacted

at:
• Web-sites: www.noaa.gov/wx.html / www.nauticalcharts.noaa.gov
3304 NOAA – Scientific Support Coordinator
(U) The NOAA Scientific Support Coordinator (SSC) provides scientific support in
environmental chemistry, oil spill trajectories, natural resources at risk, environmental

tradeoffs of countermeasures and cleanup, and information management. FOSC requests
for SSC support can be made directly to the SSC assigned to the area, to the NOAA
HAZMAT program office in Seattle, or to the DOC RRT representative.
(U) The SSC serves on the FOSC's staff and, at the request of the FOSC, lead the
scientific team and be responsible for providing scientific support for operational
decisions and for coordinating on-scene scientific activity. The SSC may also facilitate
the FOSC's work with the lead administrative trustee for natural resources to ensure
coordination between damage assessment data collection efforts and data collected in
support of response operations. The SSC can also support the RRTs and Area
Committees in preparing regional and area contingency plans and in conducting spill
training.
(U) The NOAA SSC serving the Eleventh Coast Guard District is located at Eleventh
Coast Guard District Headquarters in Alameda, California. The NOAA SSC serving the
USCG’s 14th District is located at the USCG District Office in Seattle, WA. The NOAA
SSC can provide the following information:
• Weather forecasts, water levels, and currents,
• Spill trajectory forecasts,
• Oil observations and overflight maps,
• Information management,
• Natural resources at risk,
• Consensus from the natural resource trustee agencies,
• Environmental tradeoffs of countermeasures and cleanup,
• Environmental chemistry, including oil fingerprinting,
• Provide health and safety recommendations, and
• Support to RRTs and Area Committees in preparing regional and area contingency
plans and in conducting spill training and exercises.
(U) The Marine Debris Act is a key statute for studying and addressing the problem of
marine debris in all of its forms. “Marine debris” is defined in the Act to include
abandoned vessels as follows: “any persistent solid material that is manufactured or
processed and directly or indirectly, intentionally or unintentionally, disposed of or
abandoned into the marine environment or the Great Lakes.” The Act establishes a
program within NOAA to address the adverse impacts of marine debris on the U.S.
economy, the marine environment, and navigation safety through identification,
determination of sources, assessment, prevention, reduction, and removal of marine
debris. NOAA administers the Act and responds to marine debris, including debris
generated by natural disasters. NOAA responds by providing scientific support,
coordination, and information sharing along with limited removal

(U) The Marine Debris Act re-establishes the Interagency Marine Debris Coordinating
Committee (IMDCC), of which NOAA is the Chair and EPA is the Vice-Chair. IMDCC
is an interagency body responsible for developing and recommending comprehensive and
multi-disciplinary approaches to reduce the sources and impacts of marine debris to the
nation’s marine environment, natural resources, public safety, and economy. The IMDCC
ensures the coordination of federal agency marine debris activities both nationally and
internationally, as well as recommends research priorities, monitoring techniques,
educational programs, and regulatory action
(U) NOAA – Scientific Support Coordinator can be contacted at:

3305 United States Department of Transportation (DOT) - Maritime Administration

(MARAD)
(U) The mission of the Maritime Administration is to improve and strengthen the U.S.
marine transportation system to meet the economic and security needs of the Nation.
(U) MARAD programs promote the development and maintenance of an adequate, well-
balanced United States merchant marine, sufficient to carry the Nation’s domestic
waterborne commerce and a substantial portion of its waterborne foreign commerce, and
capable of service as a naval and military auxiliary in time of war or national emergency.
MARAD also seeks to ensure that the United States maintains adequate shipbuilding and
repair services, efficient ports, effective intermodal water and land transportation
systems, and reserve shipping capacity for use in time of national emergency.
(U) MARAD provides DOD transportation needs with respect to ships, ports and
maritime labor. MARAD is responsible for the availability of merchant shipping in times
of war and/or during a national emergency.
(U) MARAD ships/vessels are readily available, and can be utilized in Lightering
Operations in regard to off-loading liquid, bulk, and container cargo from the casualty
vessel.
(U) U.S. Department of Transportation – Maritime Administration (MARAD) can be

contacted at:
• Web-site: n/a
3306 U.S. Department of Labor / Occupational Safety and Health Administration
(U) OSHA provides Safety and Health job-site regulatory oversight. All emergency

response / Salvage operations shall meet OSHA regulations prior to engaging in work
activities referenced in the Code of Federal Regulations (CFR).
Authority
• 29 CFR 1910.410(a) [Commercial Diving]
• 29 CFR 1915.6 [Shipyard Commercial Diving]
• 29 CFR 1926.1076 [Construction Underwater Diving]
• 29 CFR 1926.1081 [Construction Underwater Diving Pre-Dive Briefing]
• 29 CFR 1926.1083 [Construction Underwater Diving Post Dive Procedures]
(U) U.S. Department of Labor (OSHA) – Region IX can be contacted at:

• Web-site: www.osha.gov/oshadir/r09.html
3400 (U) Federal Government Agencies – Special Circumstances
3401 U.S. DHS – Federal Emergency Management Agency (FEMA)
(U) In an event initiating a Stafford Act Declaration, FEMA is the federal lead
for Mission Assignments (MAs) under Reference (i) authorities and funding. FEMA is
one of two primary agencies for ESF 3 (Public Works & Engineering). FEMA also
serves as the coordinator and primary agency for Infrastructure Systems Recovery
Support Function (RSF) under the National Disaster Recovery Framework. These
include:
a. (U) ESF 3 (Public Works and Engineering), and ESF 10 (Oil and Hazardous Material
Response) are categories under which debris-related activities are conducted during
FEMA Mission Assignments. USACE is the lead agency for ESF 3. EPA is the lead
agency for ESF 10.
b. (U) Technical Assistance Mission Assignments are available when the state, tribal, or
local community lacks technical knowledge or expertise to accomplish an eligible
task. Technical assistance may be authorized in anticipation of a declaration of a
major disaster or emergency. Technical Assistance is usually fully funded by the
federal government in accordance with provisions of the Stafford Act, which is
subject to the procedures for determining eligibility administered by FEMA.
c. (U) Direct Federal Assistance Mission Assignments allow a federal agency to

perform debris removal activities on behalf of the state or applicant. Direct Federal
Assistance Mission Assignments apply only to Emergency Work (debris removal and

emergency protective measures) and must meet the general FEMA eligibility criteria
for Emergency Work. Federal agencies must comply with all applicable regulations,
laws, policies, requirements, and procedures. For further guidance on FEMA debris
removal policy, see Debris Removal for Waterways, FEMA Recovery Policy
RP9523.5 (series).
Authority
a. (U) FEMA is authorized in Sections 403, 407 and 502 of Reference (j) to provide
assistance to eligible applicants to remove debris from public and private property or
waters following a Presidential disaster declaration, when in the public interest.
b. (U) Removal must be necessary to eliminate immediate threats to lives, public health
and safety; eliminate immediate threats of significant damage to improved public or
private property or waters; or ensure the economic recovery of the affected
community. The debris must be the direct result of the disaster and located in the
disaster area, and the applicant must have the legal responsibility to remove the
debris.
(U) FEMA – Region IX can be contacted at:

• Main telephone line is (510) 627-7100 / Web-site: www.fema.gov
3402 U.S. Department of Justice (DOJ) – Federal Bureau of Investigation (FBI)
(U) The FBI has law enforcement investigation responsibility for acts of terrorism and
may engage in preservation of evidence and law enforcement investigation in conjunction
with salvage operations that are in response to acts of terrorism.
(U) FBI can be contacted at:

• Main telephone line is (415) 553-7400 (San Francisco)
• Web-site: www.fbi.gov
3403 National Transportation Safety Board (NTSB)
(U) The NTSB has authority and responsibility for investigation of major transportation
incidents and may engage in preservation of evidence and safety investigation in
conjunction with salvage operations that have not resulted from an act of terrorism.
(U) A TSI may involve circumstances that would result in on site safety investigation by
the NTSB to identify causal factors and systemic safety issues. Salvage response may
therefore need to be correlated with NTSB investigations to insure that evidence is
preserved insofar as practicable consistent with prevailing conditions, safety, and other
pertinent factors.

(U) NTSB can be contacted at:
• Web-site: www.ntsb.gov
3404 U.S. Department of Labor / Mine Safety and Health Administration (MSHA)
(U) The Mine Safety and Health Administration is responsible for all health and safety
oversight during mining operations, and equipment engaged in what is considered to be a
mining operation both on-land and/or off-shore. An example; if a dredge is dredging a
waterway and emptying the tailings into trucks and/ or adding them to the shoreline
without charging (exchanging monetary value) the product, it is not to be considered a
mining operation. On the other hand, if the tailings from the dredging operations were
retailed (sold for value), this would not be considered a mining operation.
Authority
• 30 CFR, Part 46
(U) MSHA can be contacted at:

• Main telephone line is (707) 447-9844 (California)
• Web-site: www.msha.gov
3500 (U) State and Local Government Agencies

a. (U) This section provides information about state and local organizations supporting
the USCG and participating in Marine Salvage and Firefighting Response, and their
roles, responsibilities, and authorities. Consultation through the pertinent ICS
structures and participating agencies may be necessary to determine which authorities
are applicable for the circumstances associated with the incident.
b. (U) State and local governments have an important and concurrent role to play in
helping to determine priorities and in developing a rational coordination of
efforts/assets to accomplish rapid marine survey, salvage, wreck/debris removal in
waters within, or adjacent to, their jurisdictions. State governments also have a role
in the determination of local sponsors and cost share criteria for FEMA MAs for
marine debris removal.
c. (U) State and local jurisdictions have certain responsibilities for removal of
obstructions and debris that are outside of federal defined navigable waters and do not
create hazards to navigation.

d. (U) Some states have established abandoned and derelict vessel programs for their
waters to address removal of abandoned vessels that do not pose a risk that would
cause Federal agencies to fund or initiate removal. States that have such programs or
statutes that pertain to salvage of recreational vessels include California, Florida,
Louisiana, Maryland, Mississippi, Oregon, South Carolina, Virginia and Washington.
Some programs are consistently funded and others rely on grant support. States with
legislation but without programs in place include Alabama, Alaska, Connecticut,
Delaware, Georgia, Hawaii, Illinois, Maine, Massachusetts, New Hampshire, New
Jersey, New York, North Carolina, Ohio, Pennsylvania, Rhode Island, Vermont, and
Wisconsin. (See Review of State Abandoned Derelict Vessel Programs (NOAA,
2006)). Additional legislation may exist in other states.
3501 California Governor’s Office of Emergency Services (Cal OES)
(U) Cal OES coordinates overall state agency response to major disasters in support of
local government. OES is responsible for assuring the state’s readiness to respond to and
recover from natural, manmade, and war-caused emergencies, and for assisting local
governments in their emergency preparedness, response and recovery efforts. During
major emergencies, OES may call upon all state agencies to help provide support. Due to
their specialized capabilities and expertise, the California National Guard, Highway
Patrol, Department of Forestry and Fire Protection, Conservation Corps, Department of
Social Services, Department of Health Services and the Department of Transportation are
the agencies most often asked to respond and assist in emergency response activities.
OES may also call on its own response resources to assist local government. OES staff
members are on call 24-hours a day to respond to any state or local emergency needs.
(U) Cal OES is responsible for the coordination of activities among local government,
state, and federal agencies and voluntary organizations to provide resources and expertise
in the areas of preparedness, response, recovery, and mitigation.
(U) Cal OES can be contacted at:

• Web-site: www.calema.ca.gov
3502 California Offices of Emergency Services (Cal OES) – Fire & Rescue Division
(U) Cal OES – Fire and Rescue Division coordinates statewide implementation of
firefighting and hazardous materials accident prevention and emergency response
programs for all types of hazardous materials incidents and threats. In response to any
firefighting and hazardous materials emergency, the Section staff is called upon to
provide state and local emergency managers with emergency coordination and technical
assistance.
(U) Cal OES – Fire and Rescue can be contacted at:

• Main telephone line is (916) 845-8711 / Web-site: www.calema.ca.gov

3503 Cal OES – Region II – Coastal Region (Ports and Harbors)
(U) During any incident involving marine salvage and/or firefighting (MSFF), California
Office of Emergency Service – Region II will appoint a Ports & Harbors Emergency
Services Coordinator (PH/ESC) representative to be assigned to the US Coast Guard
– Sector San Francisco’s Incident Command / Unified Command Post.
(U) The role of the PH/ESC representative is to assure representation for the maritime
community / port stakeholders within California Office of Emergency Service – Region
II, and will serve as the conduit between California Office of Emergency Service –
Region II’ Region Emergency Operations Center (REOC) and US Coast Guard – Sector
San Francisco’s IC/UC to assist with courses of actions to support MSFF operations.
(U) Cal OES – Region II can be contacted at:

• Web-site: www.calema.ca.gov
3504 California Department of Fish and Wildlife – Office of Spill Prevention and
Response (OSPR)
(U) In the event of an oil spill, or imminent spill, from a damaged vessel, or if an oil
spill from the sunken vessel were imminent DFW/OSPR would represent the State’s
interest in the Unified Command (USCG/OSPR/RP) overseeing the complete response,
including salvage of the vessel. OSPR is one of the few State agencies in the nation that
has both major pollution response authority and public trustee authority for wildlife and
habitat. This mandate ensures that prevention, preparedness, restoration and response will
provide the best protection for California’s natural resources
(U) California Department of Fish and Wildlife – OSPR can be contacted at:
• Web-site: www.dfg.ca.gov
3505 California State Lands Commission (CSLC)
(U) CSSL has jurisdiction and management authority over all ungranted tidelands,
submerged lands, and the beds of navigable rivers, sloughs, lakes, etc. (e.g., Public
Resources Code Section 6301.) All tide and submerged lands, legislatively granted or
ungranted, as well as navigable rivers, sloughs, etc., are impressed with the Common
Law Public Trust. The Public Trust is a sovereign public property right held by the State
or its delegated trustee for the benefit of the people. This right limits the uses of these
lands to waterborne commerce, navigation, fisheries, open space, recreation, or other
recognized Public Trust purposes. Further, it is CSLC’s position that if the State of
California has a sovereign interest where a waterway hazard or removal of obstructions
would occur, then the project would be subject to the Commission's leasing authority and

a lease would need to be issued by the Commission. Of course, circumstances vary for
each project and for some past emergency situations. CSLC has considered special
accommodations in order for the project to move forward and without needless delay.
The state’s hazards management program is not currently funded by the California
legislature.
(U) SLC – Northern California “Marine Facilities Division” can be contacted at:
• Web-site: www.slc.ca.gov
3506 California Department of Transportation (CalTrans)
(U) In the event these bridges suffered major damage from any natural or man-made
incident, Caltrans Office of Structure Maintenance & Investigations will be responsible
for investigating and recommending bridge removal if the bridge condition is deemed to
be a total loss. Caltrans would oversee an Emergency Contract for removal of the bridge
to include an engineering contract plan, specifications and cost estimates for removal
from the waterway and adjacent shoreline, required permits, and environmental impact
statement.
(U) CalTrans can be contacted at:

• Web-site: www.dot.ca.gov
3507 Water Emergency Transportation Authority (WETA)
(U) WETA can provide emergency ferry service throughout the San Francisco Bay
Region during and after an incident. WETA will follow the orders of the Captain of the
Port. WETA will follow and fulfill orders from MTC and support the OAs directly.
(U) WETA can be contacted at:

• Web-site: www.watertransit.org
3508 California Division of Boating and Waterways (DBW)
(U) DBW manages the Abandoned Watercraft Abatement Fund (AWAF) which provides
funds to public agencies to remove, store, and dispose of abandoned, wrecked, or
dismantled vessels or any other partially submerged objects which pose a substantial
hazard to navigation, from navigable waterways or adjacent public property, or private
property with the landowner's consent. The removal of commercial vessels is not
reimbursable.

(U) DBAW can be contacted at:
• Web-site: www.dbw.ca.gov
3509 California Occupational Safety and Health Administration (Cal/OSHA)

(U) Cal/OSHA provides Safety and Health job-site regulatory oversight. All emergency
response / Salvage operations shall meet Cal/OSHA regulations prior to engaging in work
activities referenced in the California Code of Regulations (CCR).
Authority
• 8 CCR 6052 [Diving Operations]
(U) California OSHA can be contacted at:

• Web-site: www.dir.ca.gov
3510 County, City and Port Authorities

(U) County, City and Port Authorities provide response resources and coordination in
accordance with the State Emergency Plan. County, City and Port Authority are
generally responsible for coordinating emergency response activities and providing initial
response services within their jurisdictions pursuant to marine firefighting and oil &
hazardous material spills. These offices work closely with County and State OES to
coordinate regional response activities.
a. City Emergency Operations Centers (EOC)

(U) EOC’s provide coordination of emergency services and operations for the city
and county region.
b. County and City Fire Departments (FD)

(U) County and City FD’s provide shore side firefighting support at facilities and
sites in the applicable city. They maintain evacuation plans for the city and employ
Hazardous Material first responder/response teams.
c. County and City Law Enforcement Departments:

(U) County Sherriff’s Office(s) and City Police Department(s) assist in investigations
and patrols shore side within the applicable city. They also provide traffic control,
information on local threats and activities, dive teams and assist in apprehension and
detention of suspects.

3511 Ports and Terminals within USCG – Sector San Francisco’s AOR
(U) In the event of an incident that may impact port(s) and/or Terminal(s) infrastructure,
port or terminal authorities and agency (state and local) engineers will conduct an
assessment of potentially affected infrastructure (bridges, piers, and buildings). Local
agencies would coordinate with the USCG and USACE to conduct sonar surveys of
federal deepwater waterways to identify any threats to safe navigation.
3600 (U) Private Industry

(U) This section provides information about private organizations supporting the USCG
and participating in Marine Salvage and Firefighting Response operations, and their roles
and responsibilities. Consultation through the pertinent ICS structures and participating
agencies may be necessary to determine which authorities are applicable for the
circumstances associated with the incident.
3601 National Marine Salvage Capabilities

(U) American Salvage Association. Refer to www.americansalvage.org for details
Also refer to Sections 3601 and 1701
3602 Marine Salvage and Firefighting (MSFF) Service Providers

(U) Vessels carrying petroleum as cargo (tank vessels and barges) and non-tank vessels
over 400 gross tons carrying petroleum as fuel must have a Vessel Response Plan prior to
operating in U.S. waters per 33 CFR Part 155. COTPs should ensure the owner/operator
activates their contracted salvage provider(s) at the first sign of trouble. Delays in salvage
or inappropriate initial action may worsen the situation, increasing impact on the
transportation system, the environment, and/or overall cost
NOTE: Further guidance listed in Section 13001.1 and 17000
3603 Oil Spill Removal Organizations (OSRO)
(U) The U.S. Coast Guard administers a voluntary OSRO classification program for
environmental response contractors. Contractors are classified based on “core equipment”
that they either own or hire under contract. Core equipment includes: boom, estimated
daily recovery capacity (EDRC), storage, support equipment (such as response vessels
and response personnel), dispersant product, dispersant application platforms, and aerial
oil tracking capabilities. USCG and California DFW both maintain pre-negotiated
emergency response contracts with numerous OSROs in the Central and Northern
California are.

3604 Vessel Owners and Operators
a. Vessel Owners & Operators
(U) For vessels and cargos, the owners/operators (and also those that underwrite their
property) retain the primary responsibility for obtaining salvage assistance when
needed. Under References (i) and (k), the Responsible Party (RP) retains
responsibility for marking and removal of their vessel and or cargo even if it has no
remaining value. COTPs must balance the ability of the RP to take appropriate action
in a timely fashion and give the owners reasonable opportunity to comply with
appropriate legal requirements while protecting the value of their property. Delay in
salvage or inappropriate initial action may worsen the situation, increasing impact on
the transportation system, the environment, and/or overall cost.
b. Marine Salvage and Firefighting Provider
Refer to Section 13000 and 17000
c. Qualified Individual (QI)
(U) Per 33 CFR Part 155, vessel owners and operators must identify a QI and one
alternate who is available on a 24-hour basis and is authorized to activate and engage
in contracting with oil spill removal organization(s) and other response related
resources, act as a liaison with the Federal On-Scene Coordinator, and obligate funds
required to carry out response activities
d. Protection & Indemnity (P&I) Insurance Clubs
(U) A P&I club is a co-operative insurance association that provides coverage for its
members, who will typically be ship-owner, ship-operator or demise charterers.
Unlike a marine insurance company, which is answerable to its shareholders, a P&I
club is the servant only of its members. Marine insurers provide cover for known
quantifiable risks, mainly Hull & Machinery insurance for ship owners, and Cargo
Insurance for cargo owners. By contrast, P&I Clubs provide insurance cover for
broader indeterminate risks, such as third party liabilities that marine insurers are
loath to cover. Third party risks include a carrier’s liability to a cargo-owner for
damage to cargo, a ship’s liability after a collision, environmental pollution and war
risk insurance.

Section 4000
Table of Contents
4100 (U) Reconstitution 46
4200 (U) Salvage during Environmental Response 46
4300 (U) Initiation of Salvage Response 46
4400 (U) Local Assumptions 46

4000 (U) Assumptions
(U) Grounding or Sinking a Vessel: CAUTION: THIS ACTION MUST BE
APPROVED BY THE USCG – Sector San Francisco’s COTP in accordance with the
Potential Paces of Safe Refuge (PPOR) guidelines listed in the Area Contingency Plan
and COMDTINST 16451.9. A decision to ground a vessel may be needed during a
response. In choosing a site, several factors must be considered. The possibility of a
vessel sinking, becoming derelict or a persistent pollution problem should be considered.
Other factors to be considered as follows, but not limit to:
a. (U) Reconstitution means taking action necessary to restore at least the minimal level
of capability necessary to resume operations. Functional capabilities and resources
sufficient to support salvage response will be adequately restored before salvage
response operations commence.
b. (U) Salvage during Environmental Response. Salvage, when necessary to prevent or

mitigate environmental consequences for incidents involving the discharge of oil,
release of hazardous materials, or the threat thereof, will be initiated in accordance
with the National Contingency Plan (40 CFR Part 300) and San Francisco Bay Arear
Contingency Plan.
c. (U) Initiation of Salvage Response. Deployment of salvage resources to assist in

reopening waterways will occur after emergency life saving and other first response
operations have been completed and any security situations have been stabilized.
d. (U) Bottom Material: soft enough so that the vessel’s hull will not be ruptured. Soft
beach will tend to assume the ship’s shape and act as a cradle to the hull, similar to
the ship support in a dry-dock. Excess silting and uneven distribution of sediment
around the keel can cause abnormal stress on the vessel’s hull structure due to
unequal distribution of weight on the keel.
e. (U) Water depth: shallow enough so that the vessel will not sink below the main
deck, yet deep enough so that response vessels can approach.
f. (U) Weather: areas not known to have strong winds or currents, which could hamper
marine salvage efforts.
g. (U) Economic impact based on close proximity to navigable channels or commercial

waterways.
h. (U) When a vessel and cargo is deemed a constructive total loss, it may be best to
sink it in an area where environmental damage is minimized. These areas will be
selected in consultation with the Regional Response Team (RRT). The COTP will
request this team be convened when intentional sinking of a vessel is considered

4100 (U) Reconstitution
(U) Functional capabilities and resources sufficient to support salvage response will be
sufficiently restored before salvage response operations commence.
4200 (U) Salvage during Environmental Response

(U) Salvage, when necessary for response to incidents involving the spill of oil and
hazardous substances or threat thereof, will be initiated during the response phase under
Area Contingency Plans to prevent or mitigate environmental consequences.
4300 (U) Initiation of Salvage Response

(U) Deployment of salvage response resources to assist in reopening waterways to
commerce will occur after life safety and other first response operations have been
completed and the security situation has been stabilized.
4400 (U) Local Assumptions

(U) There is not a pre-designated anchorage for marine salvage (Refer to section 1602,
“Area of Interest” – Potential Places of Refuge). If a decision is made to move a vessel to
an anchorage, the following factors must be considered prior to determining the proper
location:
1. (U) Whether the anchorage is easily accessible from shore.
2. (U) Whether there is a discharge of oil or hazardous substances, and can it be easily
contained and recovered.
3. (U) Whether the anchorage is close to an environmentally sensitive area.
4. (U) Whether conditions / direction having the potential to blow ashore airborne
contaminates.
5. (U) If there is a catastrophic failure, whether it affects anything else or causes a

problem to vessel traffic.
6. (U) Weather and Tide conditions.

Section 5000
Table of Contents
5100 (U) Legal Authority pursuant to Marine Salvage Response Operations 48
5200 (U) MSRP – Legal Intent and Agreement(s) 51

5000 (U) Legal Considerations
a. (U) This MSRP does not in any way modify existing laws, policies, regulations or
agreements regarding salvage, wreck and debris removal. Nothing in this SRP alters
the rights of Responsible Parties from recovering their property expeditiously.
b. (U) This MSRP does not provide authority to contract for or conduct salvage
operations nor does it provide a coordination and procedural framework for access to
salvage resources, consistent with existing authorities, policy and funding.
c. (U) This MSRP identifies and relies on existing salvage authorities and funding
mechanisms of Federal agencies and stakeholders with a salvage nexus for salvage
response tactical planning and operations.
5100 (U) Legal Authority pursuant to Marine Salvage Response Operations
(U) This Tab summarizes salvage-related authorities of some Federal organizations, but
should not be considered a complete list. Authorities shown are subject to change and
interpretation. Consultation through the pertinent ICS structures and participating
agencies may be necessary to determine which authorities are applicable for the
circumstances associated with the incident
a. (U) U.S. Army Corps of Engineers (USACE)

• USACE is authorized by Section 202 of Water Resources Development Act
(WRDA) of 1976 (Public Law 94-587) to develop projects for the collection and
removal of drift and debris from publicly maintained commercial boat harbors
and from land and water areas immediately adjacent thereto.
• The WRDA provides general authority for development of drift and debris
removal projects. The Department of the Army does not currently support
authorization of or budgeting for such projects.
• Specific and limited local programs for continuing debris collection and disposal
have been authorized by Congress for New York, Baltimore, and Norfolk
Harbors; Potomac and Anacostia Rivers in the Washington, D.C. Metropolitan
area; and San Francisco Harbor and Bay, California. These authorizations are on
an individual basis, and the work is carried out as authorized at each locality as a
separate, distinct project.
• Sections 15, 19, and 20 of the River and Harbor Act of 1899 (as amended)
authorize the USACE to remove sunken vessels or similar obstructions from
navigable waterways. A navigable waterway is one that has been authorized by
Congress and which the USACE operates and maintains for general (including
commercial and recreational) navigation.

• The Flood Control and Coastal Emergency Act (Public Law 84-99) authorizes
USACE to provide assistance for debris removal from flood control works
(structures designed and constructed to have appreciable and dependable effects
in preventing damage by irregular and unusual rises in water level). Applicants
for assistance must be an active participant in USACE’s Rehabilitation and
Inspection Program (RIP) prior to the flood event to be eligible for assistance.
• USACE, under the National Response Framework, is designated the lead

coordinator for ESF 3 (Public Works and Engineering). Under ESF 3, FEMA
tasks the USACE to perform debris removal operations at the request of a state.
This can include debris in the water outside the federally-maintained channel if
FEMA declares the situation to be eligible for assistance.
b. (U) U.S. Navy Director of Ocean Engineering and Supervisor of Salvage

(SUPSALV)
• The Salvage Facilities Act (10 USC 7361 et seq.) gives the Navy broad discretion
to provide necessary salvage support for both public and private vessels. This
authorizes the provision of salvage facilities and services directly by Navy or via
lease, sale or other contractual arrangement, which implies a standing role for
SUPSALV as the “national salvage advisor.”
• SUPSALV works on a reimbursable basis and is postured to accept all forms of

government funding.
c. (U) Federal Emergency Management Agency (FEMA)
• The Robert T. Stafford Emergency Assistance Act (42 U.S.C. § 5121 et seq)
created the system by which a presidential disaster declaration of an emergency
triggers financial and physical assistance through the Federal Emergency
Management Agency (FEMA). The Act gives FEMA the responsibility for
coordinating government-wide relief efforts through guidance found in the
National Response Framework, Reference (b), for 28 federal agencies and various
non-governmental organizations
• FEMA is authorized in Sections 403, 407 and 502 of Reference (j) to provide
assistance to eligible applicants to remove debris from public and private property
or waters following a Presidential disaster declaration, when in the public interest.
• Removal must be necessary to eliminate immediate threats to lives, public health

and safety; eliminate immediate threats of significant damage to improved public
or private property or waters; or ensure the economic recovery of the affected
community. The debris must be the direct result of the disaster and located in the
disaster area, and the applicant must have the legal responsibility to remove the
debris.

d. (U) Intervention on High Seas Act (IHSA)
• IHSA (33 U.S.C. § 1471, et seq.) allows the U.S. government to “remove, and if
necessary, destroy” a vessel determined to be a “grave and imminent danger to the
coastline or related interests of the United States” even if that vessel and the
source of pollution is located beyond the U.S. territorial sea boundary.
Intervention with foreign vessels is used when an owner is uncooperative, taking
no actions, or taking insufficient action. The IHSA applies to oil and other
substances.
e. (U) Abandoned Barge Act of 1992 (ABA)

• ABA (46 U.S.C. 4701, et seq.) makes it illegal to abandon barges greater than 100
gross tons on the navigable waters of the United States. Penalties of up to $1,000
per day in addition to the cost of removal can be levied against an owner or
operator that violates section 4702.
f. (U) Federal Water Pollution Control Act (FWPCA)

• FWPCA (33 U.S.C. § 1251, et seq.) gives the federal government the authority to
“remove and, if necessary, destroy a vessel discharging, or threatening to
discharge, by whatever means are available”.
g. (U) Comprehensive Environmental Response Compensation and Liability Act

(CERCLA),
• CERCLA (42 U.S.C. § 9201 et seq.) addresses the federal government’s authority
to act to mitigate threats and “protect the public health or welfare or the
environment” in cases of hazardous substance releases.
h. (U) Economy Act of 1932

• The Economy Act (amended, 31 U.S.C. § 1535) permits Federal Government
agencies to purchase goods or services from other Federal Government agencies
or other major organizational units within the same agency. An Economy Act
purchase is permitted only if: (1) amounts for the purchase are actually available,
(2) the purchase is in the best interest of the Government, (3) the ordered goods or
services cannot be provided by contract from a commercial enterprise, i.e., the
private sector, as conveniently or cheaply as could be by the Government, and (4)
the agency or unit to fill the order is available to provide or get by contract the
ordered goods or services.
i. (U) District Legal Guidance.

• Relationships between the USCG, property owners, underwriters and salvors may
become very complex. The COTP/FOSC shall consult with the District Legal
Office before commencing any vessel removal/destruction actions and if
questions arise regarding legal authorities or responsibilities.

j. (U) Other legal considerations are identified in Part F of the Safe Port Act of 2006,
46 USC 70103 (b) (2) (F). Part (F) includes:
• To identify salvage equipment capable of restoring operational trade capacity, and

• To ensure that the waterways are cleared and the flow of commerce through the
United States ports is reestablished as efficiently and quickly as possible after a
maritime transportation security incident.
5200 (U) MSRP – Legal Intent and Agreement(s) and Funding
a. (U) Section 6500 of this MSRP provides a listing of relevant Memorandums of

Agreement (MOA) and Memorandums of Understanding (MOU).
b. (U) Section 6300 of this MSRP provides a list and describes the funding
considerations related to marine salvage response.

Section 6000
Table of Contents
6100 (U) Concept of Support 53
6200 (U) Logistics 53
6300 (U) Funding: Considerations for Marine Salvage Operations 53
6400 (U) Funding: Basic Ordering Agreements (BOA’s) 54
6500 (U) Memorandums of Understandings (MOA’s) 58
6600 (U) Public Affairs 59
6700 (U) Civil Affairs 59
6800 (U) Meteorology and Oceanographic Services 59
6900 (U) Administrative Reports 59

6000 (U) Administration and Logistics
6100 (U) Concept of Support

a. (U) All providers are responsible for determining and establishing the adequacy and
appropriateness of the authorities and funding under which they will provide salvage
response.
b. (U) All government and private industry organizations participating in salvage

response are responsible for coordinating their own administration and logistics until
unified coordination of administration and logistics is implemented by the IC/UC.
c. (U) Participating organizations should report essential needs that exceed their organic
capabilities to the IC/UC.
6200 (U) Logistics

Refer to Sector San Francisco’s “Area Contingency Plan”, Section: 5000
6300 (U) Funding: Considerations for Marine Salvage Operations

1. U.S. Army Corps of Engineers (USACE)
(U) Funding for operation and maintenance of these federally maintained navigable
channels and waterways through USACE’s Operations and Maintenance General
Appropriation each year.
2. Federal Emergency Management Agency (FEMA)

(U) FEMA is authorized to; (1) reimburse applicants to remove eligible debris, or (2)
through a Mission Assignment (MA) to another Federal agency (or upon request of
the State) provide direct federal assistance or technical assistance when it has been
demonstrated that state and local government lack the capability to perform or
contract for the requested work.
(U) Assistance provided by FEMA will be on a cost-share basis (at no less than 75%
federal and 25% non-federal). In extreme circumstances FEMA may provide up to
100% funding for a limited period of time.
3. U.S. Coast Guard (USCG)
(U) Funding is only available for a limited range of scenarios. Coast Guard units
should ensure that the responsible party or vessel owner assumes responsibility

for salvage costs when appropriate. Large commercial vessels and barges typically
have Protection and Indemnity (P&I) Insurance to cover instances that result in
salvage. This insurance provides coverage to ship owners and charterers against
third-party liabilities encountered in their commercial operations. Death, injury or
illness of passengers or crew, pollution, pollution, damage to cargo, and damage to
docks and other installations are examples of incidents typically covered by P & I
insurance. However, there are times when the CG must take responsibility to
reconstitute a waterway. In such instances, possible sources of funding include:
 The Oil Spill Liability Trust Fund (created by OPA 90) - for spills or threats of
spills of oil or petroleum products.
 Comprehensive Environmental Response, Compensation, and Liability Act
(CERCLA) - for hazardous substance releases or threats of release.
 Stafford Act - pursuant to a disaster declaration.
 Agency Funding in accordance with existing legislation.
(U) The aforementioned are only appropriate in cases where there is a substantial
threat to the marine environment of an oil or hazardous substances discharge or
release
(U) In some instances, there may not be authority or funding for the Coast Guard to
take action. In those cases, COTPs should make every effort to engage either private
organizations or agencies that do have the authority and capability to act.
NOTE: For additional information on Funding, refer to USCG – Sector San

Francisco’s Area Contingency Plan, Section 6000
6400 (U) Funding: Basic Ordering Agreements (BOA’s)

6401 Overview
(U) Funding streams are available for only a limited range of scenarios.
U.S. Coast Guard units should ensure that the responsible party or vessel owner assumes
responsibility for salvage costs when appropriate. Large commercial vessels and barges
typically have Protection and Indemnity (P&I) Insurance to cover instances that result in
salvage. This insurance provides coverage to ship owners and charterers against third-
party liabilities encountered in their commercial operations. Responsibility for damage to
cargo, for pollution, for the death, injury or illness of passengers or crew, and for damage
to docks and other installations are examples of typical exposures under P & I insurance.
However, there are times when the CG must take responsibility to rectify a waterway. In
such instances, possible funding sources include:
 The Oil Spill Liability Trust Fund (created by the Oil Pollution Act of 1990) –
for spills or threats of spills of oil or petroleum products,

 CERCLA- for hazardous substance releases or threats of release,
 Stafford Act- pursuant to a disaster declaration, and
 Agency Funding in accordance with existing legislation.
In some instances, there may not be authority or funding for the U.S. Coast Guard to take
action. In those cases, COTPs should make every effort to engage either the private
entities or agencies that do have the authority and capability to act.
6402 Point Of Contact

(U) U.S. Coast Guard – Pacific Area: Contracting Officers:
The Shore Infrastructure Logistics Command (SILC) Contracting Officer during non-
duty hours, contact the D 11 Command Center at:
(510) 437-3700, or
(510) 437-3701.
6403 About the Basic Ordering Agreement
What is a BOA ?
 (U) A BOA is not a contract and does not provide any contractual relationship
between the Government and the Contractor.
 (U) A BOA is a written understanding that has been pre-negotiated between a
contracting office and a contractor and is the preferred method of contracting for oil
spill cleanup. (Refer to the JOTFOC.)
 (U) A BOA contains the terms and conditions that will apply to Delivery Orders that
are issued against it. The terms and conditions contain i), fixed prices and a detailed
description of the supplies or services to be provided, and ii), instructions on the
procedures and authority for the issuance, administration and payment of Delivery
Orders.
 (U) Every individual authorized to issue Delivery Orders against a BOA is
responsible for reviewing and understanding the terms and conditions of each BOA.
(U) Also, Refer to COMDTINST M4200.19H for further Guidance on BOA Contractors.
Why BOA ?
 (U) The Coast Guard and other Government Agencies have a need for an ongoing
agreement with contractors that can provide services, supplies and equipment to
contain, cleanup and/or mitigate the harmful effects of spilled petroleum products and
hazardous substances.
 (U) The Contractor is on-call 24 hours a day, 365 days a year and usually has to
respond on short notice.

 (U) CGAP Subchapter 1217.9203 (a) reads: "The nature of contracting for
containment and clean-up of oil and hazardous substances makes full and open
competition impossible; however, competition shall be obtained to the maximum
extent possible as governed by the response time needed in any given emergency.
These conditions are documented by Commandant in a Class Justification for Other
Than Full and Open Competition which Coast Guard contracting officers can use for
all contracts and orders for oil and hazardous substance clean-up services." (Refer to
CGAP Subchapter 1217.92)
Circumstances for BOA use:

 (U) BOAs are strictly for emergency use only. Under no circumstances may they be
used for routine actions. A lack of planning does not justify using a BOA. Delivery
Orders cannot be issued to order boom, sorbent pads, or take care of work that either
could have, or should have, been done through normal procurement procedures.
How BOAs are produced:

 (U) The Competition In Contracting Act (CICA) mandates that proposals be solicited
to the fullest extent. In addition, the necessity for a quick response to an oil spill
requires that we have as many BOAs in effect as possible. The BOAs must also
provide for all of the personnel, supplies, equipment, etc., necessary for a cleanup.
 (U) The first step is to publicize the solicitation in the Commerce Business Daily
(CBD). The CBD announces all Government solicitations and contract awards
nationwide. A list of the firm's that have requested the solicitation is then compiled.
Firms that presently have BOAs are not solicited because their BOAs do not expire.
 (U) During the announcement period the statement of work and list of items/services
on the price schedule is sent to the Sector to be updated. The Sector then forwards
their recommendations to Shore Infrastructure Logistics Command (SILC), who in
turn issues the solicitation.
 (U) Proposals are submitted and then evaluated by SILC for compliance with all of
the solicitation requirements. The prices are entered into a spreadsheet which
computes a competitive range for each line item based on the average offered price
for the item. After this negotiations commence with each offeror. Please note that
offerors are not required to submit prices on all of the items in the price schedule.
SILC performs a pre-award survey to determine that offerors are responsible. As part
of the survey, the Sector may be asked to determine the response capabilities of some
offerors.
 (U) In keeping with the requirements of paragraph 1, BOAs are awarded to all firms
that fall within the competitive range, and distributed to all of the activities that are
authorized to issue Delivery Orders against them.
Areas of a BOA:
 (U) The Price Schedule. This is Attachment J.1 of the BOAs and lists the prices for
all of the supplies, personnel and equipment that the contractor can provide.

 (U) Section C, Description/Specifications, contains definitions, the scope of work,
contractor personnel and equipment requirements, and cleanup and disposal methods.
 (U) Section F, Deliveries or Performance, addresses response time, area(s) of
response, contractor failure to respond, termination of Delivery Orders, annual
reviews and termination of the BOA.
 (U) Section G, Contract Administration Data, states who can issue Delivery Orders,
addresses Government and Contractor obligations, documentation, how the
Government will determine allowable billing costs, and payment.
 (U) Section H, Special Contract Requirements, stipulates that subcontracts may be
approved only by the SILC Contracting Officer.
Who can use the BOA:

 (U) Only authorized Contracting Officers and On-Scene Coordinators (OSCs) located
at an Authorized Ordering Office may issue Delivery Orders under a BOA. This
authority may not be delegated.
 (U) For the purposes of consistency other Government agencies are authorized to
issue Delivery Orders against the BOAs.
 (U)The U.S. Coast Guard has a Memorandum of Understanding (MOU) with the
Environmental Protection Agency (EPA) which states that the Coast Guard will
provide contracting support. There is no Coast Guard involvement for Delivery
Orders issued by the Navy, Maritime Administration, USACE, etc.
Questions from these organizations must be directed to the SILC’s Contracting
Officer.
USCG Federal On-Scene Coordinator (FOSC) authority:

 (U) FOSC's are not authorized to take any action, either directly or indirectly that
could result in a change in the pricing, quality, established response time frames, or
any other terms and conditions of the BOA; or, to direct the accomplishment of effort
which would exceed the scope of the BOA. Whenever there is the potential that
discussions may impact areas such as described above, the OSC must contact the
SILC’s Contracting Officer.
 (U) The OSC is not required to superintend, in any manner, so as to relieve the
contractor of any responsibility, or consequence of neglect by the contractor, his
subordinates, subcontractors or suppliers.

6500 (U) Memorandums of Understandings (MOA’s)
(U) The following listed document references pursuant to Memorandums, Memorandum
of Agreement’s (MOAs), Memorandum of Understanding’s (MOU’s), and Inter-Agency
Agreement’s (IIA’s) are available upon request. For more information, contact USCG –
Sector San Francisco, Planning and Force readiness Department.
d. (U) Memorandum of Agreement between the Department of the Army and U.S. Coast
Guard (October 1985). The MOA defines each agency’s respective authorities for the
marking and removal of sunken vessels and other obstructions to navigation. The
MOA provides procedures to determine whether an obstruction is a hazard to
navigation and procedures to determine the appropriate corrective actions to be taken
by both parties.
e. (U) Interagency Agreement (IAA) Between the United States Navy and the United
States Coast Guard for Cooperation in Oil Spill Clean-Up Operations and Salvage
Operations, 1980. The IAA established procedures for requesting and providing
assistance between the two agencies and established reimbursement procedures and
policies. SUPSALV is the Navy’s designated point of contact for other agencies
concerning salvage in U.S. waters (see paragraph 4 of this Tab).
f. (U) Memorandum of Understanding between the American Salvage Association and

U.S. Coast Guard Executing Marine Salvage and Firefighting Partnership, June,
2007. The purpose of the partnership is to strengthen the communication and
working relationship between the Coast Guard and the marine and firefighting
industry in part to enhance national maritime security preparedness and response and
to promote timely, responsible and professional salvage response to marine casualties.
The parties agreed to promote the partnership within their respective organizations
and, as may seem best, involve their representatives at all levels in steps to be taken at
the national, regional, or local levels. The parties agreed to interpret and implement
the MOU in a manner that supplements (and not adversely affect) regulatory
relationships.
g. (U) COMDTINST M16000.15 (series), Marine Safety Manual, Volume X,

Interagency Agency Agreements and Acronyms listing. This document list all
MOU’s, MOA’s, and IAA’s between the United States Coast Guard and other
Federal Agencies.
[COMDTINST M16000.15 (series) / October 10, 2002]
h. (U) United States Coast Guard (USCG) and Federal Emergency Management Agency
(FEMA) Mission Assignment Operational Acceptance and Execution.
[COMDTINST 3006.1 / August 13, 2012]
i. (U) Debris Removal from Waterways

[FEMA – Region IX / Recovery Policy RP9523.5 / March 29, 2010]

6600 (U) Public Affairs
(U) The general goal of public information management should be to use the media
(traditional outlets and social media) as an information conduit from the IC/UC to the
general public. The IC/UC information officer’s goals should be to “speak to the media
with a single voice”, provide information to the public that keeps them informed as to
events, enlist the public’s cooperation and assistance. Refer all media inquiries to the
Joint Information Center (JIC). Also, refer to Sector San Francisco’s “Area Contingency
Plan”, Section: 2300
Also refer to Sector San Francisco’s “Area Contingency Plan”, Section: 2300
6700 (U) Civil Affairs

Refer to Sector San Francisco’s “Area Contingency Plan”, Section: 2400
6800 (U) Meteorology and Oceanographic Services

Refer to Section: 3303 and 3304
6900 (U) Administrative Reports

(U) Activities conducted in marine salvage should be documented using a decision
memorandum from the Federal On-Scene Coordinator in an effort to ensure all response
decisions are clearly documented for future reference during cost recovery, case analysis,
and any future administrative use
Also refer to Sector San Francisco’s “Area Contingency Plan”, Section: 4400

Section 7000
Table of Contents
7000 (U) Mission 58
7100 (U) Coordination Marine Salvage Response 61
7200 (U) Safety 61

7000 (U) Mission: Coordination and Safety
7100 (U) Coordination

(U) USCG – Sector San Francisco will coordinate the application of Marine Salvage
Response and/or Marine Firefighting Response where necessary during the short-term
recovery phase after a TSI or other transportation disruption to ensure that the port
navigation system within the waterways is cleared sufficiently so that the flow of
commerce through the COTP’s AOR can be reestablished as efficiently and quickly as
possible. Sector San Francisco will correlate and provide coordinated salvage response
with marine salvage activities and assist in planning for and implementing an orderly
transition into the long-term recovery phase for salvage response and similar marine
services that extend beyond the short-term recovery phase and are needed to restore full
functionality of the port navigation system.
7200 (U) Safety
7201 COTP’s Safety Message
(U) USCG – Sector San Francisco’s first priority is to promote, maintain and oversee all
Safety requirements pursuant to state and federal OSHA regulations related to marine
salvage activities during marine salvage operations within the COPT’s AOR.
7202 Worker Safety and Health Regulatory Requirements
(U) Under the NCP, the Federal OSC is the designated official responsible for addressing
worker health and safety issues prior to and during a response operation, and must
comply with all worker health and safety regulations. Under the structure of the ICS/UC,
the Federal OSC, as a member of the Unified Command, and other members of the
Unified Command must reach a consensus on the designation of a Safety Officer. The
Safety Officer has individual authority to stop a work activity they consider unsafe or
dangerous situation.
(U) The Safety Officer designated by the IC/UC is responsible for assuring personnel
health and safety and to assess and/or anticipate hazardous and unsafe situations. The
safety officer also develops the Site Safety Plan, reviews the Incident Action Plan for
safety implications and provides timely, complete, specific, and accurate assessment of
hazards and required controls.
7203 Safety and Health Regulatory Requirements Apply to All Workers
(U) Federal Employees

• Federal employees are under the jurisdiction of Federal OHSA even when working on
private property.

(U) State and Municipal Employees
• State and Municipal employees are under the jurisdiction of the State OHSA plan.
(U) Private Industry Employees

• Private Contractors – In general, private contractors are under the jurisdiction of the
State OSHA Regulations.
• Paid by Federal Contracts – Private contractors under Federal contract remain private
employers and are under the jurisdiction of the State OSHA Plan. If the contractor is
working on Federal Property please contact the Federal or State OSHA office to
determine jurisdiction.
• Working on Federal Property – Private contractors working on military bases or other
federal property may fall under the jurisdiction of either the State OSHA and/or
Federal OSHA regulations depending on the exact location of the workers. Please
contact Federal OSHA to determine exact jurisdiction for the location of interest.
• Out-of-State Contractors – Private Contractors based in other states must comply with
the regulations of the state in which their employees are doing work. They fall under
the jurisdiction of the State OSHA regulations.
• Working on Navigable Waters or at Marine Terminals – Privately employed workers
on navigable waters are the jurisdiction of Federal OSHA, unless they are seamen,
who are the jurisdiction of the US Coast Guard. The State OSHA Plan covers
workers at marine terminals when employees are on land, and Federal OSHA covers
workers on vessels. The gangplank is the dividing line. Generally, if the worker is
on a structure connected to the land (i.e. a bridge) they are the jurisdiction of the State
OSHA plan, if the structure is floating, they are the jurisdiction of Federal OSHA.
Call Federal OSHA for specific questions about marine jurisdiction.
7204 OHSA Standards
(U) When an employer falls under the jurisdiction of a State OSHA Plan, they must
comply with the standards and regulations of that state plan. Contact your respective
state plan for standards. When the employer falls under Federal OSHA jurisdiction, they
must follow the standards and regulations contained in 29 CFR 1910 through 1999.
Federal OSHA standards may be located at http://www.osha.gov.
(U) Section 5 of the Occupational Safety and Health Act of 1970 requires that employers
“furnish to each of his employees a place of employment which is free from recognized
hazards that are causing or are likely to cause death or serious physical harm.” When
standards for particular recognized hazards do not exist, employers must protect the
safety and health of their workers.
7205 Safety Regulation for Commercial Diving Operations

Refer to Section 3306, 7200, 7205, 12000, and 15000

Section 8000
Table of Contents
8100 (U) Incident Commander’s Intent 64
8200 (U) Concept of Salvage Response Planning and Operations 64
8300 (U) Deployment 65
8400 (U) Employment 65
8500 (U) Task 67

8000 (U) Execution and Concept of Operations
8100 (U) Incident Commander’s Intent

a. (U) To support short-term MTS recovery by implementing a flexible framework to
plan and coordinate employment of marine salvage response capabilities (within
existing authorities, policy and funding constraints), to clear the navigable waterways
sufficiently for resumption of maritime commerce.
b. (U) Initiate salvage response assessments and planning, and coordination with
pertinent stakeholders and salvage response providers, as soon as practicable
following an incident.
c. (U) Determine appropriate pathways for authorities, funding, and resources to

conduct salvage response to reopen channels and access routes within waterways and
connecting channels that support maritime commerce.
d. (U) Identify salvage needs for MTS infrastructure which are beyond the scope of this
SRP, and provide input for development of FEMA MAs or other long-term recovery
support through ESF 1, ESF 3 and/or ESF 10, as appropriate.
e. (U) Support marine salvage operations through the IC/UC structure.
8200 (U) Concept of Salvage Response Planning and Operations

a. (U) The procedures in this SRP cover salvage preparedness planning up to the point
at which incident-specific salvage response planning and operations are initiated. The
plan also provides information on salvage resources that could be employed in
responses.
b. (U) Initial environmental response, MTS recovery actions, and identification of

prospective salvage response needs will be undertaken by stakeholders using their
existing operations protocols and contingency plans (e.g., existing Vessel Response
Plans). Salvage issues identified will be referred to the COTP, who will
communicate them as necessary to the IC/UC.
c. (U) Upon establishment of a UC, the SRP becomes a supporting plan and informs
salvage response planning by the MTSRU and by salvage subject matter experts that
are engaged during incident management. Activities of the MTSRU will be guided
by the MTS Recovery Plan for USCG – Sector San Francisco’s COTP Zone. If there
is a large-scale salvage response need, a separate salvage response unit may be
established. In the latter case, MTSRU and salvage response planning will be closely
coordinated.
d. (U) Salvage issues beyond the scope of the SRP will be addressed by the appropriate

ESF(s) through the IC/UC for consideration.
e. (U) Feedback about implementation of salvage response measures and resulting

effects on performance and functionality of the port navigation system will be
considered in forming MTS recovery and salvage response recommendations.
8300 (U) Deployment

a. (U) All salvage response operations will be conducted by individual organizations
consistent with their jurisdiction, authorities, capabilities, and funding availability.
b. (U) Salvage equipment and resources based within the COTP Zone which are capable
of being used to restore the MTS may not be available. Likewise, national and/or
regional salvage capabilities identified in this plan may not be available.
NOTE: Also refer to Section 17000 (Readily Available Assets for MSFF Operations)
8400 (U) Employment

a. Self-Preservation
(U) All salvage response forces will act to ensure the survivability and protection of
their own assets, personnel and continuity of operations consistent with prevailing
conditions.
b. Life Saving
(U) Safety of life takes precedence over salvage response. Salvage response
operations will be suspended as necessary if life saving operations becomes necessary
at or in proximity to the salvage site.
c. Reconstitution
See Assumptions in Section 4000
d. Statutory and Regulatory Responsibilities
(U) Certain statutory responsibilities of the USCG, USACE, modal agencies of DOT,
NOAA, NTSB, and other agencies will need to be maintained or performed in
conjunction with or support of salvage response operations. The MTSRU and
salvage team members designated by the UC will assist in identifying which statutory
and regulatory responsibilities are applicable to the situation and advice regarding
their employment.
e. Salvage Operations
(U) A salvage response team may be needed to execute salvage operations during an

incident. Members assigned to the salvage response team would be responsible for
developing an incident-specific salvage response plan for assigned salvage work.
Therefore, salvage operations will be included as an element of the Incident Action
Plan (IAP). This SRP is a supporting plan to those incident-specific response efforts.
f. Safety
(U) Safety will be the primary consideration in planning salvage response operations.
Salvage is often complex and always dangerous. All applicable safety rules and
regulations must be observed and hazards must be properly identified. Only
personnel who are properly equipped and trained should be allowed to participate in
salvage operations. A site safety plan must be developed, and operations conducted
in accordance with the plan and under the supervision of a qualified safety officer.
The development of a site safety plan should be coordinated with the UC (if
established) as part of the Incident Action Plan.
g. Force Protection
(U) Each participating organization is responsible for determining and implementing

appropriate force protection measures. Force protection will be coordinated through
the UC, when required.
h. Security of Salvage Response Resources
(U) Each organization is responsible for security of its own recovery resources (e.g.
pre-staged equipment, food, emergency potable water, portable generators, medical
supplies). Security needs that exceed capabilities will be brought to the attention of
the UC.
i. Demobilization
(U) Salvage response resources will be released as soon as practical. For planning
purposes, once clearing of the port navigation system enables the resumption of the
flow of maritime commerce, salvage response will transition from short-term
recovery to long-term recovery under FEMA. The MTSRU will assist the salvage
team in preparing for the transition. The MTSRU will identify and document long-
term salvage recovery issues to aid in this process. Prior to its demobilization, the
MTSRU will prepare, as part of its demobilization report to the Incident
Command/Unified Command (IC/UC), a list of unresolved salvage response and
marine debris issues. The report will include the salvage response status and a list of
stakeholder concerns regarding wrecks, obstructions and marine debris.

8500 (U) Task
8501 During the Incident:
(U) During the incident response phase the identification of measures needed to set
the stage for salvage response as a supporting activity for facilitating MTS recovery
should be initiated. Development of salvage and MTS recovery specific tasks should be
done as part of the IAP planning process in accordance with NIMS ICS protocols.
For further assistance, refer to Section 9000
8502 Determining Needs:
(U) Determine needs, arrange for, and coordinate provision of salvage response using this
plan for USCG – Sector San Francisco’ “Area Contingency Plan” and “RRT9 – Regional
Contingency Plan” when referencing marine salvage provisions, as appropriate.
a. (U) Assess the scope of the salvage response needed, including aerial surveys to assist
in identifying salvage issues and hydrographic survey of critical waterways/channels.
b. (U) Use the SRP as a coordination and procedural medium to support identification
and application of existing salvage authorities and funding mechanisms when salvage
response becomes necessary to facilitate resumption of trade and to assist in restoring
functional performance of the MTS. Appendix F provides general SRP
considerations.
c. (U) Use the ACP to guide salvage operations conducted as elements of oil and
hazardous substance environmental response activities.
d. (U) Identify owners, operators, lessees, and Responsible Parties (RPs) to determine
intentions for developing and executing a removal/salvage plan and for assembling
the required assets.
e. (U) Assess and recommend priorities for salvage response needed to reopen the port
navigation system to commerce.
f. (U) Coordinate with the Infrastructure Liaison Officer (ILO) at the Joint Field Office
(JFO) (if established) for recovery support, including identification of recovery issues
for which Federal Emergency Management Agency (FEMA) MAs under Stafford Act
disaster declarations may be appropriate.
g. (U) Coordinate with the USACE for removal of hazards to navigation within
federally maintained channels by the party with primary responsibility or by the
USACE if ownership cannot be determined or removal by the party with primary
responsibility cannot be accomplished in a timely manner.

h. (U) Coordinate with ESFs # 1, 3, and 10 through the JFO (when established) as
necessary and appropriate to arrange for salvage response services.
i. (U) Consistent with reference (m), identify and coordinate the marking of
obstructions and hazards to navigation by the owner, or if they fail to act, the US
Coast Guard and USACE.
j. (U) Coordinate the establishment of a salvage response team with subject matter
expertise to conduct site-specific assessments of obstructions to navigation and
salvage needs and to develop and implement salvage plans to resolve the
obstruction(s) to navigation.
k. (U) Identify hazards to navigation that require removal. Coordinate with the USACE
for removal of hazards to navigation by the identified owner or by the USACE if
ownership cannot be determined or removal by owner cannot be done in a timely
manner.
l. (U) Identify available public and commercial salvage assets when the owner or RP
cannot be identified or cannot respond in a timely manner.
m. (U) Monitoring impact of recommendations on MTS Recovery.
n. (U) Documenting salvage response activities and operations.

Section 9000
Table of Contents
9100 (U) ICS Relationships / Organizational Relationships 71
9200 (U) Incident Command Post (ICP) and Headquarters 72
9300 (U) Succession to Incident Commander 72
9400 (U) Overall Incident Command, Control, and Communications 73
9500 (U) ICS Organization Structure for MSFF Operations 73
9600 (U) ICS Communications Flow Chart during a Stafford Act Declaration 75

9000 (U) Incident Command, Control, and Communications
9001 Incident Command – Incident Management Framework
a. (U) Unified incident management and engagement of pertinent stakeholders should

begin as soon as practicable following a marine casualty. If an incident occurs
without warning, incident management will be initiated using processes,
communications procedures and protocols in effect at the time of the incident (i.e.,”
steady-state operations”).
b. (U) The first response will be implementation pursuant to MSFF emergency response
procedures listed in the Vessel Response Plan’s emergency response procedures
pursuant to MSFF.
c. (U) Incident management will transition to a Unified Command structure as

appropriate to the incident when the situation clarifies or stabilizes sufficiently to
enable the transition without loss of incident management continuity.
9002 Incident Command / Unified Command, Activation, Priority Controls
a. Incident Command / Unified Command (IC/UC)
(U) In the event of a vessel casualty involving MSFF, USCG – Sector San Francisco
will activate its ICS Watch Bill upon direction of the COTP. This watch bill is
contained in the Sector San Francisco Organization Manual (ORGMAN). Initially
these personnel will supplement the watch organization of US Coast Guard – Sector
San Francisco’s Command Center (SCC). As the incident grows, the organization
will grow into a separate Incident Command Post (ICP) to manage the incident,
allowing the SCC to resume its “normal” operations.
(U) IC/UC will be guided by applicable NIMS Incident Command System (ICS)
principles.
b. Activation
(U) The activation to MSFF incident are broken into the following five phases for
descriptive purposes:
Phase I Discovery and notification
Phase II Evaluation and initiation of action
Phase III Assessment of the situation
RescueExposureConfinementExtinguishmentOverhaul
Phase IV Demobilization
Phase V Documentation and cost recovery.

c. Priority Controls
(U) Rescue- Life safety must always be the first consideration in any emergency
situation. When lives are in danger, the Incident Commander must quickly assess
whether the situation necessitates immediate removal of personnel, the number of
persons that need to be extracted, and the hazards to the rescue team.
9003 Communications – Procedures for Notification
a. (U) Notification Requirements and Sequence. Notifications for maritime causalities /

emergencies will conform to requirements of 33 CFR Ch. I, Subchapter H, 101.305.
The sequence of notifications will depend upon the circumstances. In general, the
incident will be reported to the appropriate first response and emergency services
providers to protect and ensure human health and safety. Notifications will also be
made immediately to US Coast Guard – Sector San Francisco’s COTP, US Coast
Guard – District Eleven Commander, and/or the National Response Center as
required by regulation.
b. (U) Vessel Notification Procedures – in general should alert the following:

 Sector San Francisco Command Center – 415-399-3547
 Vessel Traffic Service – VHF-FM Channel 14
 National Response Center – 800-424-8802
9100 (U) ICS Relationships / Organizational Relationships

9101 US Coast Guard Policy
(U) The Coast Guard will respond, consistent with the policies outlined in the Regional
Contingency Plan and California Coastal Zone Area Contingency Plans. The Coast Guard
may elect not to dispatch representatives to reported discharges where representatives of
another appropriate government agency are responding. However, if federal removal is
indicated within the Coastal Zone, the Coast Guard will respond. If the responsible party
is conducting proper removal, the Coast Guard On-Scene Coordinator will use best
judgment in determining the need for the presence of Coast Guard personnel on scene.
General Coast Guard policy for pollution response is provided in Volume VI of the Coast
Guard Marine Safety Manual
9102 High Seas Policy
(U) Application of the Intervention on the High Seas Act (33 USC 1471 et seq.): Under
authority of the International Convention Relating to Intervention on the High Seas in
Cases of Oil Pollution Casualties, 1969, governments party to the present convention may
take such measures on the high seas as may be necessary to prevent, mitigate, or

eliminate grave and imminent danger to their coastline or related interests from oil or
hazardous substances pollution or threat of pollution. The pollution or threat of pollution
may result from a maritime casualty or acts related to such a casualty which may
reasonably be expected to result in major harmful consequences. In the event of a ship
collision, stranding, or other incident on board or external to a ship outside U.S.
Territorial waters which creates a potential threat of pollution by oil or hazardous
substances, all available information shall be relayed to the Coast Guard which will
determine whether or not grave and imminent danger to our coastline or related interests
exists. Once that determination is made, the designated FOSC shall take measures to
prevent, mitigate, or eliminate the threat.
9200 (U) Incident Command Post (ICP) and Headquarters

(U) To effectively combat a major fire, an Incident Command Post (ICP) must be
established as soon as possible. A command post provides several critical services:
9201 (U) USCG – Sector San Francisco’s primary ICP / UCP will be located in building 100
(known as the IOC) at the USCG base on Yerba Buena Island, San Francisco, California.
9202 (U) USCG – Sector San Francisco’s alternative ICP / UCP is located at Gresham Hall at
the USCG base on Coast Guard Island, Alameda, California.
9203 (U) For better command and control, USCG – Sector San Francisco’s ICS personnel in
conjunction with other agencies / organizations representatives may relocate to an
alternate UCP locations near the incident.
9300 (U) Succession to Incident Command

(U) USCG – Sector San Francisco’s COTP is the USCG entity responsible for ensuring
the safety and security of vessels, harbors, and waterfront facilities, including fire
prevention and fire hazard mitigation, and vessel marine salvage and firefighting. As part
of this role, the COTP has coordination and planning responsibilities for salvage and
firefighting operations involving vessels or waterfront activities.
(U) In regard to marine firefighting operations, USCG personnel shall not actively
engage in firefighting (other than fires on USCG vessels) except in support of a regular
firefighting agency under the supervision of a qualified fire officer, to save a life, or in
the early stages of a fire to avert a significant threat without undue risk. USCG
availability is limited to the level of training and adequacy of equipment.
(U) During marine firefighting, USCG units should adopt a conservative response posture
and focus actions on those traditional USCG activities not requiring USCG personnel to
enter into a hazardous environment.

9301 Chain of Command
a. (U) The chain of command established by USCG – Sector San Francisco’s COTP
pursuant to addressing MSFF operations is as follows:
1. Commander, Sector San Francisco (COTP)

2. Deputy Commander, Sector San Francisco (acting COTP)
3. Prevention Department Head, Sector San Francisco
4. Response Department Head, Sector San Francisco
5. Logistics Department Head, Sector San Francisco
6. Other senior officers as directed, Sector San Francisco
b. (U) Commander, Eleventh Coast Guard District, under COTP authorities granted the
District Commander by presidential executive order, may also exercise COTP
authority as necessary.
c. (U) Either the Sector Commander or Deputy Sector Commander may act as the
Incident or Unified Commander for MSFF operations. The other officer would
ensure that Sector San Francisco meets its legally mandated Coast Guard mission
obligations.
9400 (U) Overall Incident Command (IC), Control, and Communications

(U) Guidance supporting IC, Control, and Communications pursuant to MSFF
operations, refer to Sections 1700, 1800, and 9000
9500 (U) ICS Organization Structure for Marine Salvage and Firefighting
9501 References
a. National Response Framework

b. National Incident Management System
c. 33 CFR, Part 6, Protection and Security of Vessel, Harbors, and Waterfront Facilities
d. 33 CFR, Part 155.4030 (a), 155.1015, and 155.4015 – Oil Tank Vessels
e. 33 CFR, Part 151, 155, and 160 – Subpart J – Non-Tank Vessels
f. 33 CFR, Part 155, Subpart I – Salvage and Marine Firefighting (MSFF)
(Regulations apply to Tank and Non-tank Vessels. For further guidance, see section 15000)
g. 33 CFR, Part 155.1062, Inspection and Maintenance of Response Resources

h. 30 CFR, Part 254, Oil Spill Response Requirements for Facilities Located Seaward of
the Coast Line
i. U.S. Coast Guard Addendum to the National Search and Rescue Supplement (NSS)
to the International Aeronautical and Maritime Search and Rescue Manual (IMSAR),
COMDTINST M16130.2 (series)
9502 Introduction
(U) The ICS organizational structure and guidance to an IC/UC to fulfill the essential
functions required for a Marine Salvage and Firefighting (MSFF) response as guided by
references listed in section 9501. The ICS organizational structure utilized in response to
marine salvage and firefighting varies depending upon the location of the vessel and its
proximity to marine salvage and firefighting response resources and capabilities.
(U) Although the USCG does not directly conduct marine salvage and/or firefighting, the
USCG under COTP and SAR Mission Coordinator authorities have a major role in
coordination, planning, and supporting marine salvage and firefighting operations.
(U) Marine firefighting response will typically be managed under a UC due to marine
fire(s) typically involves fire departments, public health organizations, marine cargo
experts, industrial fire departments, and private firefighting and salvage experts, this
response structure will allow for effective control over the response and coordination of
efforts from the responding organizations.
9503 Marine Salvage and Firefighting Scenario Organization Construct Example
NOTE: For organization chart diagram, refer to the following:

• Section 1800 (Salvage Response Framework), and
• USCG’s 2014 edition of the Incident Management Handbook, Chapter 22,
page 22-5 and 22-13.
Web-site: https://homeport.uscg.mil/ics
9504 (U) Marine Salvage and Firefighting – Specific ICS Position and Task Descriptions
NOTE: For specific ISC Position and tasking within the IC/UC, refer to:
• Section 1800 (Salvage Response Framework), and
• USCG’s 2014 edition of the Incident Management Handbook, Chapter 22,
page 22-6.
Web-site: https://homeport.uscg.mil/ics

9600 (U) ICS Communications Flow Chart during a Stafford Act

Declaration
(U) During a catastrophic triggering a Stafford Act Declaration (Generally occurring
during a Type I & II events), USCG – Sector San Francisco will work with the Federal
Emergency Management Agency (FEMA) and the State of California – Office of
Emergency Services (Cal OES) in a joint multi agency response with focus on reopening
prioritization of the MTS to support evacuation and emergency relief efforts via
waterways, and restoring the maritime commerce supply chain.
9601 ICS Communication Protocols for MSFF Operations
(U) During the Stafford Act Declaration, communication protocol within USCG – Sector
San Francisco’s UC for Marine Salvage and Firefighting activities are as follows:
Marine Salvage and/or Marine Firefighting Operations

(U) A representative (Marine Salvage and/or Marine Firefighting Representative) from
the Marine Salvage (MS) and/or Marine Firefighting (MFF) Group will be assigned to
work with the Marine Transportation System Recovery Unit (MTSRU) to assist with MS
/ MFF response activities relevant to port recovery and ESF-1 missions.
Alternative Communication(s) and Procedures

(U) In the event of a MSFF resulting a disruption to the Marine Transportation System,
alternative communicating links outside the USCG's IT system have been established to
enable MSFF representatives to communicate with USCG - Sector San Francisco's
Marine Transportation System Unit (MTSRU) / ESF1 via either "gmail" correspondence
and/or "skype" conference call. The procedures for initiating alternative communication
procedures is as follows:
1. (U) Identify which communication method best fits your organizations needs to
convey information to USCG-Sector San Francisco's MTSRU by choosing one of the
following: a. Gmail account: mtsru.uscg@gmail.com
b. Skype account: mtsru.uscg
2. (U) Prior to initiating contact utilizing the MTSRU's alternating communications via
gmail and/or skpe, contact USCG - Sector San Francisco's "MTS Recovery
Coordinator (MTSRC)", Mr. Jerry Bynum at (209) 479-5083 cell phone and/or
request Mr. Bynum by contacting USCG - Sector San Francisco's Command Center
at (415) 399-3547 duty officer.
9602 ICS Communications Flow Chart during a Stafford Act Declaration

(U) The ICS Communications Flow Chart is utilized to illustration the flow of
information for MSFF activities from USCG – Sector San Francisco’s Unified
Command, up to the ESF-1 located at the Joint State/Federal Operations.
See ICS Communications Flow Chart on the next page >>>

9602 (U) ICS Communications Flow Chart during a Stafford Act Declaration
DHS
Headquarters
USCG FEMA
OPCEN Headquarters
Headquarters
California Governor’s Representative

USCG
EPLO Joint State / Federal
Operations Section
ESF-1
USCG USCG
Cal OES – Cal SLC – Cal OSPR
OPCEN Sector SF
[ SOC ] [ Executive Officer ] [ Administrator ]
D11 / PACAREA [ COTP ]
USCG Cal OES – Cal SLC – Cal OSPR

Coastal Region II Northern California Marine Safety Branch
Sector SF [ Division Chief ] [ Branch Chief ]
[ REOC ]
IC / FOSC
USACE USCG [ MTSRU ] Cal OES – Region II Cal SLC Cal OSPR
Waterways MTSL Ports & Harbors Northern Rep. Northern Rep.
CBP USCG [ MTSRU ]

CART / MSRAM
San Francisco
Specialist
Marine Exchange
USCG USCG [ MTSRU ]

VTS Waterways Ship
Specialist Agent(s)
Marine Firefighting
Representative
USCG [ MTSRU ]
Marine Salvage Port
Facilities Stakeholders
Representative
Specialist

Section 10000
Table of Contents
10001 (U) Requirements for Notification of Marine Casualties 78
10002 (U) Vessel/Ship’s MSFF Emergency Communication Protocols 78
10003 (U) COTP’s Quick Response Card (QRC) for MSFF 79

10000 (U) Communications (Emergency Communication Procedures)
(U) The following information in this section pertains to emergency communication
protocols utilized when reporting vessel/ship causalities in relationship to Marine
Salvage and Firefighting (MSFF) incidents within USCG – Sector San Francisco’s
COTP’s zone.
10001 (U) Requirements for Notification of Marine Casualties

(U) Regulations contained in 46 Part 4 of the Code of Federal Regulations require
owners, agents, masters, operators, or persons in charge, immediately after addressing
resultant safety concerns, to notify the nearest US Coast Guard Marine Safety Office,
Marine Inspections Office, or Coast Guard Group Office whenever a vessel is
involved in a marine casualty. These casualties include:
a. An unintended grounding or an unintended strike of, or allision, with a bridge,
b. An intended grounding, or an intended strike of a bridge, that creates a hazard to

navigation, the environment, or the safety of a vessel,
c. Loss of main propulsion, primary steering, or any associated component or

control system that reduces the maneuverability of the vessel,
d. An occurrence that adversely affects the vessel’s seaworthiness or fitness for

service or route, including fire, flooding, or failure of or damage to fixed fire
extinguishing systems, life-saving equipment, auxiliary power generating
equipment, or bilge pumping systems,
e. Loss of life,
f. An injury that requires professional medical treatment, and
g. Any occurrence resulting in more than $25,000 of property damage, not including
salvage cost.
10002 (U) Vessel/Ship’s MSFF Emergency Communication Protocols

(U) Within USCG – Sector San Francisco’s COTP zone, emergency communication
procedures for marine casualties involving MSFF are as follows:
 Initiation of emergency communication protocol should reflect the notification

requirements pursuant to Marine Salvage and Firefighting (MSFF) guidance as
identified in the per on the Vessel Response Plan,
 The vessel/ship in distress shall immediately notify USCG – Sector San

Francisco’s Command Center / Vessel Traffic Center [Phone: (415) 399-3547 /

Marine Band Radio -VHS 16], and
 As a precautionary measure, the vessel/ship master should immediately make

notification to the Marine Salvage and Firefighting (MSFF) provider as per
identified in the Vessel Response Plan.
NOTE: For additional guidance pursuant to MSFF regulations, refer to
Section 13000
10003 (U) COTP’s Quick Response Card (QRC) for MSFF

See QRC template on next page >>>

10003 (U) COTP’s Quick Response Card (QRC) for MSFF
(U) The following QRC template is utilized by USCG – Sector San Francisco’s
Command Center during a MSFF causality incident.
QRC: MS 06 – Marine SALVAGE and FIREFIGHTING Notification

Watch stander: MISLE Case Number:
CDO: PS Case Number / SAR UCN:
Case Description: CAL-EMA Number:
NRC Number:
COMMENTS: The Sector San Francisco may be the Incident Commander (IC) for any fire involving a vessel
underway or anchored within the AOR. For vessels moored, the local fire department is the IC and the COTP will
support the IC system. For any vessel fire the local and mutual aid fire departments will be the primary fire fighting
resources.
Step: 1 of 4 INITIAL INFORMATION

Type of Incident: ___ Marine Salvage / ___ Marine Firefighting
Date /Time of Report:____________________ Received By:______________________________
Notified by:_____________________________ Phone:___________________________________
Vessel: Vessel Type: (Small Passenger Vessel etc..)
Tonnage: Call Sign: Flag: (If US Vessel determine if it is
an inspected vessel) Crew size: Number of Passengers:
Length: __________ Beam: Draft: Official Number:
Location or Lat/Long:
Moored __________ Speed _________ kts
Personnel Casualties:____________________________________ ____________________________
Assistance needed? _________________________________________________________________
Has pollution entered water? YES / NO If yes amount/Type:
Is Vessel capable of maneuvering: YES / NO Able to Anchor: YES / NO`
Is Vessel: Loaded/ Light/ Ballasted
Pull VCP from MISLE. If Vessel is Inspected, pull COI for list of Firefighting Equipment.
Pull VRP from MISLE/HOMEPORT and obtain QI/Commercial Salvage Provider Info.
Pull Marine Firefighting and/or Marine Salvage Plan for additional resource needs & checklist.
FIRE INFORMATION:
Extinguishing Class: _________ Source known: ___
Crew Fighting Fire? __________ Source secured: ___

Resources on scene: Resources needed:
_______________________________________ _________________________________________________
_______________________________________ _________________________________________________

Step: 1 of 4 INITIAL INFORMATION

SHIPBOARD FIRE FIGHTING SYSTEM (Check in MISLE Vessel Details, Firefighting)
TYPE_____________________ EXPENDED_____________________
REMAINING ONBOARD SOURCES_______________________________________________
DANGEROUS/HAZARDOUS CARGO:
TYPE: _____________ QUANTITY: _______________ DIST. FROM FIRE: _________________
LOCATION: ________________________________________________________________________
OIL ON BOARD:
TYPE QUANTITY LOCATION
Fuel _________ __________ __________
Lube _________ __________ __________
Waste : _________ __________ __________
Explosion Hazard? Yes / No If Yes: Notify Local OES and VTS to warn nearby traffic.
OTHER CARGO ON BOARD:

TYPE: ____________________ QUANTITY: __________ LOCATION: ____________________
Situational Controller FOCUS

Life Safety Personnel Protection and SAR Incident Stabilization
Assist Firefighters Property Conservation Pollution Response/Prevention
Step: 2 of 4 ACTION CHECKLIST

Time Initial
1. ___________/___________ Notify Operational Unit with SAR responsibility
2. ___________/___________ Verify that SF VMAP activation is or is not necessary.
(IF Yes- Launch VMAP using VMAP QRS.)
__________________________________________________________________________________________
3. Marine Firefighting (AGENCY ASSETS) – Emergency contacts for the San Francisco Bay & Delta:
• Date: __________ / Time: __________ Oakland Fire Department: ……..……… (510) 444 – 1616
• Date: __________ / Time: __________ San Francisco Fire Department: ……….. (415) 558 – 3291
• Date: __________ / Time: __________ South San Francisco Fire Department: … (650) 368 – 1421
• Date: __________ / Time: __________ Southern Marin and Tiburon Fire Dept.... (415) 499 – 7235
• Date: __________ / Time: __________ Stockton Fire Department: ……………... (209) 464 – 4646


4. EMERGENCY REGULATORY REQUIREMENTS for Marine SALVAGE and
FIREFIGHTING
Oil Tanks Vessels:
Regulatory requirements (33 CFR, Part 155.4030 (a), 155.1015, and 155.4015) pursuant to Oil Tank
vessels/ships, and tank barges require the vessel owner to provide a “primary resource provider” for Marine
Firefighting and/or Marine Salvage on the Vessel Response Plan (VRP).
Non-Tank Vessels: {all other vessels other than tank vessels}
Note: Applies to vessels over 400 gross tons (ITC)
Regulatory requirements (33 CFR, Part 151, 155, and 160 – Subpart J – Non-Tank Vessel Response Plans
pursuant to Non-Tank Vessels/Ships require the vessel owner to provide a “primary resource provider” for
Marine Firefighting and/or Marine Salvage in the Vessel Response Plan (VRP).
A. The resource providers identified in a VRP should be immediately notified and activated when a discharge
of oil, or a substantial threat of such a discharge of oil exists.
[COMDT COGARD 221949Z MAR 13]
B. Command Center: When a discharge of oil, or a substantial threat of such a discharge of oil exists, the
vessel should be instructed to:
• Activate the Vessel Response Plan (VRP).
• Notify the Qualified Individual (QI) listed in the VRP.
• Notify the SMFF provider in the VRP.
 One of the five USCG approved SMFF providers will be listed in the VRP, and needs to be activated if the
incident meets the criteria listed in the above A or B.
The five primary resource providers that may be listed on the VRP are:
• Date: __________ / Time: __________ DonJon-SMITT, LLC: ……………. (703) 299 – 0081
• Date: __________ / Time: __________ Marine Response Alliance: ……..… (206) 332 – 8200
• Date: __________ / Time: __________ Resolve Marine Group: ………….... (954) 764 – 8700
• Date: __________ / Time: __________ SVITZER Salvage Americas, Inc: …(713) 534 – 0700
• Date: __________ / Time: __________ T & T Salvage, LLC: …………… ... (713) 534 – 0700
6. Confirmation / Feedback Status
• The QI has notified the Primary Resource Provider: Yes ___ / No ___
• The QI has requested Primary Resource Provider to respond to the incident: Yes ___ / No ___
___________________________________________________________________________________________________________________________________________________________
7. Date: __________ / Time: __________ Notify Mr. Jerry Bynum, USCG – Sector San Francisco
(Marine Salvage, Firefighting, and MTS Recovery Specialist)
Cell phone: ……… (209) 479 – 5083
Home phone: ….… (209) 823 – 6386

8. ___________/___________ Request VTS to notify immediately endangered vessels

9. ___________/___________ Does the situation warrant Critical Incident Communications (CIC) ?
If so, call 1-800-DAD-SAFE.
10. ___________/___________ Notify endangered facilities (if not already aware)
11. ___________/___________ Notify California CAL-EMA (if not already aware)
12. ___________/__________ Notify Duty MI, Duty IO, Pollution Team Leader
13. ___________/___________ Notify PSC if fire is on a foreign vessel
14. ___________/___________ Notify Prevention and CID
15. ___________/___________ Brief Sector Deputy/Commander
16. ___________/___________ Establish communications with on scene fire department
17. ___________/___________ Brief IMD response team and get them on scene as practical: smoke
cloud could be toxic. Safety of IMD response personnel is
paramount. (Response personnel should report into the FD
Command post if fire is pier side or command vessel)
18. ___________/___________ Notify D11/PACAREA OPCEN at ext: 3701
19. ___________/___________ Create MISLE Notification
___________________________________________________________________________________________________________________________________________________________
SUPPLEMENTAL ACTIONS:
20. ___________/___________ Establishing a safety zone: see ref (e)
21. ___________/___________ Recalling personnel for response and/or to augment t
22. ___________/___________ Ordering the movement of vessels/control of facility operations: see
ref (f)
23. ___________/___________ Alert PAC Strike Team if assistance needed
24. ___________/___________ Request Local Broadcast Notice to Mariners
25. ___________/___________ Notify Local Port Authority
26. ___________/___________ Notify Vessel Owner/Agent
27. ___________/___________ Create Port Safety Case File
28. ___________/___________ Maintain good logs/notes for input support of SITREP/POLREP.
Step: 3 of 4 CASE DOCUMENTATION and MISSION CONCLUSION

Time Initial
1. ___________/___________ Case Closed.
2. ___________/___________ Conduct Debrief as required.
3. ___________/___________ Scan QRC and attach into MISLE

Step: 4 of 4 REFERENCES
(a) Marine Firefighting Plan

(b) Marine Salvage Plan
(c) Marine Salvage and Firefighting for Tank Vessels [33 CFR, part 155.4030]
(d) Marine Salvage and Firefighting for Non-Tank Vessels [33 CFR, Part 151, 155, and 160 – Subpart J]
(e) QRS COTP Orders
(f) D11 SOP (Tab D to Appendix 32 to Annex C)
(g) Emergency Response Guide
(h) MSM, Volume VI, Chapter 8
(i) MSM, Volume I, Chapter 8, Section 8-E
(j) QRS Safety/Security Zones/ SF VMAP

Section 11000
Table of Contents
11000 (U) Potential Places Of Refuge (PPOR) 86
11001 (U) Purpose and Scope 86
11002 (U) Assessment 87
11003 (U) References 87

11000 (U) Potential Places of Refuge (PPOR)
11001 (U) Purpose and Scope

(U) In accordance with Regional Response Team Region 9 (RRT9) Guidelines for
Places of Refuge Decision-Making and COMDTINST 16451.9, this Potential Places
of Refuge (PPOR) section provides information/guidance for both an effective and
efficient response to requests from ships in need of assistance and seeking a place of
refuge. The objective of this section is to identify docking, anchoring, mooring,
and/or grounding locations that may be selected as Potential Places of Refuge and to
provide decision-making tools in order to enhance the overall effectiveness of the
response process. While information on possible sites is pre-inventoried, this does not
imply that any of these sites will be the location of choice in a future event. Decision-
makers must address both environmental and operational issues when determining
where to direct a stricken vessel. The U.S. Coast Guard Captain of the Port (USCG
COTP), San Francisco, has jurisdiction over approving a PPOR site for a vessel in
distress. The COTP will confer with other federal, state, and local officials when
deciding where and when to move a stricken vessel. Selection of a Place of Refuge by
the COTP in consultation with other agencies and stakeholders will always be made
on a case-by-case basis. Prior coordination and identification of PPOR sites
significantly enhances the decision-making process and facilitates the overall
response operation. Taking these actions helps prevent or minimize potential adverse
effects to the vessel, public, environment, and resource users.
(U) In coordination with the State of California and RRT9, workgroups were
established to provide the following: A decision-making process to assist USCG
COTP in determining whether a vessel needs to be moved to a place of refuge, which
place of refuge to use, and a framework for developing pre-incident information on
PPOR sites for inclusion in the appropriate sub-area contingency plans.
(U) Keeping in mind that there is no perfect docking or anchoring site for all vessels
and all situations, the ACP1 and ACP2 sub-area committees convened and developed
an approach to pre-survey possible PPOR sites, not pre-determine them. The data
gathered was streamlined and incorporated into a California statewide PPOR
database. A hard copy of this data is contained within this section as pre-incident
summaries. These pre-incident summaries provide specific information for PPOR
sites within the respective areas of responsibility (AOR) and identify the advantages
and consequences of the use of each potential site. Pre-identified PPOR sites will be
shown on an area index chart. The pre-incident summaries, the PPOR charts and/or
the TAP models (where applicable), contain specific geographic and navigational
data in addition to information about concerns for the potential impacts on human
health and safety and natural resources, and economic consequences for all options a
distressed vessel may have to mitigate their situation. Collectively these serve as a job
aid designed for use during an incident.

11002 (U) Assessment
(U) As soon as it is apparent that a situation may require Potential Place of Refuge
(PPOR), the vessel master shall seek the guidance of the COTP. The nature of
emergency, services needed and logistical details will need to be discussed. If this
incident creates the need for a spill or salvage response, the Operations and Planning
Section Chiefs along with the identified Salvage Branch Director will work together
to form a PPOR Unit. The Salvage Team will identify the constraints which will
determine the scope of PPOR needs and alternatives and may include:
 Safety of crew
 Safety of responders
 Salvors
 Stability of vessel
 Availability of salvage equipment
 Weather concerns
 Cargo and fuel lightering
 Customs and U.S. State Department Issues
 Depths, length and other limitations of vessels or ports.
(U) The above listings will be used to identify a preliminary list of PPORs and will be
provided to the PPOR Unit. The respective salvage team will supply participants to
the PPOR Unit to capture ship and salvage information and participate in
communications with other stakeholders involved.
11003 (U) References

(U) Additional guidance and/or job aids which may be used in the PPOR decision
making process include:
a. USCG – Sector San Francisco’s COTP zone is in compliance with state policy
and guidance, and can be referenced in the Northern California “Area
Contingency Plan”, Section 8000 (Places of Safe Refuge).
https://www.dfg.ca.gov/ospr/san_francisco_plan.aspx
b. USCG – COMDTINST 16451.9, Coast Guard Places of Refuge Policy

http://www.uscg.mil/directives/ci/16000-16999/CI_16451_9.pdf
c. RRT9 Guidelines for Places of Refuge Decision-Making Appendix XXVI

http://www.dfg.ca.gov/ospr/response/acp/marine/2005RCP/rcp_2005_index.html

Section 12000
Table of Contents
12000 (U) Best Safe Practices for Emergency Ship Towing 89
12002 (U) Recommendations 89
12003 (U) Best Maritime Practices – Emergency Offshore Towing 90
12004 (U) Overview 91
12005 (U) Geographic Scope 91
12006 (U) General Guidelines / Community Responsibilities 92
12007 (U) Vessel / Owner / Operator (RP) Responsibilities 95
12008 (U) Tug Company’s Responsibilities 97

12000 (U) BEST SAFE PRACTICES for EMERGENCY SHIP TOWING
12001 (U) Background

(U) In January of 2013, USCG – Sector San Francisco brought the issue of
emergency ship tows before the San Francisco Harbor Safety Committee as part of
their continued promotion of safe navigation within their Area of Responsibility
(AOR). USCG – Sector San Francisco sought information on the capabilities and
availability of tug assets in their AOR and more information on how to improve the
likelihood of a positive response. The issue was given to the Tug Work Group
(TWG) which held numerous public meetings seeking input from all stakeholders.
Initial discussions focused on the potential for a dedicated Emergency Towing
Package (specialized gear for connecting a tug to a ship requiring assistance)
positioned in the San Francisco area. The TWG concluded that such a package is not
appropriate in this area, as the tug companies maintain adequate equipment for
offshore towing. The companies were also concerned with the use of equipment that
they did not maintain.
(U) The TWG, in conjunction with USCG – Sector San Francisco, held a live table
top exercise to assess availability and response time based on actual vessel traffic and
tug availability conditions. The table top drill identified at least eight tugs from
various Bay Area companies with sufficient capabilities to respond and be on site
within a few hours.
(U) The results of the table top exercise and associated discussions led the TWG to
determine that a Best Maritime Practice (BMP) for Emergency Offshore Towing is
the most appropriate method to ensure readiness for response. The contents of the
BMP are based on historical response times from San Francisco Bay, how the tug
company was chosen, the equipment that was used, and the actual towing evolution
that occurred. The foremost factor in response times was the urgency of the situation.
The urgency of the situation dictated what tug company responded, allowable time to
prepare for the tow, and the equipment needed to accomplish the tow. The resulting
BMP document outlines the steps that the San Francisco Harbor Safety Committee,
Vessel Owners/Operators, and Tug Operators should take to remain prepared for an
emergency vessel tow within the Bay and off the California Coast.
12002 (U) Recommendations

1. (U) The TWG recommends that the San Francisco Bay Region’s Harbor Safety
Committee adopt the BMP – Emergency Offshore Towing (Encl 1) to provide
guidance on the appropriate actions by vessel owners/operators and tug
companies in response to an offshore emergency.
2. (U) The TWG recommends that the Marine Exchange include capacity for

coastwise towing in the San Francisco Tug Asset List in the Golden Gate Ports
Handbook and on the San Francisco Marine Exchange web site in the Harbor
Safety Committee pages,
http://www.sfmx.org/support/hsc/kipsratings/KIPSRatings.htm.
(U) An example of the information to be provided and published is included

within Enclosure
3. (U) The TWG recommends that the HSC request that the California Office of
Spill Prevention and Response (OSPR) commission a study to validate the
Emergency Tow Vessel Capability Matrix (Appendix C of Enclosure 1). The
study should be specific to the environmental conditions and likely vessel traffic
off the Northern California Coast.
12003 (U) Best Maritime Practices – Emergency Offshore Towing

Table of Contents
(U) Section 1: Overview
(U) Section 2: Geographic Scope
(U) Section 3: General Guidelines / Community Responsibilities
(U) Section 4: Vessel/Owner/Operator (RP) Responsibilities
(U) Section 5: Tug Company Responsibilities
(U) Section 6: Appendices:
 Appendix A: Offshore Towing Risk Matrix
 Appendix B: SF Bay Tug List
 Appendix C: Emergency Tow Vessel Capability Matrix
 Appendix D: SOLAS regulation II-1/3-4
 Appendix E: Sample Emergency Tow Booklet (ETB)
 Appendix F: Communication Checklist
 Appendix G: Ship Rescue Requirement Checklist
 Appendix H: Tow Configuration Examples
Appendixes can be obtained from:
• San Francisco Bay Harbor Safety Committee
• San Francisco Marine Exchange
• USCG – San Francisco’s Waterways Department

12004 (U) Overview
(U) The objective of this BMP is to set forth the San Francisco Bat Region’s Harbor
Safety Committee’s expectations regarding the planning and execution of emergency
towing operations. This BMP provides guidance to ensure that the best towing assets
with the most appropriate equipment and properly trained crews are deployed from
San Francisco Bay for emergency towing. This BMP has been compiled so that the
assigned tug(s) and vessel in distress have a common understanding of what is likely
to occur in the event an emergency towing operation is necessary.
(U) The following entities have a role in executing this BMP:
1. The San Francisco Bay Region’s Harbor Safety Committee – With representatives
from within the Maritime Industry, Regulators, Environmentalists, and the general
public this organization has proven to be a valuable team to insure all stakeholder
interests are represented,
2. Vessel Owners/Operators – The companies that operate the vessels that provide
the resources to keep our economy moving, and
3. San Francisco Bay Area-based Tug Companies – The companies that conduct
various towing operations on San Francisco Bay and are capable of performing
offshore Emergency Ship Towing.
12005 (U) Geographic Scope

(U) The jurisdiction of the San Francisco Bay Region’s Harbor Safety Committee of
the San Francisco Bay includes all of the inland Bay waters and extends to the “SF”
buoy and the sea approaches to San Francisco Bay east of that point. This BMP is
intended to protect the resources within the San Francisco Bay by ensuring that
appropriate actions are taken to prevent a drift grounding along the California coast
and the consequent environmental damage which would ensue both to the coast and
possibly to the Bay. The tenets of this BMP apply to emergencies within the Bay,
and those outside of San Francisco Bay which may require the deployment of the
organic tug assets normally available in San Francisco Bay. The anchorages and
dock spaces which may be the final destination for any vessel experiencing a loss of
propulsion whether offshore or within the Bay are located within San Francisco Bay,
as are many of the Potential Places of Refuge (PPOR). The decision on the final
destination for an emergency tow will be made by a Unified Command, defined in
Section 3 below.
For further guidance about PPOR, refer to Section 11000.

12006 (U) General Guidelines / Community Responsibilities
12006.1 Early Notification
(U) The USCG – San Francisco has developed a Homeport Alert Warning System for
early notification to tug companies of potential offshore emergencies which may
require the use of tugs. This early notification is for informational purposes only and
allows the industry to begin to assess their equipment and crew capabilities and
timelines for an organized potential response. The tug company can greatly reduce
the risk to its crews and be more productive preparing the tug while it is in the harbor
rather than having crews do the prep work on deck at sea. Once a company is
selected by the Responsible Party, response time will be dependent on the urgency of
the situation. All tug companies with interest in and capabilities of responding to
Emergency Ship Towing situations offshore are encouraged to sign up for and enroll
in the Home Port Alert Warning System which may be done by contacting the Coast
Guard.
12006.2 Response Priority
(U) The San Francisco Bay Region’s Harbor Safety Committee has established the
following priority actions for emergency towing situations. Parties should consult
closely with the Coast Guard to collaboratively establish specific priorities for each
emergency towing incident:
 Triage – assess the situation and send appropriate assets to address the highest
concern situation (eg, drift grounding),
 Stabilize – initially stabilize the drifting vessel and isolate it from immediate
danger. If adequate assets are not initially available to begin a towing evolution,
it may be necessary to send smaller / less powerful assets to temporarily stabilize
and hold the vessel,
 Tow – once the highest risk situations have been avoided and the situation is
stable, commence tow to gain full control of the situation, and
 Identify Destination – Identify a destination for the towed vessel (if applicable).
Should the situation warrant use of the PPOR process (as determined by the Coast
Guard and/or appropriate Unified Command), begin vetting process for PPOR
within the Bay. Note: the typical emergency ship towing scenario will not require
use of the PPOR process.
(U) For incidents which occur within the San Francisco Bay, available tug assets will
be immediately dispatched to respond to the situation. Due to the traffic density
within the Bay, most casualties which result in the need for such assistance occur
where adequate tug assistance is immediately available. This BMP outlines the
procedures and practices to ensure timely and appropriate response to incidents in the
offshore environment.

(U) The Typical Decision/Action Matrix for Emergency Offshore Towing (Appendix
A) graphically depicts the risk-based priority for getting tugs underway and on scene
outside of the Golden Gate. The Matrix is a tool designed to assist the USCG –
Sector San Francisco, Vessel Operators and Towing Companies in determining the
highest risk areas, and to inform vessel operators of potential actions and expectations
of the USCG – San Francisco given the distance offshore. The Matrix does not
definitively dictate the boundaries between the areas of highest, medium and low risk,
but rather is a tool to enhance risk assessment and decision making. Other factors
such as prevailing weather, vessel traffic conditions, and vessel material condition
also impact assessment of risk and associated response posture. The goal of any
response should be to prevent a vessel from drifting into the highest risk (red) areas
without the assistance of adequate tugs to stabilize and control the situation. When an
incident occurs further off the coast, where the risk of the vessel drifting near shore is
reduced, it is possible and prudent to spend more time preparing a response and tow
plan.
(U) Under normal circumstances, USCG – Sector San Francisco will direct the
Responsible Party to ensure that adequate tugs to control the situation are in place at
the 12nm line. The matrix is designed to prompt action in such a manner as to ensure
this safeguard is in place and actionable. USCG – Sector San Francisco will typically
require a minimum two tug escort for vessels entering San Francisco Bay following a
loss of propulsion.
12006.3 Available Tow Vessels and Recommended Towing Equipment
(U) An inventory of towing vessels in the San Francisco Bay that may assist a vessel
offshore can be found in (Appendix B). The inventory is also available on the San
Francisco Marine Exchange web site in the Harbor Safety Committee pages,
http://www.sfmx.org/support/hsc/kipsratings/KIPSRatings.htm.
(U) This list identifies tugs which may be available for dispatch to an offshore
emergency. The list is for guidance and reference only, since at any given time an
individual tug on the list may not be available for various reasons. Specific guidance
regarding the appropriate equipment to be carried on a towing vessel is outlined in
Section 5 below. The Ship Rescue Requirement Checklist template (Appendix G) is
recommended to ensure that preparation is thorough.
12006.4 Emergency Tow Vessel Capability Matrix
(U) Parties involved in dispatching a rescue tug should refer to the “Emergency Tow
Vessel Capability Matrix” (Appendix C) in this document as a guide with the
understanding that circumstances may warrant the need for additional resources.
The matching of rescue tugs to a vessel depends on a multitude of variables. Multiple
studies have been completed on this subject and there are many variables which
determine a suitable matching of tug quantities and power. The Matrix in Appendix

C was compiled by the West Coast Offshore Vessel Traffic Risk Management Project
which was co-sponsored by the Pacific States/British Columbia Oil Spill Task Force
and the US Coast Guard, Pacific Area. Information was evaluated from five studies
from separate sources to develop this Matrix.
12006.5 Incident Management / Unified Command
(U) The Responsible Party (RP) should refer to their applicable emergency response
plans to determine their responsibilities and needs. For certain incidents, the Coast
Guard may determine the need for a Coast Guard Unified Command (UC) and
Incident Command Post (ICP). In the event that either the Vessel Response Plan
(VRP) indicates the stand-up of a UC or if the Coast Guard determines the need for a
Unified Command, the following personnel, at a minimum, should be represented and
present within the ICP:
 USCG Federal On Scene Coordinator (USCG FOSC)
 State On Scene Coordinator (SOSC)
 Vessel Representative (RP)
 Applicable Towing Company representative
 Salvage Representative (as applicable under Salvage and Marine Fire Fighting
Plan)
12006.6 Tow Destination
(U) The vessel owner will work with Federal regulators (and in some cases State
regulators and other stakeholders via Unified Command) to gain approval for the
destination, taking into consideration the nature of the vessel’s casualty and repair
needs. The vessel operator, Pilots, or regulators may require additional tugs to be
dispatched as the vessel approaches the San Francisco Bay and certain points within
the Bay to ensure safe transit.
12006.7 Continual Improvement / Exercise Frequency
(U) The San Francisco Bay Region’s Harbor Safety Committee is committed to
partnering for the greater public trust of California shorelines and is committed to
conducting drills and exercises to maintain proficiency and to improve best practices.
These exercises will provide the Harbor Safety Committee with a sound feedback
mechanism on the applicability of this best practice and will allow the best practice an
efficient means for continual improvement.

a. (U) The Tug Work group will organize and execute periodic drilling of
Emergency Towing Situations.
i The TWG should hold a table top exercise testing the incident
response, incident management and response resources no less than twice in 3
years.
ii The TWG should also perform a field exercise involving an actual ship with
the objective of testing tow gear, techniques and communication, and sharing
lessons learned across the local maritime community, no less than once every
3 years.
iii An actual Emergency Ship Tow may count towards drill credit if the towing
company involved is willing to present to the Workgroup a review of the
actual tow.
12007 (U) Vessel / Owner / Operator (RP) Responsibilities
12007.1 General
(U) This BMP is intended to assist owners/operators in preparing their ship for an
emergency towing incident. Every Ship Master calling upon San Francisco Bay
should review this best practice in its entirety prior to his/her first arrival in San
Francisco Bay. Owners, operators and crews should take into consideration that the
nature of an emergency does not allow much time for deliberation. Accordingly,
emergency procedures should be developed and practiced beforehand. The
International Maritime Organization has developed Guidelines for owners/operators
on preparing emergency towing procedures (MSC.1/Circ.1255) and Guidelines on
emergency towing arrangement for tankers (MSC.35(63), as amended) to assist
vessels with meeting the requirements of SOLAS regulation II-1/3-4 (Appendix D).
The IMO has also developed Guidelines for Safe Ocean Towing (MSC/Circ884),
which does not apply to salvage or rescue towing services but provides additional
guidance which may be useful for towing vessels.
12007.2 Ship Evaluation
(U) The Master/Crew/Owner/Operator of a vessel should prepare an evaluation to

identify their ship’s towing capabilities and limitations under various towing
configurations. This evaluation/inspection should take into consideration the
structure of the ship, the safe working loads of the mooring and ground tackle aboard
the ship, the ability to use powered equipment under various causalities, and the
equipment aboard the vessel that could be used in an emergency towing situation.
Consult SOLAS regulation II-1/3-4 (Appendix D) for further details.

12007.3 Procedures
(U) In conjunction with the Ship Evaluation, the vessel owner/operator shall develop
procedures for making up to a rescue tug. Procedures should be developed for
various emergency scenarios taking into consideration scenarios involving an
immediate threat of grounding, weather conditions (mild & severe), and non-
availability of onboard power. Procedures should be specific to facilitate proper
execution by crew members. Diagrams of possible rigging scenarios could be
developed into a matrix to allow for rapid identification of a tow plan once a ship
finds itself in a specific situation.
12007.4 Training
(U) As with any casualty the possibility of a successful outcome is increased if the
crew is trained in dealing with such a situation. The ship-specific procedures should
be shared with the crew and Emergency Towing Drills should be incorporated into
the ship’s drill schedule. Through regular drills and post-drill critiques the ship-
specific procedures can be updated and improved from lessons learned during
training which will further increase the chance of a successful outcome in an
emergency situation.
12007.5 Emergency Tow Book
(U) The inventory gathered during the evaluation process and the resulting
procedures should then be documented in a ship-specific Emergency Tow Book
(ETB). A sample template of an ETB developed by the IMO is included as
Appendix E. Vessel Owner/Operators/Agents should have access to this information
and be able to immediately distribute it via email to the towing company and to other
industry parties participating in the response. Receipt of a copy of the ETB prior to
departure on to the distressed vessel will assist the towing companies to more
efficiently prepare for the job and is a key factor in the success of the emergency tow.
12007.6 Notification
(U) Early notification to the Coast Guard of a vessel casualty is a key element of
initiating an effective response. Vessel owners and operators are required to provide
notifications to the Coast Guard in accordance with 46CFR4 and 33 CFR 161 (when
within the VTS Area).
12007.7 Communication
(U) In the event of a casualty that may require an emergency tow, time is critical.
Early activation of a response by the vessel will decrease the severity of the casualty.
Most vessels will never encounter the need to activate such a response, but, if
required, the complexity of the situation will be hectic and difficult to relay. The
checklist Contained in (Appendix F) is included in this BMP to serve as a reference
for the timely and accurate communication of key information needed to begin a
response. Owners/Operators/Brokers should expedite the decision of which tug
company to use so that the tug company can activate its plan.
12007.8 Vessel Response Plan (VRP) Activation
(U) The RP shall activate their VRP; and/or their Marine Salvage and Firefighting
Plan (MSFFP) as applicable under 33CFR155. The provisions of this BMP are non-
regulatory in nature and are complementary guidance to VRPs and MSFFP. The goal
of this BMP is to prevent a drift grounding situation by ensuring that appropriately
sized and equipped tugs are dispatched to enact the Emergency Towing requirement
of the MSFFP in a timely manner. In the event that either the VRP indicates the
stand-up of a UC or if the Coast Guard determines that a UC is needed, the RP must
have a representative present in the UC.
12008 (U) Tug Company’s Responsibilities
12008.1 General
(U) This BMP is also intended to provide towing companies who may be called upon
to respond with guidance to ensure that their tug is prepared to respond safely and
effectively. Tug companies intending to engage in emergency ship towing operations
are encouraged to review and ensure that their Safety Management System is
inclusive of control measures that are applicable to such towing operations.
(U) Each tug company offering emergency towing services should have specific
procedures contained in their Safety Management System (SMS), or equivalent
Operations Manual. The procedures should include specific requirements for what
information, equipment, and crew complement is required for various emergency
towing scenarios. The Ship Rescue Requirement Checklist template (Appendix G)
can be a useful tool in ensuring that preparation is thorough. Making up the vessel to
the tug is the largest variable in the towing operation; therefore the tug operators’
procedures need to address various possible makeups. Appendix H shows examples
of possible towing configurations that could be used for an emergency towing
operation. Procedures should be divided up, separating tasks that should be
completed prior to departure, while underway to the vessel, on scene arrival, and
during the tow to the final destination. Job safety should be the number one priority
and safety meetings with the crew should be held prior to departure and frequently
during the operation, specifically including prior to making up to the vessel and after
and an on scene risk assessment has been completed.

12008.2 Training
(U) It is important not only to have procedures, but to incorporate those procedures
into the tug company’s training regimen. Not all the mariners working on tugs
regularly handle the gear required to accomplish an emergency tow so it is critical
that drills and exercises be held to simulate offshore towing operations. Drills should
include a review of procedures for deploying an Orville Hook, use of a line throwing
apparatus, deployment of an Emergency Ship Towing System (ESTS), a review of
various kinds of ground tackle used in connecting a vessel tow. Tug companies
offering Emergency Ship Towing services should participate in the Periodic HSC
Emergency Towing Exercises. Tug companies should also attempt to hold training
with their customers to incorporate ships into the training to more closely simulate
actual responses.
12008.3 Communication
(U) The USCG Home Port Alert Warning System alerts tug companies of the
possibility of an emergency tow and allows them to begin the process of preparation.
Swift and timely preparation can save valuable time in the overall response and
significantly reduce risk. USCG – Sector San Francisco’s Home Port Alert Warning
System message is for information purposes only; it does not award the job to a
specific tug company. To the maximum extent possible, Owners/Operators/Brokers
should expedite the decision of which tug company to use so that company can begin
its preparations accordingly.
(U) As soon as a tug company has been selected, it should be sent a copy of the ship’s
Emergency Tow Book (ETB). After an initial review of the ETB, the tug company
should make direct contact with the vessel to discuss the specifics of the casualty
using the communication checklist (Appendix F) as a reference to ensure that all
pertinent information is gathered. A preliminary tow plan should be agreed upon
during this communication, such that the vessel and the tug can begin preparations.
This first communication should also establish the primary and back up methods of
communication, as well as a schedule of communications between the vessel and the
lead tug.
12008.4 Risk Assessment
(U) Tug Companies should conduct a full Risk Assessment prior to getting underway.
The Risk Assessment should be conducted with the objective of identifying and
implementing any necessary control measures that will reduce the risk to personnel
and equipment during the upcoming operation. If the company does not have an
official Risk Assessment process in place, the local Coast Guard Sector has several
tools available that may assist in this process.

12008.5 Manning
(U) It is the sole responsibility of the tug company to ensure that their tug is crewed
adequately. In addition to the minimum manning requirements of 46CFR15, the tug
company should ensure that a suitable number of crew, with appropriate training to
fulfill their roles on the voyage, are aboard the tug to safely execute the emergency
towing operation.
12008.6 Equipment
(U) It is up to the towing company to ensure that suitable rescue towing equipment is
inventoried, maintained in good working order and is readily available to be
deployed. Since the various tug companies employ various equipment packages, a
specific equipment list will not be included in the BMP. However, the Ship Rescue
Requirement Checklist template (Appendix G) can be a useful guide for ensuring that
preparation is thorough.
12008.7 Developing the Tow Plan
(U) The towing company should develop a tow plan consistent with its Safety
Management System/Operations Manual and the ship’s Emergency Towing Booklet.
The tow plan should incorporate the tenets of the Best Practices of Dead Ship Towing
as applicable to the situation. Tow plans are intended to be dynamic, allowing for
deviations and adjustments as dictated by the changing conditions. Where conditions
permit, the tow plan should be drafted and available for review prior to the tug
departing for the Emergency Ship Tow.
12008.8 Arriving On-Scene / Evaluation of Ship
(U) When the tug arrives at the vessel’s location the tug Master should circle the ship
to check its condition, drafts and trim. Once that is done the Master should stop the
tug and lay ahead and then astern of the ship to see how the ship and tug will drift and
lay relative to each other when at each location. Keep in mind that different ships will
lay to weather, seas and current differently and will drift to the lee side at different
rates. If the Master determines that the actual conditions are significantly different
than what was identified in the initial risk assessment, the Master should conduct an
additional risk assessment and take necessary action to mitigate those risks. .
12008.9 Communicating the Tow Plan
(U) Once the tug Master establishes his final operational plan for taking the ship
under tow, he should provide the ship with a copy so the vessel understands the
rigging and what is expected of them in the operation. A final pre-job conference
must be held between the Master of the lead tug and the vessel’s Master once the
vessels are in close proximity to one another. Close radio communications between
the tug and ship are crucial to executing a successful tow. Often ships have
communication procedures routing all external coms (from the tug) through the ship’s
bridge and then on to the working deck crew. This can be very challenging. If
possible, the Master of the lead tug should request direct communications with the
working deck supervisor.
12008.10 Executing the Tow Plan
(U) Once the final tow plan has been communicated to the satisfaction of both
Maters, the Tug Master should proceed with the tow connection, ensuring that
personnel safety remains the priority.
(U) The Tug Master should now be able to pick the best orientation of his tug relative
to the ship and position the tug to make the tow connection. In most cases this will
end up being in the lee of the ship’s bow, but it depends on the connection method to
be used and the sea conditions. If the ship has severe bow damage, then a stern first
tow will have to be considered. The Master should choose the position of the tug
which reduces maneuvering and holds the tug at a constant safe distance to the vessel.
(U) If the weather is heavy, the disabled vessel is not in immediate danger of going
aground on a lee shore, and it is in the interest of safety, the Master may choose to
delay the tow connection until weather and sea conditions improve. Any such
decision should be communicated to the Unified Command.
12008.11 Tow Arrangements, Connection Methods and Gear
(U) The ship’s connection to the tug’s tow gear will depend on the arrangement set
forth in the Ship’s Emergency Tow Book (ETB). Preferably prior to departure, the
tug should obtain a copy of the ship’s ETB and talk to the vessel master in order to
ensure that the tug’s gear is ready to be deployed. (Since every Emergency Ship Tow
varies, it is not possible to outline exactly how a tug should connect to a ship. That
being said, it is important for Tug Companies to utilize all resources available to them
to execute a successful tow.
12008.12 Towing Destination
(U) The Tow Plan should include a destination for the ship well before the tug and
ship are made up. The vessel owner must work with Federal (and State regulators
and other stakeholders as required) to gain approval of the destination taking into
consideration the nature of the vessel’s casualty and associated repair needs. Vessel
owners, Pilots, and/or regulators may require additional tugs or other operational
controls as the vessel approaches its destination. Parties should reference the existing
BMP for Dead Ship Towing in San Francisco Bay.

Section 13000
Table of Contents
13001 (U) MSFF Regulations for Tank and Non-tank Vessel 102
13001.1 (U) Overview 102
13001.2 (U) Vessel Owner Requirements for MSFF (Private Industry) 103
13001.3 (U) Primary MSFF Resource Provider Requirements (Private Industry) 103
13001.4 (U) MSFF – Response Timeframes 104
13001.5 (U) MSFF – Response Timeframes End Points 106
13002 (U) U.S. Coast Guard’s Roles and Responsibilities pursuant to MSFF 107
13002.1 (U) U.S. Coast Guard Policy 107
13002.2 (U) U.S. Coast Guard’ COTP Authority 107
13002.3 (U) U.S. Coast Guard’ COTP Responsibility 108
13002.4 (U) U.S. Coast Guard – Sector San Francisco’s COTP 108
13003 (U) State of California’s Roles and Responsibilities pursuant to MSFF 110
13004 (U) Local Fire Agency’s Roles and Responsibilities pursuant to MSFF 111
13005 (U) USCG and Fire Agencies – Working Relationship during MFF operations 111
13006 (U) Emergency Communication Protocols for MSFF within 113


13001 (U) MSFF Regulatory Requirements for Tank and Non-tank vessels
13001.1 Overview
Oil Tanks Vessels:
(U) Regulatory requirements (33 CFR, Part 155.4030 (a), 155.1015, and 155.4015)
pursuant to Oil Tank vessels/ships, and tank barges require the vessel owner to
provide a “primary resource provider” for Marine Firefighting and/or Marine Salvage
on the Vessel Response Plan (VRP).
Non-Tank Vessels: {all other vessels other than tank vessels}
(U) Regulatory requirements (33 CFR, Part 151, 155, and 160 – Subpart J – Non-
Tank Vessel Response Plans pursuant to Non-Tank Vessels/Ships require the vessel
owner to provide a “primary resource provider” for Marine Firefighting and/or
Marine Salvage in the Vessel Response Plan (VRP). [NOTE: The regulations apply
to vessels over 400 gross tons (ITC)]
General Requirements for Oil Tank and Non-Tank Vessels
(U) The resource providers identified in a VRP should be immediately notified and
activated when a discharge of oil or a substantial threat of such a discharge of oil
exists. [COMDT COGARD 221949Z MAR 13]
(U) Command Center: When a discharge of oil, or a substantial threat of such a

discharge of oil exists, the vessel should be instructed to Activate the Vessel
Response Plan (VRP).
(U) One of the following five USCG approved SMFF providers will be listed in the
VRP, and needs to be activated if the incident meets the criteria listed in the above A
or B.
 DonJon-Smit
(703) 299-0081 / Web-site: http://www.donjon-smit.com
 Marine Response Group

(206) 332-8200 / Web-site: http://www.marineresponsealliance.com
 Resolve Marine Group

(954) 463-9195 / Web-site: http://www.resolvemarine.com
 SVITZER Salvage America

(305) 779-1012 / Web-site: http://www.svitzer.com

 T&T Salvage, LLC
(713) 534-0700 / Web-site: http://www.ttSALVAGE.com
For additional information on USCG approved providers, refer to Section 17006
13001.2 Vessel Owner Requirements for MSFF (Private Industry)
(U) In accordance with 46 CFR 4.05, a vessel owner, agent, master, operator, or
person in charge, shall immediately notify the nearest U.S. Coast Guard Sector or
Marine Inspection Office whenever a vessel is involved in a marine casualty after
addressing the resultant safety concerns. Marine casualties consist of:
 A loss of life, fall overboard, or any injury that requires professional medical
treatment;
 A grounding, stranding, floundering, collision or allision;
 Fire, explosion or flooding;
 A loss of main propulsion or primary steering;
 Failure of or damage to fixed firefighting systems, life saving equipment, and
bilge pumping equipment;
 Any other circumstance that might affect or impair a vessel’s seaworthiness; and
 Any incident involving significant harm to the environment including the
discharge of oil or release of hazardous substances into navigable waters
(U) Title 33 Code of Federal Regulations, Subpart I, requires owners and operators of
vessels over 400 GT carrying petroleum as a primary cargo or as fuel to ensure, by
contract or other appropriate means, that salvage and marine firefighting resources are
available to respond to an incident while the vessel is operating within 50 miles of the
U.S. coast requiring salvage and marine firefighting services able to respond within
planning response timelines. This private response capability is typically provided
through a “Primary Resource Provider” as prescribed by federal regulation.
13001.3 Primary MSFF Resource Provider Requirements (Private Industry)
(U) A resource provider listed in the vessel response plan as the principle entity
contracted to provide specific salvage and/or marine firefighting services and
resources, Regardless of other salvage and marine firefighting resource providers
listed for that service, for each of the COTP zones in which a vessel operates. The
primary resource provider will be the point of contact for the plan holder, the Federal
On Scene Coordinator (FOSC) and the Unified Command, in matters related to
specific resources and services, as required in 33 CFR 155.4030(a).

(U) The Primary Resource Provider is a mandated private responder with valuable
resources and expertise to the incident and should be utilized by the initial responders
in order to create the most effective mitigation of an incident. Although this private
response is mandated it is also required that the private responder integrate into the
existing incident command structure.
13001.4 MSFF – Response Timeframes
(U) Required MSFF services and timeframes [33 CFR, Part 155.4030(b)]
Service Location of incident response activity timeframe

(1) Marine Salvage CONUS: nearshore area; CONUS: offshore area;
inland waters; Great Lakes; And
and OCONUS: < or = 50 miles
OCONUS: < or = 12 miles from COTP city (hours)
from COTP city (hours)
(i) Assessment & Survey:
(A) Remote assessment and consultation 1 1
(B) Begin assessment of structural stability 3 3
(C) On-site salvage assessment 6 12
(D) Assessment of structural stability 12 18
(E) Hull and bottom survey 12 18
(ii) Stabilization:
(A) Emergency towing 12 18
(B) Salvage plan 16 22
(C) External emergency transfer operations 18 24
(D) Emergency lightering 18 24
(E) Other refloating methods 18 24
(F) Making temporary repairs 18 24
(G) Diving services support 18 24
(iii) Specialized Salvage Operations:
(A) Special salvage operations plan 18 24
(B) Subsurface product removal 72 84
(C) Heavy lift1 Estimated Estimated

13001.4 MSFF – Response Timeframes
(U) Required MSFF services and timeframes [33 CFR, Part 155.4030(b)]
Service Location of incident response activity timeframe

(2) Marine Firefighting At pier CONUS: Nearshore area; CONUS: Offshore area;
(hours) inland waters; Great Lakes; and
and OCONUS: < or = 50 miles
OCONUS: < or = 12 miles from COTP city (hours)
from COTP city (hours)
(i) Assessment & Planning:
(A) Remote assessment 1 1 1
and consultation
(B) On-site fire assessment 2 6 12
(ii) Fire Suppression:
(A) External firefighting 4 8 12
teams
(B) External vessel 4 12 18
firefighting systems

13001.5 MSFF – Response Timeframes End Points
(U) Required MSFF services and timeframe End Points [33 CFR, Part 155.4030(c)]
Service Response timeframe ends when

(1) Marine Salvage:
(i) Remote assessment and consultation Salvor is in voice contact with Qualified Individual
(QI)/Master/Operator.
(ii) Begin assessment of structural stability A structural assessment of the vessel has been
initiated.
(iii) On-site salvage assessment Salvor on board vessel.
(iv) Assessment of structural stability Initial analysis is completed. This is a continual
process, but at the time specified an analysis needs
to be completed.
(v) Hull and bottom survey Survey completed.
(vi) Emergency towing Towing vessel on scene.
(vii) Salvage plan Plan completed and submitted to Incident
Commander/Unified Command.
(viii) External emergency transfer operations External pumps on board vessel.
(ix) Emergency lightering Lightering equipment on scene and alongside.
(x) Other refloating methods Salvage plan approved & resources on vessel.
(xi) Making temporary repairs Repair equipment on board vessel.
(xii) Diving services support Required support equipment & personnel on scene.
(xiii) Special salvage operations plan Plan completed and submitted to Incident
Commander/Unified Command.
(xiv) Subsurface product removal Resources on scene.
(xv) Heavy lift1 Estimated.
(2) Marine Firefighting:
(i) Remote assessment and consultation Firefighter in voice contact with
QI/Master/Operator.
(ii) On-site fire assessment Firefighter representative on site.
(iii) External firefighting teams Team and equipment on scene.
(iv) External vessel firefighting systems Personnel and equipment on scene.

13002 (U) U.S. Coast Guard’s Roles and Responsibilities pursuant to MFF
13002.1 U.S. Coast Guard Policy
(U) The Coast Guard considers marine firefighting to be a local responsibility,

usually assumed by the local fire department. Where a local agency assumes
responsibility as lead agency for response to a fire and is capable of ensuring an
adequate response, the Coast Guard will support this response as its resources allow,
but will NOT assume responsibility for firefighting.
(U) The Coast Guard firefighting policy is set forth in the Marine Safety Manual, Vol.
VI, Chapter 8. A summary of this policy is as follows: Although the Coast Guard
clearly has an interest in fighting fires involving vessels or waterfront facilities, local
authorities are principally responsible for maintaining necessary firefighting
capabilities in U.S. ports and harbors. The involvement of Coast Guard forces in
actual firefighting shall be to a degree commensurate with our personnel training and
equipment levels. The Coast Guard intends to maintain its historic “assistance as
available” posture without conveying the impression that we stand ready to relieve
local jurisdictions of their responsibilities. Additionally the response actions taken
shall pose no unwarranted risk to Coast Guard personnel or equipment.
(U) The Marine Safety Manual specifically addresses both Coast Guard and non
Coast Guard supervised firefighting activities. “Generally, Coast Guard personnel
shall not actively engage in firefighting except in support of a regular firefighting
agency under the supervision of a qualified fire officer. Coast Guard personnel shall
not engage in independent firefighting operations, except to save a life or in the early
stages of a fire to avert a significant threat without undue risk.”
13002.2 U.S. Coast Guard’ COTP Authority
(U) The Captain of the Port has the authority, under 14 USC 88 (b), to render aid and
save life and property in the event of a marine related emergency (including fire),
within the capabilities of available Coast Guard resources.
(U) The Captain of the Port has the power under the Ports and Waterway Safety Act
(33 USC 1223 1225) to direct the anchoring, mooring, or movement of a vessel.
(U) Under the Clean Water Act (33 USC 1321 et seq.), the Commandant of the Coast
Guard, acting under the authority delegated to him for pollution discharge response
and removal, may, whenever a marine disaster in the navigable waters of the United
States has created a substantial threat of pollution, coordinate and direct all public and
private efforts directed at the removal of such threat and summarily remove and, if
necessary, destroy such a vessel. This would occur in the instance of a discharge or
an imminent threat of a discharge of large quantities of oil or a hazardous substance
from a vessel.

(U) The Intervention on the High Seas Act (33 USC 1471, et seq.) extends the Coast
Guard’s authority to take similar preemptive or corrective action upon the high seas
(i.e. beyond the three mile territorial sea). Specifically, it authorizes the Commandant
of the Coast Guard to take such measures on the high seas as may be necessary to
prevent, mitigate, or eliminate grave and imminent danger to the coastline or related
interests from pollution or threat of pollution of the sea by oil, following a maritime
casualty, or acts related to such a casualty which may reasonably be expected to result
in major harmful consequences. This authority rests with the Commandant. The
COTP should relay any recommendation to take such action through his District
Commander to the Commandant.
(U) 42 USC 1856-1856d provides that an agency charged with providing fire
protection for any property of the United States may enter into reciprocal agreements
with state and local firefighting organizations to provide for mutual aid. This
statement further provides that emergency assistance may be rendered in the absence
of a reciprocal agreement, when it is determined by the head of that agency to be in
the best interest of the United States.
Mutual Aid Agreements exist between many of the local municipal fire departments
and industrial entities.
13002.3 U.S. Coast Guard’ COTP Responsibility
(U) Although the Coast Guard has no specific statutory responsibility to fight marine
fires, it has traditionally been responsible for the saving of life and property upon the
waters of the United States. The local Coast Guard Captain of the Port is charged by
the Ports and Waterways Safety Act (33 USC 1221, et seq.) with the responsibility for
navigation and vessel safety, safety of waterfront facilities, and protection of the
marine environment within his area of jurisdiction. The COTP San Francisco
jurisdiction includes the area within the northern county lines of San Luis Obispo
County, Kern County, and San Bernardino County and north to the southern border of
Oregon and east to Nevada. These jurisdictional boundaries are precisely described in
33 CFR 3.55 10. This responsibility extends not only to ships, their cargo, and crew;
but also to structures in, on, or immediately adjacent to the navigable waters of the
United States, or the resources within such waters.
13002.4 U.S. Coast Guard – Sector San Francisco’s COTP
(U) USCG – Sector San Francisco’s COTP is the USCG entity responsible for
ensuring the safety and security of vessels, harbors, and waterfront facilities,
including fire prevention and fire hazard mitigation, and vessel marine salvage and
firefighting. As part of this role, the COTP has coordination and planning
responsibilities for salvage and firefighting operations involving vessels or waterfront
activities.
(U) In regard to marine firefighting operations, USCG personnel shall not actively
engage in firefighting (other than fires on USCG vessels) except in support of a

regular firefighting agency under the supervision of a qualified fire officer, to save a
life, or in the early stages of a fire to avert a significant threat without undue risk.
USCG availability is limited to the level of training and adequacy of equipment.
(U) During marine firefighting, USCG units should adopt a conservative response
posture and focus actions on those traditional USCG activities not requiring USCG
personnel to enter into a hazardous environment.
(U) The COTP works with port authorities and local governments within their area of
jurisdiction to maintain current and effective contingency plans supported by the port
community, including its fire departments, to ensure coordination of federal, state,
municipal, and commercial resources that respond to fires and other incidents. This
policy is consistent with the Federal Fire Prevention and Control Act of 1974 (PL 93
498) that states that firefighting is, and should remain, a state and local function.
Responsibilities of the COTP during a major fire aboard a vessel or waterfront facility
include:
• Assume IC for a burning vessel underway or at anchor when the fire department
with jurisdiction is unable to respond or no fire department has jurisdiction;
• Assume operational control of all Coast Guard forces on-scene;
• Establish safety or security zones as necessary;
• Provide information on involved waterfront facilities;
• Provide information on the location of hazardous materials on the vessel or at the

facility, if available;
• Provide technical data on ship’s construction, stability and marine firefighting

techniques;
• Respond to oil or hazardous materials discharges;
• Obtain tugs to assist in relocating moored or anchored vessels;
• Alert owners/operators of terminals or vessels at risk; and
• Provide portable communications equipment to response personnel as needed.

13003 (U) State of California’s Roles and Responsibilities pursuant to MFF
(U) The California State Office of Emergency Services (OES) Fire and Rescue Plan,
under the authority of the California Master Mutual Aid Agreement, is the legal basis
for mutual aid within the state. Mutual aid requests must be originated through
appropriate channels (local to area to state) in accordance with the plan. Local
jurisdictions are not barred from developing mutual aid or automatic agreements of
their own. State Office of Emergency Services resources can be requested through a
local jurisdiction’s Incident Commander utilizing established mutual aid procedures.
(U) The State of California Office of Emergency Services is divided into 6 Regions.
All of the sea ports and federal deepwater waterways within USCG – Sector San
Francisco’s AOR falls within the geographic coverage of Cal OES’s Region I & II.
Cal OES – Fire and Rescue Branch
HEADQUARTERS
Chief Kim Zagaris
3650 Schriever Avenue
Mather, CA 95655
(916) 845-8711 office
REGION II
Assist. Chief John Clary
319 Pebble Beach Drive
Brentwood, CA 94513
(925) 941-3352 office
(916) 594-1149 pager
E-mail: John.Clary@oes.ca.gov
REGION IV
Assist. Chief David Powell
3650 Schriever Avenue
Mather, CA 95655
(916) 845-8476 office
(916) 594-1333 pager
E-mail: David.Powell@oes.ca.gov

13004 (U) Local Fire Agency’s Roles and Responsibilities pursuant to MFF
(U) Local fire departments are responsible for fire protection within their
jurisdictions. In a number of cities, this responsibility includes marine terminals and
facilities. Some terminals and facilities have in-house fire departments. In most
cases, the terminal fire departments have entered into mutual aid agreements with
surrounding local fire departments. Responsibilities of local fire departments include:
• Act as Incident Commander (IC);
• Establish and staff a Command Post when acting as IC;
• Request necessary personnel and equipment including fire boats and appropriate
medical aid;
• Determine the need for, and request mutual aid;
• Make all requests for Coast Guard/federal personnel, equipment, and waterside
security through the COTP;
• Establish liaison with police departments for landside traffic and crowd control,
scene security, and evacuation; and
• Provide portable communications equipment to response personnel from outside
agencies.
13005 (U) USCG and Fire Agencies – Working Relationship during

MFF operations
a. (U) USCG Authorities for Fire Fighting:

 14 USC 88 (b) - The USCG must render aid,
 33 USC 1251 - COTP will coordinate public & private efforts to remove the
threat & release of oil/Hazmat,
 33 USC 1221 – COTP to direct the movement of vessels, cargo & control the
waterway to protect port assets, and
 USCG Policy – Marine Fire fighting is and should remain the responsibility of
the state & local agencies.
b. (U) USCG’s involvement in Marine Firefighting operations:

 USCG will become more involved as the incident increases in risk to the
general public, adjacent facilities, vessels or the environment,
 Will respond as resources are available & appropriate for the incident
(may be the ones capable of responding offshore), and
 Will not put crew in danger nor give up operational control to another
organization (orders will come from USCG w/ in IC/UC organization).

c. (U) USCG specific roles and assistance in Marine Fire operations:
 Obtain and assist reading fire control plans & vessel layout,
 Provide vessel stability & structural integrity
(Salvage Engineering Response Team),
 Water & Air Plume modeling for oil & Hazmat (NOAA),
 ID vessel’s dangerous cargo via ship’s agent/owner/customs,
 Control vessel traffic,
 Alert & order preventative action on adjacent facilities,
 Plan for Vessel Salvage,
 Plan for Pollution Response, and
 Act as Liaison between Fire Agencies, Vessel Agents, Vessel Owners, Tugs,
and Pilots.
d. (U) USCG and Fire Agencies - Making the Operation Go Smoothly:

 Constant and accurate communications,
 Timely notifications, and
 On scene observations,
 Establishing full partnership within Unified Command,
 Establishing common objectives,
 Waterside support for transport and security, and
 Quickly providing Fire Agencies “IC” and USCG’s FOSCR to Unified
Command.
e. (U) Information flow from USCG to Fire Agency:

 Vessel’s Fire Control Plans (in some cases not possible),
 ID vessel’s cargo, hazards, amounts, and location,
 Plume modeling,
 ID of vessel’s critical doors, vents, and fire control systems,
 Vessel’s stability and strength calculations, and
 Ordering and obtaining updates on commercial salvage and/or other
commercial resources.
f. (U) Information flow from Fire Agency to USCG:

 Vessel drafts,
 Wind speed & direction,

 Number of injuries, deaths, and missing,
 Number and location of water tight doors, and if doors are opened or closed,
 Resources on scene,
 ID vessel’s cargo and fuel on board and/or discharged, and
 All information should be time referenced.
g. (U) Transition After Extinguishment:

 Unified Command must agree on fire status and potential for reigniting,
 USCG will respond to and manage any pollution to the water,
 USCG will initiate investigation for root cause & possible personnel actions
(may include Fire Marshal, NTSB, etc.), and
 USCG will work with the salvor to conduct damage assessment in preparation
for marine salvage operation.
13006 (U) Emergency Communication Protocols for MSFF within

Refer to Section 10003 (COTP’s Quick Response Card (QRC) for MSFF)

Section 14000
Table of Contents
14002 (U) Hazardous Material Spills / Releases 116
14003 (U) Weapons of Mass Destruction 123
14004 (U) Federal Governments Agencies Roles and Responsibilities 124
14005 (U) State Government Agencies Roles and Responsibilities 129
14006 (U) County and City Agencies Roles and Responsibilities 131

14001 (U) Oil Spills
14001.1 Introduction and Authority
(U) Section 4202 of the Oil Pollution Act of 1990 (OPA 90) amended Subsection (j)
of Section 311 of the Federal Water Pollution Control Act (FWPCA) (33 U.S.C. 1321
(j)) to address the development of a National Planning and Response System. As part
of this system, Area Committees have been established for each area designated by
the President. These Area Committees are comprised of qualified personnel from
Federal, State, and local agencies. Each Area Committee, under the direction of the
Federal On-Scene Coordinator (FOSC) for the area, is responsible for developing an
Area Contingency Plan (ACP) which, when implemented in conjunction with the
National Contingency Plan (NCP), shall be adequate to remove a worst case
discharge of oil or a hazardous substance, and to mitigate or prevent a substantial
threat of such a discharge, from a vessel, offshore facility, or onshore facility
operating in or near the geographic area. Each Area Committee is also responsible
for working with State and local officials to pre-plan for joint response efforts,
including appropriate procedures for mechanical recovery, dispersal, shoreline
cleanup, protection of sensitive environmental areas, and protection, rescue, and
rehabilitation of fisheries and wildlife. The Area Committee is also required to work
with State and local officials to expedite decisions for the use of dispersants and other
mitigating substances and devices.
(U) The functions of designating areas, appointing Area Committee members,

determining the information to be included in Area Contingency Plans, and reviewing
and approving Area Contingency Plans have been delegated by Executive Order
12777 of 22 October 1991, to the Commandant of the U.S. Coast Guard (through the
Secretary of Transportation) for the coastal zone, and to the Administrator of the
Environmental Protection Agency for the inland zone. The term “coastal zone” is
defined in the current NCP (40 CFR 300.5) to mean all United States waters subject
to the tide, United States waters of the Great Lakes, specified ports and harbors on
inland rivers, and the waters of the Exclusive Economic Zone (EEZ). The Coast
Guard has designated as areas, those portions of the Captain of the Port (COTP)
zones which are within the coastal zone, for which Area Committees will prepare
Area Contingency Plans. The COTP zones are described in Coast Guard regulations
(33 CFR Part 3).
14001.2 Pollution Investigation Authority
(U) Several federal, state, and local agencies have a direct role in the enforcement of
applicable laws and regulations associated with a discharge, or substantial threat of a
discharge, of oil into the navigable waters of the U.S. The investigation into alleged
violations of the many applicable laws and regulations requires a coordinated effort
among the many agencies involved. As a preliminary step to enhance the
effectiveness of investigative activities and limit the potential negative impact of
these activities upon the cleanup and removal actions associated with an incident, the

following agencies have been identified as having a direct, field-oriented role in the
initial stages of these events.
14001.3 Oil Spill Removal Organizations (OSRO)
(U) The U.S. Coast Guard administers a voluntary OSRO classification program for
environmental response contractors. Contractors are classified based on “core
equipment” that they either own or hire under contract. Core equipment includes:
boom, estimated daily recovery capacity (EDRC), storage, support equipment (such
as response vessels and response personnel), dispersant product, dispersant
application platforms, and aerial oil tracking capabilities. USCG and California DFW
both maintain pre-negotiated emergency response contracts with numerous OSROs in
the Central and Northern California are.
NOTE: For additional information, refer to USCG – Sector San Francisco’s Area
Contingency Plan.
14002 (U) Hazardous Material Spills / Releases
14002.1 Introduction
(U) This section is intended to meet the Federal Water Pollution Control Act
(FWPCA) requirement for hazardous-substance-release contingency planning. Public
Law 101380, which created the Oil Pollution Act of 1990 (OPA 90), also amended
the FWPCA (codified as Title 33, United States Code, Section 1321(j)(1)). Among
other things, that amendment requires contingency planning for releases of hazardous
substances in the Area Contingency Plan (ACP), and requires response plans for
waterfront facilities and vessels handling hazardous substances. The substances
designated by the FWPCA as hazardous, and therefore requiring contingency
planning in accordance with the FWPCA, are listed in Title 40 CFR 116.4. Only three
of those substances are handled in bulk in the Sector San Francisco (SF) Area of
Responsibility (AOR). While the law requires planning for “hazardous substance
(HAZSUB)” releases, the developers of this section have chosen to use the broader
term “hazardous materials” (HAZMAT) for plan development, as defined in ACP
Volume I, section 1200. The Coast Guard has authority, jurisdiction, and resources
that may be used to assist a HAZMAT incident response even if the substance
released is not a FWPCA-designated substance, and we should, therefore, plan for
assisting a HAZMAT incident response. Essentially, this section addresses response
to any undesirable non-oil substance leaked into the environment. This section
outlines the jurisdictional boundaries of HAZMAT incident response between federal,
state, and local agencies, and identifies some of the potentially available response
assets to address a hazmat incident.

14002.2 Background
(U) For the purposes of this section, the discussion will be limited to hazmat incidents
occurring during marine transportation only. This approach has been taken in order to
isolate the issues of jurisdiction and response procedures to one clearly defined area.
However, the authorities, jurisdictions, and resources identified herein may be useful
in any hazmat incident impacting waters where the CG Sector SF has jurisdiction as
the Federal On Scene Coordinator (FOSC).
(U) In accordance with the California Hazardous Materials Tool Kit (HMITK), a
supplement to the State Toxic Disaster Contingency Plan (STDCP), response and
management of a hazmat incident is primarily the responsibility of local government
acting as the lead for public health and safety within their jurisdiction. This is
especially true when an incident occurs in an inland location. Local fire and police
departments and other emergency personnel who have been trained in response
procedures for hazmat incidents will respond and be the first officials to begin
handling the emergency. If other local assistance is required, or, due to the size of an
incident, state, or federal resources are needed, a larger response network is built
through the Incident Command System (ICS) and a Unified Command (UC)
representing joint decision-making authority. The vast majority of relatively routine
hazmat incidents are handled in this manner. However, hazmat-incident response in
the marine environment offers a unique set of variables that do not lend themselves to
traditional jurisdictional lines. Local government personnel may have the resources
and proper training to respond to land-based incidents, but do not have expertise in
dealing with marine fire fighting or emergency responses on water. Conversely, the
CG has the expertise to manage many marine incidents, such as marine fires, disabled
vessels and personnel rescue. Response management is also complicated when state
and federal specialized response teams, with proper training to assist in an incident
response, must be correctly requested and integrated into the management structure in
order to properly aid the Unified Command (UC).
(U) The agency or person in charge of an incident and who actually manages the
incident may be two separate entities. Section 311(c)(1) of the CWA, as amended by
OPA 90, gives the FOSC authority to “direct or monitor all Federal, State, and private
actions to remove a discharge” (emphasis added). (Sidebar note: since the authority
cited is issued in the CWA, it only creates jurisdiction over discharges of those
hazardous substances designated under Section 311((b)(2) of the CWA, and
published in Title 40 CFR 116.4. There are only three such hazardous substances
carried in bulk as cargo and discharged to just five facilities in the Sector SF AOR.
Smaller discharges of such substances may, of course, result from other sources.) The
National Contingency Plan (NCP), states (in 40 CFR 300.135(d)) that “the FOSC’s
efforts shall be coordinated with other appropriate federal, state, local, and private
response agencies. FOSCs may designate capable persons from federal, state, or local
agencies to act as their on-scene representatives.” Thus, a local government may
manage a response, and the FOSC’s only involvement would be notification and
ensuring that the local official, serving as the FOSC on scene representative, had the
capabilities to conduct a safe and effective response, with FOSC assistance as needed.

(U) The method by which a hazmat emergency is managed is contingent upon two
variables: the incident’s location and size. If pier-side, where local responders can
have direct access to a site, local government may take the lead. If the incident is on
an anchored vessel or at sea, the CG will likely begin as the incident commander.
Initial response to marine hazmat emergencies will involve the responsible party,
local government responders, the CG, and appropriate state agencies, but as the
incident grows and the need for specialized personnel and resources increase, the ICS
will expand and the UC will be formed with the responsible decision makers. Given
the specifics of a particular incident, the lead authority in the UC team would likely
be the local government or the CG, with potential involvement by the responsible
party and the state.
(U) Communication and coordination will be paramount in any hazmat incident in

order to ensure a proper response structure and clear lines of authority exist.
14002.3 Government Policy and Response
(U) The response system for the governmental agencies widely differs depending on
which level of government is involved. Each level has its own unique capabilities,
responsibilities, response strengths, jurisdictions, and authorities. The following
sections describe the response actions and systems for the federal, state, and local
agencies as viewed by the agencies themselves.
14002.4 Federal Policy and Response
(U) Under the NCP, the FOSC is the senior official for all response efforts. These
responsibilities are shared between the USCG and the EPA. The USCG provides the
FOSC for oil discharges and hazmat releases into or threatening the coastal zone.
EPA provides FOSCs for oil discharges and hazmat releases into or threatening the
inland zone. The CG FOSC has additional responsibility for spills, releases, and
threatened spills and releases from vessels and CG-regulated marine-transportation-
related facilities. The boundaries between the USCG and EPA zones can be found in
USCG – Sector San Francisco’s Area Contingency Plan, section 1200.
(U) The role of FOSC is radically different depending on the material(s) involved in a
spill or threatening to impact federal waters. In incidents involving oil, the USCG’s
FOSC takes a very active role in the response. The FOSC serves as the senior
member of the Unified Command and directs the response activities. For hazmat
releases or threatened releases, the FOSC looks after federal interests and provides
support to the local, county, or state responding agency. The FOSC would assume an
active role only under specific circumstances, such as when an incident exceeds
response capabilities of local agencies. The FOSC would assist the state and local
agencies with any technical advice, obtaining specialized assistance, and monitoring
of the response.

(U) There are seven areas of USCG response in the event of a hazmat release:
2. Conducting local contingency planning for response to hazardous

chemical releases,
3. Conducting traditional COTP response measures such as restricting access to the

affected area and controlling marine traffic; notifying facilities operating
vulnerable water intakes of the release; coordinating with state and local
emergency forces; and assisting as resources and capabilities permit,
4. Conducting a preliminary assessment of the incident to: (a) evaluate the

magnitude of the threat to the public health and welfare and the environment, (b)
determine if response action by the spiller and/or the state and local government
is adequate, (c) establish jurisdiction for a federal response, and (d) collect the
data necessary to formulate a response plan if a Federal response is warranted,
5. Contacting the owner and/or operator of the source of the release, if known, to
inform them of their potential liability for government removal costs, to explain
the USCG’s role as FOSC, and to gather information for response and port
safety purposes; administrative orders shall be used when appropriate to direct
actions of the responsible party,
6. Based on the findings of the preliminary assessment, carrying out first aid
mitigation actions if the situation warrants immediate action; first aid mitigation
actions are those response actions taken by response personnel necessary to
address immediate concerns prior to the arrival of cleanup contractors or action
by the responsible party,
7. Monitoring cleanup actions of responsible parties or, in the case of Federal

removals, providing on-scene supervision of removal activities, ensuring the
employment of a sound removal strategy. The FOSC is not expected to be capable
of designing and carrying out a complex removal plan. In certain situations,
support from Special Forces (E.G. National Strike Force (NSF), EPA
Environmental Response Team (ERT), NOAA Scientific Support Coordinator
(SSC)) may be necessary to assist in the development or review of a removal
strategy. In either case, the FOSC shall ensure that guidelines regarding worker
safety are adhered to by all parties involved in the response, and
8. For federal removals, arranging for the services of contractors and

supervising their actions, ensuring that response costs are documented as
required by Chapter 86 of the Marine Safety Manual.
14002.5 State of California Policy and Response
(U) In California, the state’s main role in any hazmat incident is to assist local
government, and take part in the Unified Command as appropriate. Certain resources
exist at the state level, and if requested can be made available to assist federal and

local responders in a marine hazmat incident.
14002.6 First Operational Thoughts, Priorities, and Actions
a. (U) Operational THOUGHTS are:

1. SAFETY for All Personnel,
2. ISOLATE the scene and Deny Entry, and
3. NOTIFICATION as per listed in section 16002.7
b. (U) Operational PRIORITIES are:

1. LIFE and HEALTH,
2. ENVIRONMENT, and
3. PPROPERY
c. (U) Operational ACTIONS are:

1. S afety … first, last and always,
2. A nalyze … all safety risk,
3. F ocus … on mitigating all safety risk, and
4. E nthusiastic … safety buy-in & participation by all responders.
14002.7 Notification Procedures
(U) A release or threatened release of a hazmat within the State of California must be
reported. Hazmat includes any material that, because of its quantity, concentration, or
physical or chemical characteristics, poses a significant present or potential hazard to
human health or safety or to the environment, if released. There is no minimum
reportable quantity. An immediate verbal report of any release or threatened release
of hazardous material must be made to:
1. Local emergency response agency (such as 9-1-1, or the fire or health department,
as directed by local laws)
• Phone: local 9-1-1
and USCG – Sector San Francisco’s Command Center
• Phone: (415) 399-3547
2. State of California Office of Emergency Services (Cal OES)
• Phone: (800) 852-7550 or (916) 262-1621

3. National Response Center (NRC)
The NRC is the federal government's national communications center, which is
staffed 24 hours a day by U.S. Coast Guard officers and marine science
technicians. The NRC is the sole federal point of contact for reporting all
hazardous substances releases and oil spills. The NRC receives all reports of
releases involving hazardous substances and oil that trigger federal notification
requirements under several laws. Anyone witnessing an oil spill, chemical release
or maritime security incident should call that number to make a report.
• Phone: 1-800-424-8802
(U) The above three listed required reporting steps should be immediately and
reporting to each shall include, but not limited to:
• Location of the release and/or threatened release,
• Name(s) of the person(s) reporting,
• Hazardous material involved,
• Estimates of the quantity of spill / release, and
• Potential hazards / risk associated with the material.
(U) California – Office of Emergency Services will notify other federal and state
agencies and appropriate local government contacts as specified in law. Assistance
may be sought from local agencies, other state agencies, or the federal government
for any incident response. Additionally, the Responsible Party (RP), reporting party,
or responders may request that Cal OES contact specialized state agencies for
additional assistance. In California, the primary state agencies associated with a
maritime incident that will assist with the incident responders are the following:
• Marine Waters of the State - The Administrator of CDFG-OSPR or designee
shall function as the IC at oil spill incidents in marine waters of the state and will
serve the position of SOSC, as designated in Gov. Code, Sec. §8670.7. Cal-EMA
may provide support and coordination of resources when requested by OSPR.
(U) The following are supporting agencies that may be called on to assist in the
incident:
a. Department of Toxic Substances Control (DTSC) - as part of California’s

Environmental Protection Agency (Cal EPA), DTSC has expertise handling and
responding to a situation involving hazmat,
b. Office of Environmental Health Hazard Assessment (OEHHA) - also part of

Cal EPA and is concerned with researching and responding to a substance’s
impact to human health and the environment. This responsibility includes
assisting with State fisheries closures during and oil incident, and

c. Regional Air and Water Boards - are both part of Cal EPA and have
jurisdiction for air and water quality in their areas. Regional water boards enforce
aspects of the Clean Water Act associated with spills and response.
Hazmat responses will be conducted under the auspices of the National
Incident Management System (NIMS) as directed by Governor’s Executive
Order S-2-05. NIMS defines the principles of the incident-command system,
incident resources
and facilities, and common responsibilities.
NOTE: For further guidance on state roles and responsibilities, refer to section 16005,
and USCG – Sector San Francisco’s Area Contingency Plan, section 7000
14002.8 Local Government Policy and Response
(U) Pursuant to the California Health and Safety Code Chapter 6.95, local
governments have developed local area plans (which differ from the federal ACPs)
documenting policies and procedures for responding to hazmat incidents. These
policies and procedures include sections on notification and coordination,
communications, utilization of the incident-command system, pre-emergency
planning, public safety and information, supplies and equipment, and responsibilities
of responding organizations. The primary role of responding agencies are: the rescue
and treat of victims, fire suppression, isolation of contaminated areas, control and
containment of hazardous materials, and facilitation of any public evacuations or
shelter-in-place operations. The local area plans delineates who is responsible for
management of the incident. Local area plans may differ on the designee of the
incident commander. Representatives from local police, fire, or offices of emergency
services may be the incident commander.
(U) In regards to jurisdiction, local area plans specify what locations would be
covered for response by hazardous materials agencies. Jurisdictions may include one
or multiple counties, cities, unincorporated areas, or any combination thereof.
Jurisdictions may include all areas within city or county limits, which may include
adjacent waters. Many local governments may not have considered response to
hazardous materials for incidents which occur at docks, adjoining bays or inlets, or
coastal waters.
(U) In the coastal zone the legal FOSC resides with the CG. However, the on-
scene management of the incident may reside with the appropriate local
government agency responder.
(U) Local agencies may encounter a number of limitations when responding to

hazmat releases in waters or from vessels. These limitations include but are not
limited to:
a. Access to marine vessels,

b. Communications with the master of the vessel,
c. Experience with hazardous materials carried on vessels,
d. Experience with vessel operations,
e. Knowledge and access to booming resources, and
f. Experience with marine contractors.
(U) Local agencies will vary in their ability to respond to incidents which occur in
waters. The following is a general summary of local agency capabilities:
a. Docked Vessels - Most local agencies should be able to respond to incidents
occurring at docked vessels. They may still require assistance from the USCG to
control vessel traffic, notify facilities with vulnerable intakes, conduct booming,
investigation and law enforcement efforts.
b. Vessels at Anchorage - Some local agencies may be able to respond to incidents
on vessels at anchor in bays or inlets. They may have the transportation and
communication capabilities to handle the incident. The will be greater USCG
assistance and coordination in hazmat responses to vessels at anchor.
c. Vessels Underway - Few, if any, local agencies will be able to respond to
incidents which occur off the coastal waters in the Pacific. For most incidents, the
USCG will be the initial responding agency.
(U) In all cases where hazmat incidents may impact local jurisdictions, local agencies
must be notified. Even if local agencies cannot take mitigation actions at the vessel,
they will still need to respond. Local governments will be responsible for the public
safety of its citizens and property. They can control public access to contaminated
areas. Local agencies can notify and possibly protect coastal facilities which may be
impacted. Local agencies can provide logistical help to the lead agency. They can
also provide personnel and other resources to the lead agency. Most local
governments will provide mutual aid on request.
NOTE: For further guidance on state roles and responsibilities, refer to section 16006,
and USCG – Sector San Francisco’s Area Contingency Plan, Section 7000
14003 (U) Weapons of Mass Destruction (WMD)
(U) For further guidance in reference involving the following:
a. Hazardous Substances (HAZSUB) use in WMD

Identification of high-risk Coastal Zone HAZSUB sources, particularly those that
could be used as a WMD, and.

b. Radiological Weapons
NOTE: Refer to Appendix XV of the Region 9 Contingency Plan.

(Web-link: http://www.dfg.ca.gov/ospr/fed_region_9.aspx)
and
USCG – Sector San Francisco’s Area Contingency Plan, Section 7200
(Web-Link: https://www.dfg.ca.gov/ospr/san_francisco_plan.aspx)
14004 (U) Federal Government Agencies Roles and Responsibilities

(U) Various organizations can provide special capabilities that a FOSC may call upon
for assistance during an oil spill and/or hazardous substance release and can be
requested through the response and cleanup process.
14004.1 USCG – Sector San Francisco
a. (U) The Captain of the Port (COTP) Sector San Francisco’s Zone for AOR
Jurisdiction Assets addressing waterways, waterfront facilities and offshore
facilities can be found in the Northern California Area Maritime Security Plan,
and can be contacted at:
• Phone: (415) 399-3547
NOTE: For additional information, refer to USCG – Sector San Francisco’s Area
Contingency Plan
14004.2 (U) USCG – District Response Assist Team (DRAT)
a. (U) The DRAT provide the USCG’ Federal On-Scene Coordinator (FOSC) with
technical assistance, personnel, and equipment. The DRG comprises USCG
personnel and equipment in the district, and an advisory team which coordinates
movement of USCG resources. The DRAT can be contacted at:
• Phone: (510) 437-3701
14004.3 USCG – Pacific Strike Force
a. (U) The Pacific Strike Team (PST) is a pollution control team equipped and
trained to assist in the response to oil or chemical incidents, and can be contacted
at:
• Phone: (415) 883-3311

b. (U) The PST has personnel on standby to respond to incidents occurring
worldwide and can provide:
• Technical expertise;
• Supervisory assistance;
• Cost documentation;
• Deployment of salvage and pollution control equipment; and
• Training in pollution response techniques.
c. (U) In addition, the PST can provide the following Equipment Capabilities:
• Salvage Assessment Kit: Designed for determining fluid levels of watertight
compartments. The kit may also help distinguish separate fluid levels within a
tank or vessel such as water in petroleum products,
• Enhanced Viscous Oil Pumping System: Designed to be incorporated into,
and enhance an existing offloading pumping system. It is designed to be used
when the oil characteristics to be pumped create higher frictional hose
resistance than either the pump or the hose system can handle in the form of
discharge pressure. Innovative manifold design enables pumping system to be
used as a standard pump, cold water injected pump for viscous oils or hot
water injected pump for extremely viscous products up to 200 centistokes, and
• Large Pumping System: The large pumping system is designed for lightering
oil tankers and cargo vessels. The pumps incorporated in the ready load
(submersible and non-submersible), are capable of pumping a wide range of
petroleum products, mild acids, corrosives, and water. The pumping system is
pre-staged on a trailer and palletized into four segments, ready for rapid
deployment by aircraft or tractor trailer.
14004.4 USCG – National Strike Force (NSF)
a. (U) National Strike Force (NSF) assistance. Coast Guard Sector

Commander/COTPs should call the Coast Guard Strike Team in their AOR or the
National Strike Force Coordination Center (NSFCC) directly at:
• Phone: (919) 331-6000
• http://www.uscg.mil/hq/nsfweb/
b. (U) The National Strike Force consists of the three USCG Strike Teams and the
Public Information Assist Team (PIAT) and the National Strike Force
Coordination Center (NSFCC). The National Strike Team and is available to
assist FOSCs in both preparedness and response. The Strike Team provides
trained personnel and specialized equipment to assist the FOSC in training, spill
stabilization and containment, and monitoring or directing response actions. The

NSFCC can provide coordination support to the FOSC and assist in locating spill
response resources.
c. (U) The NSF may able to assist the Sector Commander / Captain of the Port
(COTP) in the below listed areas. Current NSF doctrine and policy should be
consulted for available support and equipment:
 Perform site characterization, damage assessment, take samples and mitigate
release,
 Develop safety plan for salvage operations,
 Review commercial dive plans and monitor commercial dive operations,
 Develop/review salvage plan,
 Conduct vessel damage assessment,
 Develop transfer plan including termination plan, for use in final product
removal,
 Perform basic damage control,
 Monitor/conduct dewatering, de-ballasting, and lightering operations, and
 Assist in development/review of dewatering, de-ballasting, and lightering
plans.
• Within 20 minutes - a preliminary assessment team consisting of a
toxicologist, chemist, environmental health scientist, physician, and other
health personnel as required, and
• Within 8 hours - an on-site response team (if the incident warrants).
14004.5 NOAA – Scientific Support Coordinator (NOAA-SSC)
a. (U) The NOAA Scientific Support Coordinator (SSC) provides scientific support
in environmental chemistry, oil spill trajectories, natural resources at risk,
environmental tradeoffs of countermeasures and cleanup, and information
management. FOSC requests for SSC support can be made directly to the SSC
assigned to the area, to the NOAA HAZMAT program office in Seattle, or to the
DOC RRT representative. The NOAA-SSC can be contacted at:
• NOAA SSC (24 hour) (206) 526-6317
b. (U) The SSC serves on the FOSC's staff and, at the request of the FOSC, lead the
scientific team and be responsible for providing scientific support for operational
decisions and for coordinating on-scene scientific activity. The SSC may also
facilitate the FOSC's work with the lead administrative trustee for natural
resources to ensure coordination between damage assessment data collection
efforts and data collected in support of response operations. The SSC can also

support the RRTs and Area Committees in preparing regional and area
contingency plans and in conducting spill training.
c. (U) The NOAA SSC serving the Eleventh Coast Guard District is located at
Eleventh Coast Guard District Headquarters in Alameda, California. The NOAA
SSC serving the USCG’s 14th District is located at the USCG District Office in
Seattle, WA. The NOAA SSC can provide the following information:
• Weather forecasts, water levels, and currents,
• Spill trajectory forecasts,
• Oil observations and overflight maps,
• Information management,
• Natural resources at risk,
• Consensus from the natural resource trustee agencies,
• Environmental tradeoffs of countermeasures and cleanup,
• Environmental chemistry, including oil fingerprinting,
• Provide health and safety recommendations; and
• Support to RRTs and Area Committees in preparing regional and area
contingency plans and in conducting spill training and exercises.
NOTE: For more detailed information, also see Section 3303 and 3304
14004.6 U.S. EPA Scientific Support Center (EPA-SSC)
a. (U) The U.S. EPA Environmental Response Team (ERT) provides access to
special response equipment, including decontamination, sampling, and air
monitoring equipment. The ERT can provide advice to the FOSC in hazard
evaluation, safety, cleanup techniques and priorities, dispersant application, and
training. The EPA support can be contacted at:
• U.S. EPA Scientific Support Center (732) 321-6740
• U.S. EPA Environmental Response Team (ERT) (732) 321-6660 (24-hrs)
b. (U) The ERT has expertise in treatment technology, biology, chemistry,

hydrology, geology, and engineering, and can provide access to decontamination
equipment for chemical releases. It can also advise the FOSC in the following
areas:
• Hazard evaluation and risk assessment,
• Multimedia sampling and analysis,
• Water supply decontamination and protection, and
• Degree of cleanup required.
15004.7 Radiological Emergency Response Team (RERT)
a. (U) Radiological Emergency Response Teams (RERTs) have been established by

U.S. EPA Office of Radiation and Indoor Air (ORIA) to provide response and
support for incidents or sites containing radiological hazards. Expertise is
available in radiation monitoring, radionuclide analysis, radiation health physics,
and risk assessment. RERTs can provide on-site support, including mobile
monitoring laboratories for radiochemical sampling and analysis. Requests for
support may be made 24 hours a day via the National Response Center or directly
to the Regional U.S. EPA Radiation Program Manager in the Air and Radiation
Division. Assistance is also available from the Nuclear Regulatory Commission,
DOE, and other Federal agencies. The RERT can be contacted at:
• Phone: (800) 424-8802 (NRC)
14004.8 ATSDR/CDC
a. (U) ATSDR, the lead Federal agency for hazardous materials incidents, can
provide the following experts for consultation and advice:
• Within 10 minutes - an emergency response coordinator,
• Within 20 minutes - a preliminary assessment team consisting of a
toxicologist, chemist, environmental health scientist, physician, and other
health personnel as required, and
• Within 8 hours - an on-site response team (if the incident warrants).
14004.9 (U) US Navy – Supervisor of Salvage (SUPSALV)
a. (U) The US Navy Supervisor of Salvage and Diving, Office of the Director of
Ocean Engineering (SUPSALV), maintains special equipment and trained teams
for response to salvage-related oil and hazardous substance incidents. SUPSALV
maintains an extensive inventory of oil pollution abatement equipment located
primarily at Williamsburg, Virginia, and Port Hueneme, California, which is
containerized for immediate deployment by air or truck. USN-SUPSALV can be
contacted at:
• SUPSALV (703) 602-7527
• Emergency Activation (24 hour) (703) 607-2578
NOTE: For more detailed information, also see Section 3302
14004.10 U.S. DOT Office of Pipeline Safety (DOT-OPS)
a. (U) The Regional Emergency Transportation Representative for U.S .DOT

Region IX plans, coordinates, and implements region wide transportation

emergency preparedness plans and programs, and serves as the primary contact
point for emergency notification, response, and recovery operations within the
region. When activated under the Federal Response Plan, the Regional
Emergency Transportation Representative assists federal agencies, state, and local
government entities and voluntary organizations requiring transportation capacity
to perform response missions following a major disaster or emergency. The DOT-
OPS can be contacted at:
• U.S. DOT RSPA, Hazardous Materials Safety (909) 285-5200

• U.S. DOT / RSPA, OPS. (909) 225-1386
• U.S. DOT Office of Pipeline Safety (202) 366-4595
14004.11 U.S. Department of Labor / Occupational Health and Safety Administration
a. Roles and Responsibilities
(U) OSHA provides Safety and Health job-site regulatory oversight. Oil Spill /
Hazardous Material emergency response and cleanup operations shall meet
OSHA regulations prior to engaging in work activities.
b. Authority
• 29 CFR 1910.120(q)
[Emergency Response Operations for Oil Spill / HazMat]
• 29 CFR 1910.120(e)
[Site Waste Cleanup Operations for Oil Spill / HazMat]
14005 (U) State Government Agencies Roles and Responsibilities
14005.1 California Department of Fish and Wildlife – Office of Spill Prevention and
Response (OSPR)
a. (U) In the event of an oil spill, or imminent spill, from a damaged vessel, or if an
oil spill from the sunken vessel were imminent DFW/OSPR would represent the
State’s interest in the Unified Command (USCG/OSPR/RP) overseeing the
complete response, including salvage of the vessel. OSPR is one of the few State
agencies in the nation that has both major pollution response authority and public
trustee authority for wildlife and habitat. This mandate ensures that prevention,
preparedness, restoration and response will provide the best protection for
California’s natural resources. OSPR can be contacted at:
• California Dept. of Fish and Wildlife / Office of Spill Prevention and Response
1700 “K” Street, Suite 250 / Sacramento California 95814 / (916) 324-7629

14005.2 California Occupational Safety and Health Administration (Cal/OSHA)
a. Roles and Responsibilities
(U) Cal/OSHA provides Safety and Health job-site regulatory oversight. Oil Spill
/ Hazardous Material (HazMat) emergency response and cleanup operations shall
meet Cal/OSHA regulations prior to engaging in work activities referenced in the
California Code of Regulations (CCR).
b. Authority
• 8 CCR 5192(q)
[Emergency Response Operations for Oil Spill / HazMat]
• 8 CCR 5192(e)
[Site Waste Cleanup Operations for Oil Spill / HazMat]
14005.3 California Office of Emergency Services
a. (U) Cal OES coordinates overall state agency response to major disasters in
support of local government. Cal OES is responsible for assuring the state’s
readiness to respond to and recover from natural, manmade, and war-caused
emergencies, and for assisting local governments in their emergency
preparedness, response and recovery efforts.
b. (U) Cal OES participates in salvage and recovery incident planning phase, the
assumption being that circumstances will vary for each project using the all-
hazard concept (e.g., such as fire, collapse, flood, earthquake, heavy weather, etc.)
of incident emergency management. The State Emergency Plan (SEP), Mutual
Aid Agreements, Governor's Executive Order or direction from the Federal
Emergency Management Agency (FEMA) and other Federal agencies may be
made and placed in effect.
c. (U) In addition Cal OES may call upon all state agencies to help provide support.
Due to their specialized capabilities and expertise, the California National Guard,
Highway Patrol, Department of Forestry and Fire Protection, Conservation Corps,
Department of Social Services, Department of Health Services and the
Department of Transportation are the agencies most often asked to respond and
assist in emergency response activities. OES may also call on its own response
resources to assist local government. OES staff members are on call 24-hours a
day to respond to any state or local emergency needs.
d. (U) Cal OES is responsible for the coordination of activities among local
government, state, and federal agencies and voluntary organizations to provide
resources and expertise in the areas of preparedness, response, recovery, and
mitigation.

14005.4 California Offices of Emergency Services (Cal OES) – Fire & Rescue
Division
a. (U) Cal OES – Fire and Rescue Division coordinates statewide implementation of
firefighting and hazardous materials accident prevention and emergency response
programs for all types of hazardous materials incidents and threats. In response to
any firefighting and hazardous materials emergency, the Section staff is called
upon to provide state and local emergency managers with emergency coordination
and technical assistance.
14006 (U) County and City Agencies Roles and Responsibilities
14006.1 County, City, and Port Authorities
(U) County, City and Port Authorities provide response resources and coordination in
accordance with the State Emergency Plan. County, City and Port Authority are
generally responsible for coordinating emergency response activities and providing
initial response services within their jurisdictions pursuant to marine firefighting and
oil & hazardous material spills. These offices work closely with County and State
OES to coordinate regional response activities.
a. City Emergency Operations Centers (EOC)
(U) EOC’s provide coordination of emergency services and operations for the city
and county region.
b. County and City Fire Departments (FD)
(U) FD’s provide shore side firefighting support at facilities and sites in the
applicable city. They maintain evacuation plans for the city and employ
Hazardous Material emergency first responders/response teams.
(U) FD’s are the Firefighting Resources of California Organized for Potential
Emergencies, a mutual-aid organization originally based on fire response, but also
involved with ICS development and, now, hazardous materials emergency first
responders/response team support.
c. State Emergency Response Commission (SERC),

Local Emergency Planning Committee (LEPC), and
Certified Unified Program Agency (CUPA)
(U) The SERC and LEPCs were established under Federal and State authority
relative to the Hazardous Materials Business Plan/Emergency Response Plan
elements of the Unified Program. Under the Emergency Planning and Community
Right to Know Act (a section of the Superfund Amendments and Reauthorization

Act in the US Code), each state must establish a SERC to coordinate planning and
implementation activities associated with hazardous materials. In California, the
SERC oversees six LEPCs that are regionally located throughout California.
• The California of Emergency Services (Cal OES) coordinates and provides

staff support for the SERC and LEPCs.
• While the CUPA structure does not specifically incorporate the SERC and
LEPCs, both SERC and CUPA have found it beneficial to establish strong
communication and coordination on hazardous materials issues. The CUPA
Board now has a representative on the SERC, and members of LEPCs are also
CUPA Board members. Common issues include insuring that hazardous
materials, waste, and tank programs maintain strong coordination and
communication for maximum consistency in program implementation. Shared
data, joint resources, common forms, provision of emergency information,
and regulatory review are other interests that are coordinated by the CUPA
Board and SERC/LEPCs.
d. Resources / Assets for Oil Spill and HazMat Spill / Release

• Refer to Section 7410.2 of USCG – Sector San Francisco’s Area Contingency
Plan

Section 15000
Table of Contents
15001 (U) US Coast Guard – Commandant Instruction for Commercial Diving 134
15002 (U) Web-sites pursuant to Commercial Diving Regulations and Standards 134
15003 (U) Diving Safety – Commercial Diving Regulatory Checklist 135
15004 (U) Commercial Diving Personnel 135
15005 (U) Commercial Diving Operations 135
15006 (U) Scuba Diving Operations 136
15007 (U) Surface Supplied Air Operations 136
15008 (U) Commercial Diving Equipment 137

15000 (U) Commercial Diving Policies and Procedures
(U) Commercial diving operations come under the jurisdiction of several U S
Government agencies and associations as listed in the below sections.
15001 (U) US Coast Guard – Commandant Instruction for Commercial Diving
(U) The Coast Guard Diving Policies and Procedures Manual are listed in
COMDTINST M3150.1B and reference the following:
a. U.S. Navy Diving Manual, SS521-AG-PRO-010 (NOTAL),
b. Operation and Maintenance Manual for the Emergency Evacuation Hyperbaric
Stretcher (EEHS), NAVSEA SH700-A2-MMC-010 (NOTAL),
c. Navy Occupational Safety and Health (NAVOSH) Program Manual for Forces
Afloat, Volume I, OPNAVINST 5100.19 (series) (NOTAL),
d. Personnel Manual, COMDTINST M1000.6 (series),
e. Medical Manual, COMDTINST M6000.1 (series),
f. Personnel Qualification Standard for Diving and Salvage Warfare Specialist
(DSWS), NAVEDTRA 43910-A (NOTAL),
g. U.S. Coast Guard Pay Manual, COMDTINST M7220.29 (series),
h. Uniform Regulations, COMDTINST M 1020.6 (series),
i. Commercial Diving Operations, 29 CFR 1910 Subpart T, and
j. Commercial Diving Operations, 46 CFR 197 Subpart B.
15002 (U) Web-sites pursuant to Commercial Diving Regulations and Standards
• U.S. Coast Guard Diving Regulations (Title 46 CFR Part 197 Subpart B)
http://www.access.gpo.gov/nara/cfr/waisidx_98/46cfr197_98.html
• U.S. Navy (U.S. Navy Diving Manual)

http://www.supsalv.org/manuals/diveman5/divManual5.htm
• U.S. Department of Labor – Occupational Safety & Health Administration
http://www.osha.gov/pls/oshaweb/owasrch.search_form?p_doc_type=STANDAR
DS&p_toc_level=0
• Association of Diving Contractors International

http://www.adc-int.org/

15003 (U) Diving Safety – Commercial Diving Regulatory Checklist
(U) The Diving Liaison Officer should review the following checklist with the diving
supervisor or designated person-in-charge before commencing diving operations.
This checklist is not a comprehensive regulatory inspection. It is intended to provide
an indicator of substantial compliance with the mandatory health and safety
requirements for commercial divers.
15004 (U) Commercial Diving Personnel
REGULATIONS OSHA REGULATIONS COMMENTS

Dive team members must be 29 CFR 1910.410 (a) There is not a "commercial diver
qualified to conduct assigned tasks. 29 CFR 1910.120 certification card," similar to those
required by the recreational
diving community.
All dive team members must have 29 CFR 1910.410
current CPR and first-aid certifications.
For surface-supplied and SCUBA 29 CFR 1910.410 (c) The diving supervisor must not serve in
operations, a qualified three-person 29 CFR 1910.424 a dual role as both supervisor and diver.
dive team, consisting of a person-in A standby diver, when required, must
29 CFR 1910.425
charge, dive tender, and line-tended be dressed out and ready to dive.
diver, is required.
An experienced, designated person in- 29 CFR 1910.410 (c) The designated person-in-charge is the
charge is on-scene and qualified diving supervisor.
supervising the operation.
15005 (U) Commercial Diving Operations

A Safe Practices Manual or 29 CFR 1910.42 This is the site-safety plan. In
Operations Manual must be particular, response personnel should
available on-site. review emergency pro-cedures,
emergency phone numbers, and the
directions to the nearest decompression
chamber and hospital.
The divers must have a plan to 29 CFR 1910.421(b) If a decompression chamber is not on
obtain emergency assistance. site, ensure that the divers know the
location and contact numbers of the
nearest facility and hospital.
First-aid equipment, including a 29 CFR 1910.421(c)
hand-held resuscitator, must be 29 CFR 1910.423
located on site.
The Diving Supervisor must conduct a 29 CFR 1910.421(0) All members of the dive team must
pre-dive safety briefing and (g) attend. Key personnel of the ship or
and inspect equipment. facility should also attend.

15005 (U) Commercial Diving Operations CONTINUED

A warning signal (dive flag) must be 29 CFR 1910.421(h) The warning signal must be a rigid
displayed. replica of the international code "A’"
flag at least one meter in
height.
A dive log must be maintained. 29 CFR 1910.423(d) The log should contain the date, time,
29 CFR 1910, App. C and location of the start and completion
of dive operations; underwater and
surface conditions;
name of diving supervisor; and general
nature of the work performed.
15006 (U) Scuba Diving Operations

SCUBA diving must be conducted 29 CFR 1910.424 (b) For dives deeper than 100 fsw or dives
in depths less than 130 fsw, within outside the no-decompression limits, an
the no-decompression limits, and in operating decompression chamber must
currents less than one knot. be located on-site.
The chamber must be within five
minutes of the dive station..
A standby diver is available while 29 CFR 1910.424 (e)
the SCUBA diver is in the water.
The SCUBA diver must be either 29 CFR 1910.424 (e)
line-tended or accompanied by
another diver with continuous visual
contact.
If the SCUBA diver must work in a 29 CFR 1910.424 (c) During salvage operations, divers may
physically confining space, another enter confined spaces to position float
diver must line-tend the diver from the bags and/or
underwater point of entry. harnesses.
SCUBA divers must carry a reserve 29 CFR 1910.424 (c)
breathing gas supply.
15007 (U) Surface Supplied Air Operations

Two-way communications must be 29 CFR 1910.422(c)
maintained between diver and
surface.
Surface-supplied air drying must be 29 CFR 1910.425 (b) Dives of 30-minutes or less may be
conducted at a depth of 190 fsw or conducted to depths of 220 fsw.
less.

15007 (U) Surface Supplied Air Operations CONTINUED

Each diver must be continuously 29 CFR 1910.425 (e)
tended.
Divers must carry a reserve 29 CFR 1910.425 Use of bailout bottles are recom-
breathing gas supply at depths (e) (4) (iii) mended for all commercial diving
greater than 100 fsw or outside the operations, regardless of depth.
no-decompression limits.
An operating decompression 29 CFR 1910.425 (b)
chamber must be on-site for any
dive outside the no-decompression
limits or deeper than 100 fsw.
15008 (U) Commercial Diving Equipment

Air intakes for air compressors must 29 CFR 1910.420 (b)
be located away from areas con-taining
exhaust fumes or other
hazardous materials.
A depth gauge is required for every 29 CFR 1910.430 (g) The depth gauge must be read on the
diver. surface for surface-supplied divers.
SCUBA divers must
carry their own depth gauge.
A means must be provided to assist 29 CFR 1910.422 (b)
entry and exit.
A diving bell must be used for 29 CFR 1910.425 This rule does not apply when heavy
divers with an in-water decom-pression gear is worn or diving is conducted in
time greater than physically confuting
120 minutes spaces.
A diver’s safety harness with a 29 CFR 1910.430 (j)
positive buckling device capable of
distributing the pulling force of the
umbilical, is required for surface-
supplied divers.
When weights are worn, the belt or 29 CFR 1910.430 (j)
assembly should be equipped with a
quick release.

Section 16000
Table of Contents
16001 (U) Introduction 139
16002 (U) Overview of San Francisco Bay and Inland Waterways 139
16003 (U) Emergency Response Sequence for MSFF 143
16004 (U) Emergency Notification Protocols for MSFF Marine Casualties 144
16005 (U) Command Post Considerations 144
16006 (U) Early Incident Phases of MSFF Emergency Response 145
16007 (U) Potential Threats during MSFF Operations 147
16008 (U) Marine Salvage Response Priorities and Considerations 147
16009 (U) Types of Marine Casualties 150
16010 (U) Marine Salvage Response Considerations 151
16011 (U) Marine Salvage Operational Considerations 154
16012 (U) Marine Salvage – Rapid Salvage Response Survey 157
16013 (U) Marine Firefighting Operational Priorities and Considerations 161
16014 (U) Selecting Locations to Conduct Marine Firefighting Operations 162
16015 (U) Marine Firefighting Response and Operational and Considerations 166

16001 (U) Introduction
(U) The Commandant, U.S. Coast Guard has delegated authority to the COTP to
enforce port safety, port security, and marine environmental protection regulations.
This includes, without limitation, regulations for the protection and the safety and
security of vessels, waterfront facilities and anchorages; safety zones; security zones;
regulated navigation areas; deepwater ports; water pollution; ports and waterways
safety.
(U) The COTP exercises primary federal responsibility for the safety and security of
the port. This responsibility is discharged by enforcing dangerous cargo regulations,
marine terminal safety regulations, pollution prevention regulations, and
administering the Vessel Traffic Service (VTS). In emergencies, the COTP may
control the movement of ships and boats, establish safety zones, and provide on scene
forces.
16002 (U) Overview of San Francisco Bay and Inland Waterways
16002.1 Hydrological and Climate Considerations
a. San Francisco Bay
(U) San Francisco Bay enjoys a marine type climate characterized by mild and
moderately wet winters and by cool, dry summers. There are however, significant
climate differences within the region due to its varied topography. Mountain
ranges lie east and west of the Bay. As winds come off the ocean and move
eastward, successively less moisture is deposited on each range such that the East
Bay is substantially drier than the West Bay. Also, the farther inland from the
ocean, the greater are the daily and yearly temperature fluctuations.
(U) Winter rains generally occur from November through March and account for
the great majority of the region's annual rainfall. Nevertheless, there are frequent
dry spells during the period sometimes lasting weeks.
(U) Summer weather is dominated by cool sea breezes resulting in an average

summer wind speed of 15 miles per hour. Winds are characteristically light in the
morning, but normally in the 20-25 mile per hour range in the afternoon. Sea fog,
arriving during late evening or night, is another characteristic feature of summer
weather. This fog usually disappears by early afternoon.
Detailed tide and tidal current information concerning the Bay and its approaches
is provided in the Tide Tables, the Tidal Current Tables, and the U.S. Coast Pilot.
b. Sacramento–San Joaquin River Delta
(U) The Delta's climate is characterized in summer by warm, dry days and

relatively cool nights with clear skies and no rainfall. In winter, the climate is
characteristically mild in temperatures with relatively light rains, and frequent
heavy fogs. In late autumn and in early winter, dense fogs normally settle in
during the night and burn off sometime during the following day. December and
January are considered the fog season and fog has been known to last for 4 to 5
weeks with only brief or intermittent clearing periods.
(U) At low river stages, the mean range of tide is 2.8 feet at the entrance to the
Sacramento River. At other stages the tide is negligible. The upper 20 miles of
the Sacramento River Deep Water Ship Channel are free of river current and
flood waters. The mean range of the tide from the entrance of the San Joaquin
River to Stockton is approximately 3.1 feet and tidal current is negligible. Major
floods in the river valley may occur from November to April, caused by intense
general storms of several days’ duration. At Stockton, an ordinary flood can
cause a rise of 8.5 feet, and an extreme flood a rise of 13.5 feet in the river level.
The delta of the river is formed of many marshy islands intersected by sloughs
and channels. This information and additional information on the rivers and their
tributaries can be found in the United States Coast Pilot 7.
16002.2 Waterfront Facilities
(U) Waterfront facilities supporting a wide variety of maritime industry activities are
found throughout all areas of the Bay and Delta. Detailed descriptions and
information concerning these facilities may be found in the annual Golden Gate Atlas
World Trade Directory, the U.S. Army Corps of Engineers' Port Series reports (No.
30, 31, and 32), and the facility files maintained at Coast Guard Sector San Francisco.
(U) Several waterfront facilities in the San Francisco Bay Area are authorized to
handle explosives. In San Francisco, Pier 80 is the only authorized facility that can
handle explosives. In Oakland, all of the containerized facilities are authorized to
handle explosives. Four of the container facilities in the Oakland outer and inner
harbor areas routinely ship commercial explosives. In addition, the Port of
Sacramento and the Port of Stockton are also authorized to handle explosives. In the
event of a national emergency all Dry Bulk and Container Waterfront Facilities can
handle explosives following a Coast Guard inspection.
16002.3 Transportation Patterns
(U) The San Francisco Bay hosts a wide variety of commercial vessels and cargoes.
Vessels carrying petroleum products and hazardous chemicals are of particular
interest because of their potential for pollution incidents and/or fires. Significantly,
petroleum refineries in the San Francisco Bay Area have a combined throughput
capacity of nearly one million barrels per day. Accordingly, 60-70% of the overall
tonnage entering the Bay at any time consists of crude oil carriers. The balance of
shipping traffic usually includes passengers for hire (cruise ships and ferries), refined
product carriers, containerized freight vessels, break bulk freight vessels, roll on-roll
off (Ro-Ro) vessels, tugs, barges, and military vessels.

16002.4 Anchorages
(U) Seventeen designated anchorages in the San Francisco Bay Area provide safe
haven for vessels escaping winter storms, repairing damaged machinery, or waiting to
fill their holds with cargo bound for overseas. Many of these anchorages are
monitored by the Vessel Traffic Service (VTS) to ensure vessels are positioned safely
to prevent casualties due to anchor swing. These anchorages are also positioned so
that navigable channels are clear for transiting marine traffic. As defined in 33 CFR
110, four anchorages are designated for explosive handling. Explosive anchorages 9,
12, and 14 are located within San Francisco Bay and anchorage 30 is located in the
San Joaquin River.
16002.5 High Risk Areas and Cargoes
(U) Those areas of the San Francisco Bay containing refineries and bulk petroleum
transfer facilities which routinely serve petroleum tank vessels and those most
typically frequented by loaded tank vessels present the greatest risk for a significant
vessel explosion and fire. The following sections describe in greater detail the
patterns of waterborne trade in San Francisco Bay and Sacramento-San Joaquin River
Delta.
1. Crude Oil
(U) Crude oil carriers generally follow one of the patterns described below when
transiting San Francisco Bay and its approaches:
• Direct transit from the sea buoy through the Golden Gate to a refinery or oil
terminal in Richmond, San Pablo Bay, Carquinez Strait, or Suisun Bay.
• Direct transit from the sea buoy through the Golden Gate to Anchorage 5. This
usually only occurs when a vessel, such as a tug or a barge, is awaiting berth
space at Chevron Richmond Longwharf.
• Direct transit from the sea buoy through the Golden Gate to Anchorage 9.
Laden tank vessels awaiting berth space or lightering due to deep draft
• Transit from Anchorage 9 to a refinery in Richmond or Carquinez Strait. The
vessels following this pattern are generally limited to small crude carriers
employed regularly in lightering draft-restricted Very Large Crude Carriers
(VLCCs).
2. Refined Products
(U) Refined product carriers call routinely at refineries and oil terminals in
Richmond, San Pablo Bay, Carquinez Strait, and Suisun Bay. Refined product
carriers also occasionally call at product storage facilities in Alameda and the
Pacific Gas & Electric plant in San Francisco. These vessels usually transit from
the sea buoy through the Golden Gate directly to these facilities.

3. Chemicals and Other Hazardous Cargoes:
(U) Within the COTP’s AOR, a variety of vessel types and cargo carrying
imports/exports and personnel transit on a daily basis as such listed below.
• Both cargo vessels and tank vessels transport a large variety of chemicals and
other hazardous cargoes over Bay and Delta waters.
• Approximately 10-20% of all cargo carried in container ships and break bulk
vessels is designated as hazardous (i.e. flammable, explosive, corrosive,
poisonous, etc.).
• Tankers laden with Cargoes of Particular Hazard (such as anhydrous ammonia)
discharge at the Port of Stockton and the Agrium facility on the Sacramento
River Deep Water Ship Channel near the port of Sacramento.
• Shipments of ammonium nitrate are handled at facilities in the Port of Oakland.
• Explosive laden commercial and military vessels transiting to and from
Military Ocean Terminal Concord (MOTCO) also routinely transit San
Francisco Bay waters and occasionally use Explosive Anchorages 12 and 14.
4. Bunkering:
(U) Vessels of all types take on oil bunkers in San Francisco Bay. Bunkers are
usually received from a barge alongside the facility where the vessel is tied up.
Vessels also periodically bunker at Anchorage 9.
5. Miscellaneous Oils:
(U) There is a modest trade in tallow, animal oil, and vegetable oils in San
Francisco Bay. Small tank vessels primarily load and discharge these cargoes at
facilities in Richmond. Tallow is loaded in San Francisco.
6. Passenger Vessels:
(U) San Francisco Bay is serviced by 3 passenger ferry companies (Golden Gate
Ferry, Blue and Gold Fleet, and the Red and White Fleet) with service from 0530
hours to 0030 hours daily to and from several points in the Bay. The ferry
companies also operate charter trips for parties and sightseeing trips that usually
stay between San Francisco, Oakland, Sausalito, and Tiburon. The size and
passenger capacity of the ferry boats vary from 100’ up to 165’ and carry up to
700 passengers on the larger boats. The main ports and ferry terminals are
located in San Francisco, Oakland, Alameda, Vallejo, Larkspur, Tiburon,
Sausalito, Richmond, and Angel Island. These cities and the park service
maintain contracts with the ferry companies for dock space and other services.

7. Containerized Freight Vessels:
(U) These vessels regularly call at terminals located in Oakland, San Francisco,
Richmond and Alameda. Occasionally, such vessels also call at terminals in
Redwood City, Sacramento and Stockton.
8. Dry Bulk, NEO-Bulk and Break Bulk Freight Vessels:
(U) These vessels travel through Bay Area waters up to the ports of Stockton or
Sacramento where they often load grain, rice, logs, wood chips, and other dry
bulk cargoes. These vessels also discharge cement, steel coils, and other general
cargoes. They transit through "Gasoline Alley" (Richmond, Rodeo, Martinez,
Benicia, Concord, Pittsburg, and Antioch) en route inland where the potential for
collisions with tank vessels at or near oil terminals is always present. Dry bulk,
neo-bulk, and break bulk vessels also call at terminal facilities in Alameda,
Redwood City, and Richmond.
9. Barges:
(U) Barges are used in transporting bulk petroleum and chemicals to and from the
Bay Area. Petroleum barges are also used extensively for bunkering. Barges
under tow are found offshore, throughout the Bay Area, and in the Delta.
10. Military Vessels:
(U) These may be berthed at or in transit to or from Military Ocean Terminal

Concord (MOTCO), Alameda Point, and Suisun Bay Reserve Fleet. Military
vessels may also be berthed at, or in transit to or from San Francisco Bay Area
piers for layover or ship repair purposes.
11. Recreational Vessels:
(U) These are found in large numbers at marinas, fueling docks, and operate
throughout Bay Area waters, including the Delta and offshore.
16003 (U) Emergency Response Sequence for MSFF

(U) Action in response to a MSFF incident is broken into five phases for descriptive
purposes.
Phase I Discovery and Notification
Phase II Evaluation and initiation of action
Phase III Assessment of the situation
RescueExposureConfinementExtinguishmentOverhaul
Phase IV Demobilization
Phase V Documentation and cost recovery.

(U) It is impossible to anticipate every task or activity that will be required to
effectively respond when dealing with a major vessel casualty. There are, however,
several basic priorities, which must be addressed, particularly in the case of a vessel
MSFF operations.
16004 (U) Emergency Notification protocol for MSFF Casualties

Refer to Section 10000
16005 (U) Command Post Considerations

(U) To effectively combat a MSFF casualties, an Incident Command Post (ICP) must
be established as soon as possible. A command post provides several critical services:
• A generally recognized, single site for command and control of the response.
This reduces confusion among response personnel, and
• Ready access to continuous communications between on-scene and off-scene
personnel.
16005.1 Shore-side Incidents
(U) For MSFF incidents involving a vessel moored to a facility, there should be one
command post. It should be established as close to the incident as safety permits.
Ideally the command post would be located in an office at the facility. At a
minimum, it should:
• Accommodate multiple telephone lines,
• Provide a large open area to permit status board maintenance, an
• Provide adequate lighting, heating, etc.
16005.2 Underway and/or at Anchorage Incidents
(U) For incidents involving vessels underway or at anchorage, the Incident Command
Post may be afloat. Potential afloat command post platforms include:
• Coast Guard “Alpha” or other cutter,
• Municipal Fireboats,
• Local Marine Unit Vessels, and
• Ferries (for San Francisco Vessel Mutual Aid Plan (SF-VMAP) response).
(U) If afloat, the ICP enhances the IC’s ability to:
• Specifically direct response forces afloat and on the burning vessel,
• Enforcement of the safety zone,

• Assess status of the burning vessel and the effectiveness of tactical units, and
• Control the timing of the deployment of shore-side staged personnel and
equipment.
16006 (U) Early Incident Phases of MSFF Emergency Response
16006.1 Initial Response and Casualty Assessment
(U) Common to all casualties is a need for the quick and substantial allotment of
response resources. The Unified Command will set the objectives of a vessel casualty
response. Early dissemination of an accurate assessment of the vessel’s condition and
deployment of appropriate response resources is essential.
16006.2 Initial Actions to be taken by Vessel/Ship’s Crew
(U) A prudent vessel captain will take certain actions to mitigate the threat to the
crew and vessel. Upon receiving notification of a marine casualty, the Incident
Commander should verify that the vessel master, if possible and appropriate, has
taken the following actions:
1. Have vessel/ship’s personnel report to emergency stations,
2. Secure watertight fittings,
3. Take appropriate firefighting actions,
4. Notify the vessel/ship’s operations controller (refer to section 12000),
5. Obtain an accurate cargo storage plan,
6. Request shore personnel and Marine Salvage and/or Firefighting (MSFF) as per
listed in section 12000, and
7. Display day shapes & sound appropriate signals.
16006.3 Critical Information

(U) There is certain information that is critical to planning a successful marine
salvage and firefighting operation. This information, essential to the response
planning process and should be gathered from the vessel/ship’s master or on-scene
response personnel, as appropriate to the situation. The information gathered should
be used to determine the “window of opportunity” - i.e., when the most factors align
for a successful operation.

16006.4 Identify Marine Salvage and Firefighting Assets for Response
(U) The Responsible Party (RP) shall immediately notify the Marine Salvage and/or
Firefighting provider listed in the vessel/ship’s Vessel Response Plan.
16006.5 Setting the First Operational Period Objectives
(U) Once enough information has been gathered to proceed with a decisive action
plan, the USCG’s Operational Commander, IC or UC will set forth operational period
objectives and functional tasks. These objectives and tasks may include:
1. Locate and evacuate all passengers and crew,
2. Control vessel movement,
3. Get response personnel and equipment on-scene,
4. Extinguish shipboard fire,
5. Stop/slow flooding,
6. Stop/slow vessel movement toward potential hazards,
7. Contain pollution,
8. Identify suitable port of refuge,
9. Create a salvage plan,
10. Mitigate potential impacts of the casualty on other vessel traffic and port
activities,
11. Evaluate risk to public- e.g., (hazardous material release, air quality),
12. Prepare and approve press release,
13. Establish a safety zone,
14. Contact all appropriate Federal, State and local agencies, as well as foreign
governments,
15. Evaluate/mitigate the environmental impacts of incident, and
16. Identify an appropriate lightering vessel.
16006.6 (U) Example of Establishing Operational Objectives

1. Protect the Health, Safety and Welfare of All Personnel to include Responders,
Observers, and General Public.
2. Minimize Environmental Impact, and Protect Environmentally Sensitive Areas
including Wildlife and Historic Properties.
3. Minimize Impact to Maritime Commerce Social / Economic Supply Chain.
4. Conduct damage/stability assessment; develop and implement marine salvage

and/or firefighting plan (refer to section 12000),
5. Develop/implement vessel/ship transit plan to include final safe destination/berth

for impacted vessel/ship,
6. Initiate actions to control the source of pollution spill and minimize the volume
released,
7. Conduct efforts to effectively clean up, recover and dispose of spilled product
along open water and shoreline areas,
16007 (U) Potential Threats during MSFF Operations

(U) The threat is greatest from cargo vessels that carry hazardous materials in large
quantities, such as break bulk; containerized cargoes; dangerous liquids; and
pressurized or liquefied gases. Vessels that are regulated, such as oil tank ships and
barges, pose a substantial threat to the marine environment, they have been the main
target of federal and state oil spill prevention regulations. Yet, in some cases it is the
unregulated cargo vessel that may pose a bigger potential pollution hazard. There are
far more cargo vessels than tank vessels, cargo vessels may carry more bunker fuel
than the cargo capacity of some oil barges, additionally, cargo or freight vessels may
be carrying products far more hazardous in nature than oil.
16008 (U) Marine Salvage Response Priorities and Considerations

(U) The Coast Guard Captain of the Port has jurisdiction over vessel salvage
situations occurring within his/her zone; this does not preclude any other agencies’
interests with respect to spill response. A vessel casualty and oil spill or potential
oil spill, may require the following responses:
1. Search and Rescue
2. Oil spill containment/clean-up
3. Fire fighting
4. Vessel salvage
(U) During an incident, It is impossible to anticipate every task or activity that will be
required to effectively respond when dealing with a major marine casualty. There are,

however, several basic priorities, which must be addressed, particularly in the case of
a marine salvage operations.
(U) During any response operation, the first operational thought should first, last,
and always focus on the following operational priorities to protect:
1. Safety and Health,
2. Environment, and
3. Property
(U) The first operational priority and consideration during a vessel casualty situation
is the safety of the crew and any other personnel in the area. Secondary concerns are
for environmental protection and vessel salvage. A casualty-scene information that
will become essential to the early efforts at salvage should be completed by the
responders aboard the vessel as follows:
1. Search and Rescue Operations
(U) The SAR (Search and Rescue) Mission Coordinator (SMC) will respond by
deploying Coast Guard resources. This individual will be the local Coast Guard
Group Commander or District Commander whose zone includes the vessel
casualty. Upon notification, the Coast Guard will designate the SMC and respond,
as necessary, with on-scene resources.
2. Pollution Response Operations
(U) The Federal On-Scene Coordinator will ensure pollution response efforts are
conducted in accordance with this plan. However, pollution response operations
will be accomplished on a not-to-interfere basis with search and rescue
operations. While pollution response clearly takes priority over salvage efforts,
the two responses may necessarily be conducted concurrently. Salvage operations
could be critical to preventing any further discharge of oil. The FOSC will
prioritize actions to avoid interference between salvage and pollution response
efforts.
3. Fire Fighting
(U) The salvage issues regarding firefighting should be considered while fire
fighting activities are being completed. The de-watering, ballasting, and counter-
flooding aspects of fire fighting will be coordinated by the FOSC. Follow on
issues of hull integrity due to weakening from heat fatigue must be considered in
the salvage effort.
4. Salvage Operations
(U) Salvage is a term used to describe all services rendered to save property from

marine peril. This broad definition encompasses not only actions undertaken to
save a vessel or cargo, but also includes wreck removal, harbor clearance, and
deep water search and recovery. Salvage includes:
• Providing firefighting assistance.
• Re-floating a vessel from a stranding.
• Offloading cargo or water to prevent foundering, or removing sound cargo
from impending peril.
• Shoring, patching and making temporary repairs to correct structural, stability,
or mechanical problems.
• Rescue towing of an incapacitated vessel to a safe haven.
• Preventing pollution.
5. Salvage Tug
(U) A Salvage tug is a tugboat equipped to attend to vessels in distress in

coastal or ocean conditions, and to render assistance either by towing,
provision of pumping equipment, or similar aid. Such tugs historically have
been large, powerful, and stationed at high risk locations for ship traffic.
6. Rescue Tug
(U) A rescue tug is generally a “tug boat of opportunity”, having adequate

horsepower or bollard pull strength to assist in controlling a distressed vessel until
salvage resources arrive. A rescue tug would generally be capable of providing
emergency towing, and quite possibly render a degree of firefighting assistance,
since many of the newer tugs are equipped with firefighting water monitors.
Rescue towing involves taking an incapacitated vessel under tow at sea and
towing it out of harm’s way, generally to a safe haven or port, but sometimes for
beaching.
7. Salvage Masters
(U) In order to conduct a proper salvage you must have someone in charge
who has the knowledge of how to respond to the specific situation. The person
in charge of a salvage operation is known as the salvage master.
A Salvage Master should have direct experience in ship salvage, demonstrating
experience in the use of salvage ships and craft, ground tackle, heavy lift craft,
cranes and booms, oil pollution containment equipment, and all ancillary types
of salvage equipment (e.g. pumps, compressors, welding equipment, etc.). The
salvage master acts under the direction of the FOSC, he generally assumes
complete control of salvage, harbor clearance, and related engineering
operations.

16009 (U) Types of Marine Casualties

(U) The primary objective in any salvage scenario, whether a single event casualty or
combination of casualties, is to minimize the risk to human health, the environment,
and property. The following six types of casualties are listed in order of frequency in
the following:
1. Hull or Machinery Damage
(U) A vessel’s hull or machinery may be damaged by shifting cargo, storm

damage, or other causes, and may render a vessel unable to maneuver. The
greatest threats to the vessel, cargo, and environment exist when loss of
maneuverability happens close to shore or hazards to navigation. Use of anchors
or towing vessels may be the best defense in slowing the unintended movement of
a vessel drifting towards a hazard,
2. Stranding or Grounding
(U) Unintentional groundings may result from navigational error, anchor drag,
loss of maneuverability, or for other reasons. Ground reaction, which is usually
measured in long tons or metric tons, is the weight of the vessel that is being
supported by the ocean bottom instead of the water. Ground reaction can cause a
vessel to capsize, become holed, break apart, or become difficult to remove from
ground. A salvor or naval architect can make a good estimate of ground reaction
using the information gathered by the crew or response personnel including pre-
casualty drafts, post-casualty drafts, tide cycle, location/depth of ground (usually
determined with soundings), and the type of bottom. Once ground reaction is
determined, it is fairly simple to estimate the force-to-free, which is the measure
of the force needed to pull the vessel off the ground. Force-to-free is usually listed
in short tons, which is equivalent to tug bollard pull. In order to float a vessel free
or pull it off with tugs/ground tackle, ground reaction must usually be reduced in
a controlled manner by deballasting, lightering, and/or tidal lifting,
3. Collision
(U) The most common result of a collision at sea is hull damage and flooding.
Collisions are sometimes accompanied by fire and explosions, as many ship’s
systems and/or cargo may be damaged upon impact. The general priorities after a
collision usually include damage assessment, flooding control, and firefighting.
Typically, a vessel is not well-equipped to handle rapid flooding, and, when left
unchecked, can lead to capsizing and foundering. Often vessel crews are not well-
versed in damage control, requiring a prompt response to ensure professional
salvers and marine inspectors are on scene as soon as possible,

4. Fire and Explosion
(U) Fires of any size onboard a vessel should be treated with extreme caution as
they may quickly turn into a conflagration. Most commercial vessels will be
equipped with fixed fire fighting systems to contain fires started in the engine
room (the most common source of shipboard fires). Large commercial vessel
crews are generally trained to combat fires that originate in the engine room or
accommodation spaces. Crews are generally not trained to fight fires originating
in or spreading to the cargo. Most professional salvers offer shipboard firefighting
capability - either with in-house resources or via subcontractor capabilities. Shore
based fire fighters often do not have an appreciation for the special considerations
for shipboard firefighting, especially fixed fire fighting systems or vessel stability,
and therefore should be monitored closely when employed to extinguish a fire in
port,
5. Allision
(U) Allisions occur when a vessel strikes a fixed object. Most of the
considerations are the same as a collision, with the addition of assessing the
damage sustained by the object, especially if the object was a bridge or critical
piece of infrastructure. Immediate notification should be made to the Army Corp
of Engineers and Federal and State Departments of Transportation. Appropriate
actions should be taken to ensure the object does not pose a risk to future
transportation onshore or to other vessels, and
6. Stress Fractures
(U) Stress fractures are failures in the construction of the vessel and may be due
to stresses imposed on a vessel because of a heavy seaway, improper loading or
ballasting, or construction material fatigue. Cracks can lead to pollution or
flooding incidents and, under extreme circumstances, total ship loss. Therefore, it
is important to quickly assess the size, location, and orientation of the crack.
Surveyors, shipyards, and Coast Guard Marine Inspectors are familiar with
methods to arrest or repair cracks
16010 (U) Marine Salvage Response Considerations

(U) This section describes salvage situations and the general guidelines to follow in
responding to a salvage situation. In addition, this section also describes actions to
be taken in response to vessel strandings, the relationship between the on-scene
coordinator, the responsible party, the vessel’s master, and the salvor. Information
pertaining to salvage procedures was adapted from Chapter 8 of Volume I of the
U.S. Navy Salvage Manual.
(U) Salvage efforts may be divided into three phases:

1. Stabilization,

2. Re-floating, and
3. Post-re-floating.
16010.1 Stabilization Phase
(U) This phase of operations must take into account the potential discharge of oil
and hazardous substances into the environment. Upon stranding the Vessel’s
master SHOULD take the following steps:
1. Have ships personnel report to their emergency stations.
2. Take action to determine the vessel’s condition and stabilize the vessel.
3. Secure watertight closures.
4. Notify Coast Guard and vessel’s Operations center.
5. Request salvage assistance.
6. Note course and speed at time of stranding.
7. Obtain and provide if necessary, an accurate cargo stowage plan.
8. Evaluate the following:

• Safety of personnel,
• Weather and sea conditions,
• Forecast for change in weather and sea conditions,
• Nature of the sea floor and shoreline,
• Depth of water around ship,
• Ground reaction,
• Damage to hull,
• Damage to shafting, screws, and rudder,
• Risk of further damage,
• Prospect of maintaining communications,
• Ground reaction,
• Likely draft and trim after re-floating,
• Potential for discharge of pollutants,
• Position of vital and cargo systems’ valves, and
• The liquid level of all tankage (e.g. fuel, ballast, cargo, etc.).

16010.2 Re–Floating Phase
(U) The salvage plan is implemented during this phase. The plan should be
considered a flexible working plan with appropriate changes made in response to
changing conditions. During this phase, all parties must be in close communication,
and the process should be brought to a halt if significant safety problems develop.
The salvor, responsible party, and the Captain of the Port have the authority to stop
salvage operations in this case.
(U) Consideration to assuring that the problem will not be made worse must be
addressed thoroughly. In the case of a heavily damaged vessel, the risk to the port
and the environment may not warrant allowing the vessel to be brought into the
harbor. In some cases, it may be desirable to allow the vessel to sink in deep water to
mitigate environmental damage, or minimize risk to life. Obviously, these are
decisions that will have all parties in the salvage effort fully involved, and the FOSC
must take the lead to assure that the best management of the incident/threat is
achieved.
(U) Working with the Responsible Party and the naval architect, the salvor must
develop a salvage plan. The plan must detail actions to be taken and resources to be
used, and it must set organizational responsibilities and the anticipated schedule.
After the plan is prepared and prior to initiating salvage operations, the
Responsible Party must submit the plan to the Federal On Scene Coordinator or his
designated representative, for review. The Federal On-Scene Coordinator will review
the plan, and approve or disapprove it based upon real or potential risks to port safety
and the environment. Any plans for the intentional jettisoning of cargo will be
reviewed as part of the salvage plan.
16010.3 Post Re–Floating Phase
a. (U) This phase commences when the ship begins to move off the strand, and is
completed when the ship has been delivered to a safe haven or repair facility. In
addition, salvage resources and equipment should be removed from the salvage
site. The options for disposal of the vessel include:
- Steaming into port, or to another location within the port
- Towing to safe haven
- Anchoring in preparation for tow or temporary repairs
- Beaching if the ship is in danger of sinking
- Scuttling or sinking
b. (U) The following salvage plan items are to be updated, as necessary,

following refloating:
- Overall seaworthiness
- Vessel’s bottom, for damage hidden by the strand
- Condition of piping systems and machinery
- Condition of all ship’s systems necessary for the transit
- Ship’s stability, list, and trim (may necessitate loading or shifting of weights)
- Patching and pumping arrangements for compartments in way of damage
- Towing bridle, day marks, and navigation lights (an insurance line should
be rigged even when the ship proceeds under its own power)
c. (U) Following this phase, the Responsible Party shall submit a completed form
CG2692 to the Officer in Charge of Marine Inspection and submit all requested
information to the Senior Investigating Officer of the Marine Safety Office.
16011 (U) Marine Salvage Operational Considerations
16011.1 Cargo Salvage Plan Review
(U) A plan is essential to any successful salvage operation. Depending on the

urgency and complexity of the operation, the quality of the plan may vary from a
bound document approved by engineers to a sketch on a cocktail napkin. All
involved parties must ensure that the plan provided is appropriate given the
constraints of the operation. Given optimal conditions as well as time and resources
available.
(U) When evaluating a salvage plan, it is essential to rely upon the resources available
to an IC or UC for these particular incidents. The two major public resources are the
Coast Guard’s SERT and the Navy’s SUPSALV.
16011.2 Dewatering and Lightering
a. Dewatering
(U) Oil and hazardous material may enter into the water during a salvage and/or
firefighting operation. Containment and recovery of these materials is as
important consideration. Although firefighting operations take precedence over
environmental concerns, pollution response planning and operations needs to be
immediately initiated.
b. Lightering
(U) One of the most effective ways to mitigate or prevent an oil spill or hazardous
material release is to remove all remaining cargo and unnecessary bunker fuel
from the vessel. This is particularly useful when the risk of a hull breach is
increasing due to changing environmental or physical conditions on the vessel.
Vessels may be lightered to another vessel, or lightered to mobile facilities ashore.
Choosing which is most appropriate will depend on the location of the vessel and

availability of lightering platforms and equipment. Whichever is chosen it is
important to ensure the receiving vessel or facility is qualified to handle the
lightered material and that any cargo/residue in hoses and holding tanks are
compatible with lightered material.
(U) Furthermore, the effects on the stability of the vessel should be taken into
account when lightering a vessel, which should be addressed in the lightering and
salvage plan. There should be careful account by salvager engineers on the
buoyancy and stability of the ship during lightering operations to ensure the safety
of response personnel. While lightering may present benefits when attempting to
re-float a vessel it may also present additional structural stresses upon the vessel.
It is important to work with naval architects as well as the person in charge of
loading/offloading the vessel, who is frequently the Chief Officer or First Mate of
the vessel.
(U) Lightering activities should be conducted in accordance with marine transfer

regulations as set forth in 33 C.F.R. 156.120 and the U.S. Navy Salvage Manual,
Vol. 5, Chapter 3-5
16011.3 Oil and Hazardous Material Spills/Release Mitigation and Lightering
(U) Oil spills or hazardous material releases are of the greatest potential during vessel
groundings and almost a certainty during a major collision or other event when there
is a breach in the hull. There are several ways to verify an oil spill or hazardous
material release. The primary method may be observation of a sheen emanating from
the damaged vessel. However, this method may be of limited usefulness at night and
is not indicative of damages inboard of the hull structure. A secondary method is to
sound the tanks and monitor liquid levels for any fluctuations that would indicate a
breach. Bunker and cargo tanks should be immediately sounded and monitored
closely for changes that would indicate a breach. Given the high correlation between
major marine casualties and pollution incidents, it is prudent to provide, at a
minimum, a containment boom to surround the vessel/ship(s).
16011.4 Hazardous Materials
(U) Under the direction of the Emergency Response Branch Director, the HAZMAT
Group Supervisor is responsible for coordinating and directing all hazardous
materials activities related to the incident as such:
1. Prioritize HAZMAT responses related to the incident,

2. Determine resource requirements,
3. Direct and coordinate HAZMAT responses,
4. Manage dedicated HAZMAT resources,

5. Brief Emergency Response Branch Director on activities, and
6. Maintain Unit/Activity Log (ICS 214).
16011.5 In-Situ Burning Use Policy
(U) The primary objective of oil spill abatement and cleanup is to reduce the adverse
effect of spilled oil on the environment. Physical removal and subsequent disposal or
recycling/re-use of the spilled oil is preferred. However, mechanical recovery may be
limited by equipment capability, weather and sea state, storage and disposal
problems, and spill magnitude. Use of in-situ burning should be considered by the
FOSC when use of this technique will lessen the environmental impacts of the spill.
The FOSC shall arrive at a decision to use in-situ burning through the information
gathering scheme and decision making process as outlined in the in-situ burning
policy in Regional Response Plan, Appendix XIII. Approval of in-situ burning within
a designated pre-approval zone may be accomplished by the FOSC and without
further concurrence or consultation with the RRT as outlined in Regional Response
Plan, Appendix XIII, subpart A. All other use of in-situ burning requires the approval
of the RRT as outlined in Regional Response Plan, Appendix XIII , subpart B.
16011.6 In-Situ Burning Pre-Approval Zones
(U) In-Situ Burning Pre-Approval Zones are as follows:
1. These pre-approval areas are defined as those areas 35 to 200 miles off the
California Coast and the areas around special jurisdictions, such as the Marine
Sanctuaries, National Parks and National Wildlife Refuges, Department of
Defense reservations or other jurisdictions at San Nicholas and San Clemente
Islands, and any other Federal lands or jurisdictions
2. The FOSC is authorized to use in-situ burning without permission of the RRT if
the action would occur in the pre-approval zone, as outlined in the U.S. Region 9
Letter of Agreement (LOA) Between US Coast Guard, US EPA, US Department of
Commerce and the US Department of the Interior Concerning the Use of In-situ
Burning as a Response Method to Oil Pollution for Areas 35 - 200 Nautical Miles
off the California Coast (Regional Response Plan, Appendix XIII).The FOSC will
determine if conditions are met to authorize an in-situ burn as delineated in the
Letter of Agreement (Appendix XIII) and notify the RRT and the California
Department of Fish and Game as soon as feasible after the decision is made.
3. If the in-situ burn does not meet the criteria outlined in the LOA, the FOSC must
receive the concurrence of the EPA and State representatives to the RRT, in
consultation with the DOI and DOC RRT members through the incident-specific
RRT approval process as outlined in Regional Response Plan, Appendix XIII,
subpart B.

4. The FOSC may consult with the NOAA SSC prior to in-situ burn application in
U.S. Region 9. The NOAA SSC provides oil spill modeling results, interpretation
of ESI maps, locations of sensitive areas, chemical effects and environmental
risks.
5. The FOSC will request approval from the RRT to use any in-situ burn on behalf
of the responsible party. Use of any in-situ burn on a Regional boundary should
include the appropriate RRT members of the bordering Region.
16011.7 SMART Monitoring for In-situ Burning
(U) For In-situ burning operations, SMART recommends deploying one or more
monitoring teams downwind of the burn, at sensitive locations such as population
centers. The teams begin sampling before the burn begins to collect background data.
After the burn starts the teams continue sampling for particulate concentration trends,
recording them both manually at fixed intervals and automatically in the data logger,
and reporting to the Monitoring Group Supervisor if the level of concern is exceeded.
The Scientific Support Team forwards the data, with recommendations, to the Unified
Command.
16012 (U) Marine Salvage – Rapid Salvage Response Survey

See next page > > >

16012 (U) Marine Salvage – Rapid Salvage Response Survey
(U) The following information listed in the “Rapid Salvage Response Survey” form is
a product produced and utilized by the US Coast Guard’s Marine Safety Office –
Salvage Engineering Response Team (CERT)
Rapid Salvage Response Survey

Fill this sheet out as completely as possible, when seeking salvage engineering assistance, and
contact the SERT duty member using the contact information listed on page 2 of this document.
All fields marked with an “*” are necessary for increased accuracy of salvage calculations.
This document can be found by searching for “Salvage Engineering” on the Coast Guard Homepor
site at http://homeport.uscg.mil.
Vessel Name: O.N. & Class Society:________________________
Dimensions: *Length: ___________ *Beam: ___________ *Depth: ____________

(keel to deck)
Vessel Specifics: *Full Load Draft: *Service Speed:
*Vessel Type:  Barge Carrier  Barge w/o rake  Barge w/rake

 Tank Ship  Bulk Carrier  Break Bulk
 Containership  RO/RO  LPG/LNG Carrier
 OBO  Other: ______________________
Type of Casualty: (Check all that apply)

 Fire  Explosion  Grounding  Collision/Allision
 Flooding  Sinking  Capsizing  Oil/HAZMAT spill
 Structural Damage Other: ________________ _______________________
Date/Time of Casualty: __________ Position: Lat. _
Long. __________
Draft
Pre-Casualty Post-Casualty
Date/Time Taken: __________ Date/Time Taken: __________
Port Starboard Port Starboard
Forward
Midships
Aft

Bottom Type
 Silt/mud Sand Coral  Rock  N/A
Other: ______________________________________________________________________
Water Depth Information (Tide changes, River height, Lake levels)
Provide water depth information as applicable: _____________________________________

____________________________________________________________________________
At Time Of Incident: _______ High: _______ Low: _______ Exp. Total Change: ________
Reported Damage / Pollution
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Description of Vessel Cargo
_____________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

Aim/intent of Salvage Operation: (Check all that apply)

 Lighter/Transfer  Dewatering  Lifting  Towing
 Patching  Beach Gear  Other
Anticipated Date/Time of action: _________________________________________
Technical Assistance Requested: (Check all that apply)

What technical assistance would you like us to provide:
 Salvage Plan Review  Oil Outflow Analysis  Ground Reaction
 Force to Free  Structural Analysis  Stability Analysis
 Review Lightering Plan  Other: ___
Salvage Information Available: (Check all that apply)

 General Arrgmnt Plan  Loading Plan  Trim & Stability Book
 Section Modulus  Midship Section
 Computer Model (HECSALV, GHS, SHCP, Etc.)
 Other ___________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
____________________________________________________________________
Your Contact Information

Contact: __________________________ (name) ____________________________ (phone)
__________________________ (e-mail) ___________________________ (fax)
SERT Contact Information

Contact Information (24/7): Duty Member Cell: (202) 327-3985
Please save completed form, then e-mail as attachment to: sert.duty@uscg.mil

16013 (U) Marine Firefighting Operational Priorities and Considerations
(U) It is impossible to anticipate every task or activity that will be required to
effectively respond when dealing with a major marine casualty. There are, however,
several basic priorities, which must be addressed, particularly in the case of a marine
firefighting incident.
(U) During any response, the first operational thought should first, last, and always
focus on the following operational priorities to protect:
1. Safety and Health,
2. Environment, and
3. Property
(U) Other Operational firefighting priorities are listed below, in order:
1. Rescue
(U) Life safety must always be the first consideration in any fire or emergency
situation. When lives are in danger, the Incident Commander must quickly assess
whether the situation necessitates immediate removal of personnel, the number of
persons that need to be extracted, and the hazards to the rescue team.
2. Exposures
(U) The fire should be fought so as to prevent the spread of fire on or off the
vessel. Typical exposures include flammable liquid or gas tanks, open stairways,
explosives, or any other substance that would accelerate or aid the spread of the
fire. Provided there is no danger of water reactivity, exposures are best cooled by
application of a fog pattern until no visible steam is generated. For some two-
dimensional surfaces, foam may be an appropriate agent for exposure protection.
3. Confinement
(U) Control over the fire must be established by impeding the fire’s extension to
non-involved areas and limiting the fire to the area of origin. To accomplish
proper containment, all closures and generally all ventilation (unless personnel are
trapped inside the space) should be secured. Monitor and cool boundaries, as
necessary, on all six sides of the fire (fore, aft, port, starboard, above, and below).
4. Extinguishment
(U) The main body of the fire should be attacked and suppressed. The goal is to
cease combustion by disrupting the cycle of the fire tetrahedron. Tactics and
agents to be used will be determined by the fuel source, amount of fuel/surface
area, and the location of the fire.

5. Overhaul
(U) Actions to complete the incident stabilization and begin the shift to property
conservation should occur in any overhaul. Specific considerations include:
hazards from structural conditions at the fire scene, atmospheric conditions (air
packs should remain mandatory in the case of interior fire overhaul due to the
likely presence of toxic vapors, carbon monoxide, and low oxygen levels),
monitoring scene to ensure fire will not re-ignite, determination of fire’s point of
origin and source of ignition.
6. Ventilation
(U) Ventilation tactics will vary depending upon the location and conditions of
the fire. Generally, all ventilation on a vessel will initially be secure and all
dampers shut upon receipt of a fire alarm. Utilization of ventilation to aid
firefighting efforts should not begin until a coordinated attack is staged.
7. Stability
(U) The use of water for firefighting can significantly alter the center of gravity of
a vessel. Experts from the Marine Safety Center, Pacific Strike Team, or Navy
Supervisor of Salvage should be consulted for stability calculations and advice.
8. De-watering
(U) Oil and hazardous materials may enter the water during fire fighting and de-
watering operations. Containment and recovery of these materials is an important
consideration. Fire fighting operations take precedence over environmental
concerns. However, pollution response should be considered at this stage of
response.
16014 (U) Selecting Locations to Conduct Marine Firefighting Operations
16014.1 Considerations on Movement of Burning Vessels
(U) There are numerous considerations that the COTP should evaluate when faced
with the decision to allow a burning vessel to enter or move within a port. The
following information should be gathered and considered prior to making such a
decision:
• Location and extent of fire
• Status of shipboard firefighting equipment
• Vessel traffic in the port
• Class and nature of cargo (HAZMAT)

• Possibility of explosion
• Possibility of vessel sinking/capsizing
• Hazard to crew or other resources where vessel is present
• Forecasted weather (including bar conditions if applicable)
• Maneuverability of the vessel (i.e. is it a dead ship, etc)
• Availability of assist tugs
• Effect on bridges under which the vessel must transit
• Potential for the fire to spread to the pier or pier structures
• Firefighting resources available ashore and offshore
• Consequences/alternatives if the vessel is not allowed to enter or move
• Potential for pollution
16014.2 Anchorages
(u) Anchorages may provide a suitable site for conducting Marine Firefighting
operations. Several factors should be considered when determining an appropriate
anchorage site:
• Availability of firefighting water
• Effects on other facilities in the area
• Boat/vehicle access
• Effect on navigation if the vessel sank or became derelict
• Water depth
• Tides and currents
• General weather conditions
• Environmentally sensitive sites in the area
Anchorages (Pre-Designated Marine Firefighting Anchorages)
(U) The following San Francisco Bay anchorages have been pre-designated as
generally appropriate for positioning a burning vessel:
• Anchorage 7
Located near Treasure Island in the San Francisco Bay
• Anchorage 9
Located in the South San Francisco Bay (Contains #12 and #14)

• Anchorage 12
Located in the South San Francisco Bay off Pier 70
• Anchorage 14
Located in the South San Francisco Bay off Hunters Point
(U) Anchorages 12 and 14 are normally designated as Explosive Anchorages. When

a burning vessel is located in either anchorage, the outer boundary of the anchorage
will be the minimum separation between the burning vessel and other ships.
16014.3 Grounding Sites
(U) Grounding sites must be approved by the COTP.
(U) A decision may be made to either ground or sink a vessel. In choosing grounding
sites, several factors must be considered. The possibility of the vessel sinking or
becoming derelict must be considered. Such events could become a greater hazard to
the marine ecosystem through resultant pollution than the total loss of a single ship in
a pre-designated area.
(U) Other important considerations for grounding include:
• Bottom Material: Soft enough that the ship's hull will not rupture.
• Water depth: Shallow enough that the vessel will not sink below the main deck,
yet deep enough that fire boats, salvage barges and tugs can approach.
• Weather: Areas not known to have strong winds or currents which could hamper
firefighting or salvage efforts.
Grounding Sites (Pre-Designated Marine Firefighting Grounding Sites)

(U) The following locations have been pre-designated as generally appropriate for
grounding a burning vessel:
• Anchorage 13
(Explosive): Immediately west of the traffic separation scheme, south of the
Richmond/San Rafael Bridge. (Mean Low Water = 25')
• Anchorage 26
North of the DOT Reserve Fleet. (Mean Low Water = 19')
• Inland Delta Waterway

Tip of Sherman Island in the Delta. (Mean Low Water = 26')

• San Francisco Bay (Central Bay)
Approximately 1 mile north of Treasure Island, 3 miles west of Berkeley Yacht
Harbor. (Mean Low Water = 14')
• San Francisco Bay (Central Bay)

The easterly half of Anchorage 8. (Mean Low Water = 25')
• San Francisco Bay (South Bay)

Area immediately to the south of, and outside the boundaries of Anchorage 14.
(Mean Low Water = 29')
• San Pablo Bay

Immediately outside the traffic separation scheme, between Point San Pablo and
Pinole Point. (Mean Low Water = 23')
16014.4 Pier-Side (Marine Firefighting Operations at Pier-side)
(U) Piers are not the only sites that can or should be considered for relocating a
burning ship. However, piers offer the greatest potential to maximize use of shore-
based firefighting resources. The following factors should be considered when
selecting a pier:
• The severity of the fire
• The proximity of the pier to populated areas
• Bridges, highways, and environmentally sensitive areas
• Availability of the pier for an extended period
• Availability of water and electricity
• Construction of the pier
• Prevailing winds
• Availability of firefighting staging areas
• Presence of hazardous materials at the pier and on the vessel
• Availability of special equipment
Pier-Side (Pre-Designated Marine Firefighting Piers)
(U) The listing of a pier or facility in the plan does not mean that the Coast Guard or
any other agency will unilaterally direct a burning vessel to that facility. At a
minimum, a decision of this nature must be discussed with representatives of:
• The vessel
• The facility

• The appropriate Port Authority
• The appropriate Fire Department
• The Coast Guard
• Other agencies, depending on the particular situation
16015 (U) Marine Firefighting Response and Operational Considerations
Fire and Explosion
(U) Fires of any size onboard a vessel should be treated with extreme caution as they
may quickly turn into a conflagration. Most commercial vessels will be equipped with
fixed fire fighting systems to contain fires started in the engine room (the most
common source of shipboard fires). Large commercial vessel crews are generally
trained to combat fires that originate in the engine room or accommodation spaces.
Crews are generally not trained to fight fires originating in or spreading to the cargo.
Most professional salvers offer shipboard firefighting capability - either with in-house
resources or via subcontractor capabilities. Shore based fire fighters often do not have
an appreciation for the special considerations for shipboard firefighting, especially
fixed fire fighting systems or vessel stability, and therefore should be monitored
closely when employed to extinguish a fire in port,

Section 17000
Table of Contents
17001 (U) Marine Salvage – Salvors (Private Industry) 168
17002 (U) Marine Salvage – Salvors (Federal Government) 170
17003 (U) Marine Construction and Marine Salvage Support (Private Industry) 172
17004 (U) Marine Salvage – Tugboats and Barges 178
17005 (U) Marine Firefighting (Agency) 183
17006 (U) Marine Firefighting (Private Industry) [USCG – Approved Providers] 186
17008 (U) Hazardous Material (HazMat) Spills / Releases 188

17001 (U) Marine Salvage – Salvors (Private Industry)
(U) The following listed organization in section 19001 primary line of work is
associated with Marine Salvage and/or Marine Firefighting operations, and are
members of the American Salvage Association (ASA).
Web-site: http://www.americansalvage.com
* = Marine Salvage (MS) operational capabilities

** = Marine Salvage and Marine Firefighting(MSFF) operational capabilities
0 –to– 4 hours Response Time to USCG – Sector San Francisco’s AOR
• * Ballard Diving & Salvage, Inc.

Geographic Location: San Francisco Bay, CA
Lines of work: Marine Salvage and Construction
Dispatch: (866) 782-6750
Web-site: http://www.ballarddiving.com
• ** DonJon-Smit
Lines of work: Marine Salvage and Firefighting
Dispatch: (703) 299-0081
Web-site: http://www.donjon-smit.com
• * Global Diving & Salvage

Dispatch: (800) 441-3483
Web-site: http:www.gdiving.com
• ** Marine Response Alliance

Dispatch: (206) 332-8200
Web-site: http://www.marineresponsealliance.com

• Parker Diving Service
Lines of work: Marine Salvage
Dispatch: (415) 331-0328?
Web-site: http://www.parkerdiving.com
• ** Resolve Marine Group

Dispatch: (954) 463-9195
Web-site: http://www.resolvemarine.com
• ** SVITZER Salvage
Dispatch: (305) 779-1012
Web-site: http://www.svitzer.com
• * Titan Salvage
Dispatch: (832) 850-4143
Web-site: http://www.titansalvage.com
• ** T&T Salvage, LLC

Dispatch: (713) 534-0700
Web-site: http://www.ttsalvage.com

17002 (U) Marine Salvage – Salvors (Federal Government)
• U.S. Army Corps of Engineers

Lines of work: Commercial Hard-hat Divers and Underwater/Surface Debris
Removal
Dispatch: (415) 289-3000 / (415) 699-1482 / (415) 553-0794
Web-site: http://www.spn.usace.army.mil/Missions/HazardRemovalSFBay.aspx
• U.S. Coast Guard – Dive Force Management

Lines of work: Survey/Inspection Divers and Support
Dispatch: (510) 437-3659
Web-site: n/a
• U.S. Coast Guard – Pacific Area Strike Team

Lines of work: Marine Salvage Support and Oil Spill /Hazardous Materials
Response & Cleanup
Dispatch: (415) 883 – 3311
Web-site: http://www.uscg.mil/hq/nsfweb/PST/pstdefault.asp
• U.S. Coast Guard – Salvage Engineering Support Team

Geographic Location: USCG - Headquarters
Lines of work: Marine Salvage Engineering Support
Resources: Ship/Vessel Salvage Engineering Technical Support
Dispatch: (202) 327-3985
E-mail: SERT.Duty@uscg.mil
See next page >>>

• U.S. Navy – ESSM

Geographic Location: Port Hueneme, CA
Lines of work: Equipment support for marine salvage, ship husbandry, and oil-
spill
Resources: Marine salvage, ship husbandry and oil-spill response equipment
Dispatch: (805) 982-4463
Web-site: http://www.supsalv.org/essm/
• U.S. Navy [Third Fleet] Mobile Diving Salvage Unit (MDSU)

Geographic Location: San Diego, CA
Lines of work: Marine Salvage, Ship Husbandry and EOD
Dispatch: Request for MDSU support will be routed via USN-SUPSALV
(see section 19004.3)
Web-site: n/a

17003 (U) Marine Construction and Marine Salvage Support
(Private Industry)
(U) The listed organizations primary line of work is associated with marine
construction and can support marine salvage operations, and is affiliated with one of
the following organizations:
• Association of Diving Contractors International (http://www.adc-int.org)
• Offshore Marine Services Association (http://www.offshoremarine.org)
• American Bureau of Shipping (http://www.eagle.org)
• CA General A Contractor License (http://www.cslb.ca.gov)
• Advanced Marine Services

Geographic Location: Lake Tahoe, CA
Lines of work: Commercial diving services (construction/salvage)
Resources: Equipment, resources and networking to support commercial diving,
and marine construction operations
Dispatch: (530) 330-3633
Web-site: n/a
• Alfa Diving Industries

Geographic Location: Eureka, CA
Dispatch: (707) 825-7880
Web-site: http:www.alphadivingindustries.com
• Bishop Diving and Salvage

Dispatch: (209) 830-7410
Web-site: http:www.bishopdiving.com

• Buhl Diving and Salvage
Dispatch: (510) 522-3290
Web-site: n/a
• Corbett Diving Services

Dispatch: (707) 442-5933 / (707) 496-4699
Web-site: n/a
• DOER Marine – Deep Ocean Exploration Research

Lines of work: Subsea Exploration, Mapping, and Research
Resources: ROV’s, Subsea Robotics and Submersible Systems
Dispatch: (510) 530-9388
Web-site: http://www.doermarine.com
• C & W Diving Services, Inc.

Geographic Location: Oakland, CA
Dispatch: (510) 444-5335
Web-site: http://www.cwdiving.com

• DRS Marine Inc.
Lines of work: Diving services and marine construction
Dispatch: (707) 648-3483
Web-site: http://www.drsmarine.com
• Manson Construction Company.

Lines of work: Marine construction, tugboats, cranes and barges, and dredging
Resources: Tugs, Barges and Barge Cranes, Dredges, Crew Boats
Dispatch: (510) 232-6319
Web-site: http://www.mansonconstruction.com
• M & M Diving Services

Dispatch: (707) 441-9239 / (707) 465-0909
Web-site: n/a
• North State Diving Services

Geographic Location: Northern , CA
Dispatch: (530) 570-2223 / (530) 521-6130
Web-site: http:www.northstatediving.com

• NRC Environmental Services
Geographic Location: San Francisco Bay and Delta Waterways, CA
Lines of work: Oil and hazmat spill response; OSRO coverage to meet all
West Coast States and USCG regulations; vacuum truck
and tank cleaning services, marine construction and
environmental services
Resources: Barges, Crew Boats, and Oil-spill skimmers
Dispatch: (800) 337-7455
Web-site: http://www.nrcc.com
• Power Engineering Construction Company

Dispatch: (510) 337-3800
Web-site: http://www.powerengconstruction.com
• The Dutra Group – Dutra Marine Construction

Lines of work: Marine Construction, Heavy Lift, and Dredging
Resources: Tugs, Barges and Barge Cranes, Dredges, Crew Boats
Dispatch: (415) 258-6876
Web-site: http:www.dutragroup.com
• Underwater Resources, Inc.

Dispatch: (415) 974-5464
Web-site: http://www.underwater-resources.com

• Vortex Marine Construction, Inc.
Lines of work: Marine construction, tugboats, cranes and barges, and dredging
Resources: Barges and Barge Cranes, and Dredges
Dispatch: (510) 261-2400
Web-site: http:www.vortex-sfb.com
• Zaccor Companies
Geographic Location: (Alameda) San Francisco Bay, CA
Lines of work: Marine Demolition and Hazardous Waste Remediation
Resources: Tugboat, Barges, and Heavy Lift Barge Cranes
Dispatch: (415) 695-7900
Web-site: http:www.zaccorcompanies.com
• Coast Diving Services, Inc.

Geographic Location: Los Angeles and Long Beach, CA
Dispatch: (310) 547-0955
Web-site: http:www.coastdiving.net
• Harbor Offshore, Inc.

Geographic Location: Ventura, CA
Dispatch: (509) 536-6505
Web-site: http://www.harboroffshoreinc.com

• Muldoon Marine Services
Geographic Location: Los Angeles, CA
Lines of work: Marine Salvage/Construction
Dispatch: (562) 432-5670
Web-site: http://www.muldoonmarine.com
• Phoenix International
Geographic Location: San Diego, CA
Dispatch: (619) 207-0871
Web-site: http://www.phnx-international.com

17004 (U) Marine Salvage – Tugboats and Barges
• AMNAV Maritime Services

Lines of work: Ocean/coastal towing, ship assist and escort.
Resources: Tugboats
Dispatch: (510) 834-8847
Web-site: http://www.amnav.com
• Associated Dock Enterprises

Lines of work: Coastal towing, ship assist and escort
Resources: Tugboats
Dispatch: (415) 892-2778
Web-site: n/a
• BayDelta Maritime, Inc.

Lines of work: Ocean/coastal towing, ship assist and escort
Resources: Tugboats
Dispatch: (415) 693-5800
Web-site: http://www.baydeltamaritime.com
• Brusco Tug & Barge

Geographic Location: Eureka, CA and Inland Delta Waterways
(Stockton and Sacramento, CA)
Lines of work: Ocean/coastal towing, ship assist and escort, and barge service
Resources: Tugboats and Barges
Dispatch: Stockton, CA (209) 462-5534 Sacramento, CA (916) 372-0986
Web-site: http://www.bruscotug.com

• Coos Bay Towboat, Company
Resources: Tugboats.
Dispatch: (541) 267-6555
Web-site: n/a
• Crowley Marine Service

Lines of work: Ocean/coastal towing, ship assist and escort, and barging service
Resources: Tugboats
Dispatch: (800) 454-6667?
Web-site: http://www.crowley.com
• C & W Engineering & Construction

Lines of work: Harbor / construction tugboats and barges
Dispatch: (510) 444-5335
Web-site: http://www.cwdiving.com
• Foss Maritime Company

Lines of work: Ocean/coastal towing, ship assist and escort, construction, spill
response, oil production support, project cargo
Dispatch: (800) 426-2885
Web-site: http://www.foss.com
• Jerico Products, Inc.

Lines of work: Ocean/coastal towing, ship assist and escort, and construction
Resources: Tugboats, Barges, and Crew Boats
Dispatch: (707) 762-7251
Web-site: http://www.jericoproducts.com

• Knutson Towboat Company
Resources: Tugboats, Barges, and Barge Cranes
Dispatch: (707) 496-0749
Web-site: http://www.knutsontowboat.com
• K-Sea Transportation Services

Lines of work: Coastal towing, ship assist and escort, and barging service
Dispatch: (206) 443-9418
Web-site: n/a
• Manson Construction Company.

Dispatch: (510) 232-6319
Web-site: http://www.mansonconstruction.com
• Marine Express
Lines of work: Ocean/coastal towing, inland towing, ship assist, oil industry
support, spill response, launch and environmental services
Resources: Tugboats, Barges, and Crew Boats
Dispatch: (877) 523-6279
Web-site: http://www.marineexpress.us
• Oscar Niemeth Towing, Inc.

Dispatch: (510) 234-3200
Web-site: http://www.oscartugs.com

• Seaway Towing Company, Inc.
Dispatch: (510) 521-3283
Web-site: http://www.marineexpress.us
• Southampton Towing
Lines of work: Ocean/coastal towing, ship assist and escort, and barging service.
Resources: Tugboats, and Barges
Dispatch: (707) 421-8845
Web-site: http://www.southamptontowing.com
• Starlight Marine Services (Harley marine Services)

Resources: Tugboats and Barges.
Dispatch: (510) 769-7700
Web-site: http://www.harleymarine.com
• The Dutra Group – Dutra Marine Construction

Dispatch: (415) 258-6876
Web-site: http:www.dutragroup.com
• Vortex Marine Construction, Inc.

Dispatch: (510) 261-2400
Web-site: http:www.vortex-sfb.com

• Westar Marine Services
Lines of work: Ocean/coastal towing, ship assist and escort, barging service,
marine construction, and oil-spill/hazmat response and disposal.
Resources: Tugboats, Barges, Barge Cranes, and Crew Boats
Dispatch: (415) 495-3191
Web-site: http://www.westarmarineservices.com

17005 (U) Marine Firefighting – (Agency)
(U) Currently there are fifteen local government agencies with a marine asset capable
of providing fire protection assistance within the COTP’s AOR as follows:
• Alameda Fire Department

Geographic Location: San Francisco Bay, CA [County: Alameda]
Lines of work: Marine Firefighting Support
Resources: 30’ Harbor Guard Firehawk with pump capacity of 2,000 GPM
Dispatch: (925) 447-6680 [Vessel Name: “Alameda”]
• Bodega Bay Fire Department

Geographic Location: Bodega Bay, CA [County: Sonoma]
Resources: 24’ Monark with pump capacity of 200 GPM
Dispatch: (707) 576-1371 [Vessel Name: “Fireboat 8845”]
• East Contra Costa County Fire Protection District

Geographic Location: San Francisco Bay, CA [County: Contra Costa]
Resources: 31’ Safe Boat with pump capacity of 1,000 GPM
Dispatch: (925) 930-5531 [Vessel Name: n/a]
• Humboldt Bay Harbor District (Port of Humboldt Bay) / Fire Department

Geographic Location: Eureka, CA [County: Humboldt]
Resources: 44’ Moose Boat with pump capacity of 3,000 GPM
Dispatch: (707) 441-4000 / (707) 443-0801 [Vessel Name: “n/a”]
• Monterey Fire Department

Geographic Location: Monterey, CA [County: Monterey]
Resources: 34’ Metal Craft with pump capacity of 1,500 GPM

• Oakland Fire Department
Geographic Location: San Francisco Bay, CA [County: Alameda]
Lines of work: Marine Firefighting
Resources: 65’ Fireboat with pump capacity of 8,000 GPM
Dispatch: (510) 444-2233 [Vessel Name: “Sea Wolf”]
• Redwood City Fire Department

Geographic Location: San Francisco Bay, CA [County: San Mateo]
Resources: 36’ Firestorm with pump capacity of 4,500 GPM
Dispatch: (650) 780-7455 [Vessel Name: “Sequoia Guardian”]
• Richmond Fire Department

Geographic Location: San Francisco Bay, CA [County: Contra Costa]
Resources: 37’ Moose Boat with pump capacity of 3,000 GPM
Dispatch: (510) 499-7235 [Vessel Name: “Fireboat Victory”]
• San Francisco Airport (Operated by San Francisco Fire Department)

Geographic Location: San Francisco Bay, CA [County: San Mateo]
Resources: 35’ Moose Boat with pump capacity of 500 GPM
Dispatch: (650) 876-2323 [Vessel Name: “Fireboat R55”]
• San Francisco Fire Department

Geographic Location: San Francisco Bay, CA [County: San Francisco]
Lines of work: Marine Firefighting
Resources: 1. 89’ Fireboat with pump capacity of 24,000 GPM
2. 88’ Fireboat with pump capacity of 10,000 GPM
Dispatch: (415) 558-3268 [Vessel Names: 1. “Guardian” / 2. “Phoenix”]
• Sonoma Fire Department

Geographic Location: San Francisco Bay, CA [County: Sonoma]
Resources: 25’ Safe Boat with pump capacity of 200 GPM

• Southern Marin Fire Department
Geographic Location: San Francisco Bay, CA [County: Marin]
Resources: 34’ Metal Craft Marine Boat with pump capacity of 1,500 GPM
Dispatch: (415) 472-0911 [Vessel Name: “Liberty” ]
• Stockton (San Joaquin County Sheriff’s Department)

Geographic Location: Port of Stockton, CA [County: San Joaquin]
Resources: 38” Munson Boat with pump capacity of 2,250 GPM
Dispatch: (209) 468-4400 [Vessel Name: “Marine 28”]
• Tiburon Fire Department

Geographic Location: San Francisco Bay, CA [County: Marin]
Resources: 35’ Moose Boat with pump capacity of 750 GPM
Dispatch: (415) 499-7235 [Vessel Name: “Tiburon”]
• West Sacramento Fire Department

Geographic Location: Port of West Sacramento, CA [County: Yolo]
Resources: 24’ Explorer with pump capacity of 300 GPM

17006 (U) Marine Firefighting – (Private Industry)
[ USCG – Approved “Primary Resource Providers” ]
(U) One of the five USCG approved Primary Resource Providers for MSFF as listed
in the below section will be listed in the VRP pursuant to the Emergency Regulatory
Requirements for Marine Salvage and Firefighting as follows:
OIL TANK VESSELS
(U) Regulatory requirements (33 CFR, Part 155.4030 (a), 155.1015, and 155.4015)
pursuant to Oil Tank vessels/ships, and tank barges require the vessel owner to
provide a “primary resource provider” for Marine Firefighting and/or Marine Salvage
on the Vessel Response Plan (VRP).
NON–TANK VESSELS {all other vessels other than tank vessels}
(U) Note: Applies to vessels over 400 gross tons (ITC) Regulatory requirements (33
CFR, Part 151, 155, and 160 – Subpart J – Non-Tank Vessel Response Plans pursuant
to Non-Tank Vessels/Ships require the vessel owner to provide a “primary resource
provider” for Marine Firefighting and/or Marine Salvage in the Vessel Response Plan
(VRP).
(U) The following organizations are approved MSFF providers by the U.S. Coast
Guard:
• DonJon-Smit
909 North Washington Street, Suite 300 / Alexandria, Virginia 22314
(703) 299-0081 / Web-site: www.donjon-smit.com
• Marine Response Group

700 NW 33rd Street, Suite 290 / Pompano, Florida
(206) 332-8200 / Web-site: www.marineresponsealliance.com
• Resolve Marine Group

1850 SE 17th Street, Suite 204 / Fort Lauderdale, Florida 33316
(954) 463-9195 / Web-site: www.resolvemarine.com
• SVITZER Salvage America

3470 NW 82nd Avenue, Suite 650 / Doral, Florida 33122
(305) 779-1012 / Web-site: www.svitzer.com
• T&T Salvage, LLC

8717 Humble Westfield Road / Houston, Texas 77338
(713) 534-0700 / Web-site: www.ttSALVAGE.com

17007 (U) Oil Spills
17007.1 Private Industry – Oil Spill Response Organizations
Refer to USCG – Sector San Francisco’s Area Contingency Plan

17007.2 State and Local Agency – Oil Spill Response Organizations
Refer to USCG – Sector San Francisco’s Area Contingency Plan

17007.3 Federal Government – Oil Spill Response Organizations
a. US Coast Guard – Pacific Area (PACAREA) Strike Team

Hanger 2, Hamilton Field / Novato, CA 94949
(415) 883 – 3311 / Web-site: http://www.uscg.mil/hq/nsfweb/PST/pstdefault.asp
b. US Navy SUPSALV
Naval Sea Systems Command
1333 Isaac Hull Avenue S.E. / Stop 1070
Washington Navy Yard / D.C. 20376-1070
(202) 781-1731 / Web-site: www.supsalv.org
c. US Navy SUPSALV – ESSM

Emergency Ship Salvage, Husbandry, and Oil Spill Response Equipment
Naval Base Ventura County
CBC, Patterson Road, Bldg 1163
Port Hueneme, CA 93043
Telephone: (805) 982-4463 / Web-site: http://www.supsalv.org/essm/
d. Additional Oil Spill Response Organizations are listed in the following;
• US Coast Guard – Sector San Francisco’s Area Contingency Plan

• Region 9 Contingency Plan

Web-Link: www.RRT9.org

17008 (U) Hazardous Materials (HazMat) Spills / Releases
17008.1 Private Industry – HazMat Spill/Release Response Organizations
Refer to Region 9 Contingency Plan

17008.2 State and Local Agency – HazMat Spill / Release Response Organizations
Refer to Region 9 Contingency Plan

17008.3 Federal Government – HazMat Spill / Release Response Organizations
a. US Coast Guard – PACAREA Strike Team
b. Additional HazMat Spill / Release Response Organizations are listed in the

following;
• Region 9 Contingency Plan


Section 18000
Table of Contents
18000 (U) References (Regulatory Guidance) 189
18001 (U) References / Guidance supporting the MSRP 190
18002 (U) Acronyms 191
18003 (U) Definitions 194

18001 (U) References / Guidance supporting the MSRP
(a) Assessment of the U.S. Marine Transportation System: A Report to Congress,

U.S. Department of Transportation, September 1999
(b) Security and Accountability for Every Port Act of 2006 (SAFE Port Act), Public
Law 109-347
(c) Navigation and Navigable Waters, Maritime Security: Area Maritime Security,
33 CFR § 103.505
(d) USCG – Sector San Francisco’s Area Maritime Security Plan (AMSP)
(e) USCG – Sector San Francisco’s Area Contingency Plan
(f) National Response Framework, January 2008
(g) Strategy to Enhance International Supply Chain Security, Department of

Homeland Security (DHS), July 2007
(h) Recovery of Marine Transportation System for Resumption of Commerce,

COMDTINST 16000.28 (series)
(i) U.S. Coast Guard Incident Management Handbook (IMH), COMDTPUB

P3120.17(series)
(j) Robert T. Stafford Disaster Relief and Emergency Assistance Act, 42 U.S.C. §
5121 et. seq., as amended
(k) Abandoned Vessels, COMDTINST M16465.43 (series)
(l) Navigation and Navigable Waters, Department of the Army, Corps of

Engineers, Removal of Wrecks and Other Obstructions, 33 CFR Part 245
(m) Navigation and Navigable Waters, Marking of Structures, Sunken Vessels and
Other Obstructions, 33 CFR Part 64
(n) Navigation and Navigable Waters, Jurisdiction, 33 CFR § 2.36
(o) Interagency Agreement (IAA) between the United States Navy and the United
States Coast Guard for Cooperation in Oil Spill Clean-up Operations and
Salvage Operations dated 15 SEP 1980
(p) Memorandum of Agreement (MOA) between the Department of the Army and
U.S. Coast Guard, October 1985

18002 (U) Acronyms
(U) Section 10002 list acronyms related to mariner salvage within the MSRP.
Acronym Meaning
AC Area Committee
ACP Area Contingency Plan
AMS Area Maritime Security
AMSC Area Maritime Security Committee
AMSP Area Maritime Security Plan
AOI Area of Interest
AOR Area of Responsibility
AVP Abandoned Vessel Program
CERCLA Comprehensive Environmental Response, Compensation, and

Liability Act
CFR Code of Federal Regulations
CG Coast Guard
CI/KR Critical Infrastructure/Key Resource
COTP Captain of the Port
DHS Department of Homeland Security

DoD Department of Defense
DOT Department of Transportation
DRAT USCG - District Response Assist Team
EEI Essential Element of Information

ESF Emergency Support Function
ESSM Emergency Ship Salvage Material
FBI Federal Bureau of Investigation

FEMA Federal Emergency Management Agency
FMSC Federal Maritime Security Coordinator
FOSC Federal On-Scene Coordinator
IAA Interagency Agreement

18002 (U) Acronyms
Acronym Meaning
IAP Incident Action Plan

IC Incident Command
ICP Incident Command Post
ICS Incident Command System
ILO Infrastructure Liaison Officer
IMH Incident Management Handbook
JFO Joint Field Office

JTTF Joint Terrorism Task Force
MA Mission Assignment
MSFF Marine Salvage and Firefighting
MTS Marine Transportation System
MTSRU USCG – Marine Transportation System Recovery Unit
NASA National Aeronautics and Space Administration

NAVAIR Naval Air Systems Command
NAVSEA Naval Sea Systems Command
NIMS National Incident Management System
NOAA National Oceanic and Atmospheric Administration
NRF National Response Framework
NTSB National Transportation Safety Board
NSFCC National Strike Force Coordination Center
OPA 90 Oil Pollution Act of 1990

OSLTF Oil Spill Liability Trust Fund
PEO Program Executive Officer

POSSE Program of Ship Salvage Engineering
PRC Port Readiness Committee
RP Responsible Party
SAFE Port Act Security and Accountability for Every Port Act of 2006

18002 (U) Acronyms
Acronym Meaning
SERT USCG Marine Safety Center’s Salvage Engineering Response Team

SME Subject Matter Expert
SPAWAR Space and Naval Warfare Command
SRP Salvage Response Plan
SUPSALV Supervisor of Salvage and Diving
TSI Transportation Security Incident
UC Unified Command
U.S. United States
USACE United States Army Corps of Engineers
USCG United States Coast Guard

18003 (U) Definitions
(U) The definitions included in this section are general guides, and are not substitutes
for definitions contained in law, regulation, or official Coast Guard policy. As
informally used, the term “salvage” encompasses a broad range of topics including
salvage, wreck, obstruction and debris removal, and aspects of spill response.
Definitions
Act of God
An extraordinary interruption of the usual course of events by a natural cause such as
a flood or an earthquake that cannot be reasonably foreseen or prevented.
Agency
A division of government with a specific function, or a non governmental
organization; e.g., private contractor, business, etc., that offers a particular kind of
assistance. In ICS, agencies are defined as jurisdictional (having statutory
responsibility for incident mitigation) or assisting and/or cooperating.
Agency Representative
Individual assigned to an incident from an assisting or cooperating agency who has
been delegated full authority to make decisions on all matters affecting their agency’s
participation at the incident. Agency Representatives report to the Liaison Officer.
Area of Responsibility
Federally constructed and/or maintained navigable waterways and anchorages located
within the COTP/FMSC Zone and may include the transportation and/or utility
structures above or below the water surface that cross or are adjacent to such channels
and anchorages. Also included in the meaning of the port navigation system are the
services aiding vessel navigation on the waterway such as pilotage, tug/towing
services, navigation aids, harbormaster services, vessel traffic services, and police or
fire services on the waterway.
Captain of the Port (COTP)

That Coast Guard officer designated by the Commandant, U.S. Coast Guard to direct
Coast Guard law enforcement activities within a designated area of responsibility. A
COTP enforces regulations for the protection and security of vessels, harbors, and
waterfront facilities; anchorages; bridges; safety and security zones; and ports and
waterways.
CERCLA
The Comprehensive Environmental Response, Compensation and Liability Act of
1980 as amended by the Superfund Amendments and Reauthorization Act of 1986.

Debris:
The definition of debris in various forms (e.g. construction and demolition debris,
general debris, marine debris, wet debris) may vary between jurisdictions and legal
authorities. For the purposes of this plan, the applicable definition must be
determined by the facts pertaining to each incident. When dealing with debris issues,
the COTP and any other involved party must ensure they have the authority and
funding to act in a specific instance. The following general definitions are included
as information resources to support incident-specific determinations.
Debris: Construction and Demolition

Includes damaged components of buildings and structures such as lumber/wood,
gypsum wallboard, glass, metal, roofing material, tile, carpeting and floor coverings,
window coverings, pipe, concrete, fully cured asphalt, equipment, furnishing, and
fixtures. (Public Assistance: Debris Management Guide, FEMA-325, July 2007.)
Debris: Marine Debris / Floatable Debris

There is no definition that can be universally applied. However, marine debris is
typically characterized as trash consisting of floatable materials and saturated
floatable materials that have become suspended or have sunk to the bottom. Marine
debris may potentially include (1) floatable materials/floatable debris including trash
(see subparagraph 2.b.(5) below), and (2) derelicts, which is lost, abandoned, or
discarded property (e.g. abandoned sunken vessels without salvage value, lost or
abandoned fishing gear, abandoned submerged vehicles or equipment).
Debris: Post-Disaster Waterway / Marine Debris

Includes, but is not limited to, all manner of vegetation, building material,
recreational and commercial vessels, and all manner of other items that threaten the
environmental and navigation safety of the navigable waters. (U.S. Navy Salvage
Report Hurricanes Katrina and Rita, January 2007).
Debris: Stafford Act

Items and materials broken, destroyed, or displaced by a natural or man-made
(federally declared) disaster. Examples of debris include, but are not limited to, trees,
construction and demolition material, and personal property. Materials classified as
debris under the Stafford Act will vary by incident. (Public Assistance: Debris
Management Guide, FEMA-325, July 2007).
Floatable Materials
The Beaches Environmental Assessment and Coastal Health (BEACH) Act (Public
Law 106-284) defines floatable materials to mean any foreign matter that may float or
remain suspended in the water column and includes plastic, aluminum cans, wood
products, bottles, and paper products. (Assessing and Monitoring Floatable Debris,
EPA, August 2002).

Hazard to Navigation:
An obstruction, usually sunken, that presents sufficient danger to navigation so as to
require expeditious, affirmative action such as marking, removal, or redefinition of a
designated waterway to provide for navigation safety (33 CFR Part 245).
Marine Salvage Award

The reward or compensation allowed by maritime law for service rendered in saving
maritime property, at risk or in distress, by those under no legal obligation to render
it, which results in benefit to the property, if eventually saved (46 U.S.C. Prec. 721,
note 4).
Marine Salvage
Service/assistance that is rendered voluntarily to a vessel and/or her cargo to save the
vessel or cargo in whole, or in part, from impending marine or maritime peril, or in
recovery such property from actual maritime peril or loss, with contribution to the
success by the service that was rendered by the salvor. Marine peril typically
increases with time.
Memorandum of Agreement (MOU)

A document concluded between components of two or more agencies or departments
recognizing or outlining responsibilities, authorities, or agreements on specified
issues. Memoranda of Understanding are often used when the lines of responsibility
for two or more agencies or departments overlap to better coordinate the efforts of
each and avoid duplication.
Obstruction
Anything that restricts, endangers, or interferes with navigation as described in
Reference (l). Obstructions can be authorized man-made structures such as bridges,
pier heads, offshore towers, or unexpected interferences which must be assessed to
determine their effect on navigation.
Port Navigation System

Federally constructed and/or maintained channels and anchorages that are within the
geographical limits of the port as defined by the COTP/FMSC (pursuant to 33 C.F.R.
§ 103.300 (b) (1), and may include the transportation and/or utility structures above
or below the water surface that cross or are adjacent to such channels and anchorages.
Also included in the meaning of the port navigation system are the services aiding
vessel navigation on the waterway such as pilotage, tug/towing services, navigation
aids, harbormaster services, vessel traffic services, and police or fire services on the
waterway.

Qualified Individual (QI)
The person authorized by the responsible party to act on their behalf, authorize
expenditures, and obligates organization’s resources. This individual must be listed
in facility and vessel response plans.
Responsible Party
Under the Oil Pollution Act of 1990, the term Responsible Party refers to the persons
owning, operating, or chartering a vessel by demise; the owner or operator of a
facility from which oil is discharged; owners and operators of pipelines; the licensees
of deep-water ports; and the persons leasing, permittee of, or holder of a right to use
or easement for an area in which an offshore facility is located. The Responsible
Party is liable for the costs associated with the containment or cleanup of the spill and
any damages resulting from the spill. The first priority of the EPA and Coast Guard is
to ensure that responsible parties pay to clean up their own oil releases. However,
when the responsible party is unknown or refuses to pay, funds from the Oil Spill
Liability Trust Fund can be used to cover removal costs or damages resulting from
discharges of oil or threat of a discharge of oil, subject to the rules and procedures
that apply (Pub. Law. No. 101-380, 104 Stat. 486, 33 U.S.C.A. 2701).
Towage / Towing Service

Towing service that is motivated for convenience, not safety, in the absence of peril.
Rescue towing or other salvage towing service that is conducted in conjunction with
marine salvage is not considered to be towage or towage service.
Transportation Disruption
Any significant delay, interruption, or stoppage in the flow of trade caused by natural
disaster, heightened threat level, an act of terrorism, or any Transportation Security Incident
(SAFE Port Act of 2006, Public Law 109-347, Section 2).
Transportation Security Incident

A security incident resulting in a significant loss of life, environmental damage,
transportation system disruption, or economic disruption in a particular area (33
C.F.R. § 101.105).
Wreck
A sunken or stranded ship, or any part thereof, or any object that is lost at sea from a
ship that is stranded, sunken or adrift, or any of the above that may reasonably be
expected to sink or strand where activity to assist the ship or property is not
underway.

Requirement and Technical Standard For Non Convention Cargo

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M ARINE S ALVAGE

Annex 10200 of Northern California Area Maritime Security Plan

United States Coast Guard

SECTOR SAN FRANCISCO

2014 (2nd Edition)

RECORD OF CHANGE LOG

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USCG – Sector San Francisco / MSRP: 2014 ( UNCLASSIFIED ) Page: i

1000 (U) Introduction to the Marine Salvage Response Plan 01

2000 (U) COTP’s Area of Responsibility (AOR) 13

3000 (U) Roles, Responsibilities, and Authority 19

4000 (U) Assumptions 44

6000 (U) Administration and Logistics 52

12000 (U) Best Safe Practices for Emergency Towing 88

15000 (U) Commercial Diving Policies and Procedures 133

17000 (U) Readily Available Assets for MSFF Operations 167

18000 (U) References, Acronyms, and Definitions 194

USCG – Sector San Francisco / MSRP: 2014 ( UNCLASSIFIED ) Page: ii

1000 (U) Introduction to the Marine Salvage Response Plan 01

1100 (U) Purpose 02

1200 (U) Background 03

1300 (U) Discussion 04

1400 (U) Pre-Incident Impact, Conditions, Procedures, and Preparedness 05

1500 (U) Situation 07

1600 (U) Guidance to Assess Salvage Response Needs 09

1700 (U) Notional Salvage Response Framework: Overview 10

1800 (U) Notional Salvage Response Framework: Organization Chart 12

2000 (U) COTP’s Area of Responsibility (AOR) 13

2100 (U) Overview of AOR 14

2200 (U) AOR – North Coast 16

2400 (U) AOR – Central Coast 18

3000 (U) Roles, Responsibilities, and Authority 19

3100 (U) U.S Coast Guard and MSFF operation 20

3200 (U) U.S. Coast Guard – Sector San Francisco 23

3300 (U) Federal Government Agencies 27

3400 (U) Federal Government Agencies – Special Circumstances 35

3500 (U) State and Local Government Agencies 37

3600 (U) Private Industry 42

USCG – Sector San Francisco / MSRP: 2014 ( UNCLASSIFIED ) Page: iii

4000 (U) Assumptions 44

4100 (U) Reconstitution 46

4200 (U) Salvage during Environmental Response 46

4300 (U) Initiation of Salvage Response 46

4400 (U) Local Assumptions 46

5000 (U) Legal Considerations 47

5100 (U) Legal Authority pursuant to Marine Salvage Response Operations 48

5200 (U) MSRP – Legal Intent and Agreement(s) 51

6000 (U) Administration and Logistics 52

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