SECTION 4

Response Support
National Marine Oil Spill Contingency Plan
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4 RESPONSE SUPPORT
4.1 Oil Spill Response Atlas (OSRA)
4.1.1 About OSRA
The Oil Spill Response Atlas (OSRA) identies marine and foreshore ecosystems and
biological resources for the determination of protection priorities and provides information
to authorities on response options, for example boom deployment; chemical dispersant use;
foreshore cleanup techniques to be employed, and disposal sites for wastes generated.
4.1.2 Available Information
OSRA datasets include but are not restricted to: habitats, both coastal and near-shore
marine; high denition coastlines; bathymetry; nautical charts in scanned, georeferenced
format; scanned topographical charts for all of Australia (1:100 000); marine parks, reserves
and national parks; biological resources and conservation status; sheries and aquaculture;
coastal and marine wildlife resources; recreational resources; locations of National Plan
equipment stockpiles; aerial photography for selected regions; National LandSat remote
sensing (colour 50m); oblique photography linked geographically for selected regions;
high resolution SPOT imagery for all harbours, ports and marine parks; landmarks and
features; shoreline access and roads; airports, marinas and boat ramps; logistic and other
infrastructure information.
4.1.3 Access to OSRA
Access to OSRA and tools is via the State/NT ESC, State/NT OSRA Coordinator or State/
NT Chair. AMSA has holdings of the data for emergency purposes.
4.2 Oil Spill Trajectory Modelling (OSTM)
4.2.1 About OSTM
AMSA is custodian of the interactive Oil Spill Trajectory Model (OSTM). The model
identies speed of movement, weathering and spreading characteristics of the oil under
the inuence of prevailing currents and weather conditions. This system models water
movement in the coastal continental shelf region of Australia based on tides, bathymetry
and wind. The movement of spilled oil is then modelled, taking into account the amount
and type of oil spilled. On-scene visual observations obtained from aircraft overights
should be used to conrm the accuracy of OSTM predictions. This information should then
be entered into the model to update predictions.
4.2.2 Activation of OSTM
Activation of OSTM is through the EPR Duty Ofcer, who can be contacted via the RCC.
Requests for activation of OSTM should be accompanied by a completed OSTM Proforma
(Appendix 11), which can be sent to AMSA by facsimile or e-mail ([email protected]).
Predictions from OSTM can be returned by facsimile or supplied in the form of a .dbf le
for incorporation into OSRA or other GIS applications. Copies of the OSTM Proforma
are also available from AMSAs web site at www.amsa.gov.au/Marine_Environment_
Protection/National_Plan/General_Information/Oil_Spill_Trajectory_Model/Oil_Spill_
Trajectory_Model_Request_Proforma.asp
4.2.3 Weather and Spill Updates
During the response, periodic updates of the prevailing winds and conrmed observations
of the movement of the spill should be reported, preferably by facsimile, to AMSA for
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inclusion as necessary in the continuing OSTM predictions. Additionally, AMSA obtains
Bureau of Meteorology forecasts for comparative purposes.
4.3 Automated Data Inquiry for Oil Spills (ADIOS)
The Automated Data Inquiry for Oil Spills (ADIOS) is a computer-based oil spill response
tool that was developed by the US National Oceanic and Atmospheric Administration for
emergency spill responders and contingency planners.
ADIOS integrates a library of approximately one thousand oils with a short-term oil fate
and cleanup model, which is designed to estimate the time that spilled oil will remain in
the marine environment and the amount of oil remaining.
ADIOS calculations combine real-time environmental data based on user inputs, such
as wind speed and water temperature, combined with carefully researched information
on chemical and physical properties of oils in its oil library. The program provides a
prediction of possible ranges in the values of spill properties and oil fate. ADIOS can be
accessed through the EPR Duty Ofcer, who can be contacted via the RCC.
4.4 Marine Oil Spill Equipment System (MOSES)
MOSES is a computer database that lists the type, quantity, location, status and availability
of pollution control equipment. The database contains listings of National Plan, State/
NT and industry equipment that is available for use in response to a marine oil spill.
Procedures to gain access to equipment are outlined in part 2.11.
Copies of MOSES outputs are available in State/NT contingency plans or directly from
EPR. An example of a MOSES output is shown in Appendix 4.
4.5 Charter and Hire Arrangements
4.5.1 Charter of Vessels
During an incident there may be the requirement to charter local vessels to assist in
response operations. A Vessel Charter Agreement used by AMSA (Appendix 12) provides
an example of an agreement, which may be amended for use by other agencies.
It is suggested that a formal agreement be used whenever there is a need for agencies
to charter a shing vessel, or other craft, for use at oil pollution incidents and where the
owner agrees to its use for such charter.
Whilst the IC may need to control the operation of a vessel to suit prevailing conditions and
the particular circumstances of the incident, it shall be made clear that THE NAVIGATION
AND SAFETY OF THE VESSEL WILL REMAIN THE RESPONSIBILITY OF THE VESSELS
MASTER AT ALL TIMES.
When an owner is not prepared to accept the suggested agreement, but is prepared to make
a vessel available, the charterer should ensure that:
the vessel complies with all safety and equipment requirements; and
it is made clear by the charterer to the owner that the controls shall apply at all times.
All other aspects of the charter shall be the subject of local negotiation at the time of the
incident.
Details of craft availability, including Port and State/NT Government craft, should be
shown in appropriate regional and local contingency plans.
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4.5.2 Hire of Spray Aircraft
AMSA in conjunction with the AIP through its oil spill centre, AMOSC, have put in
place a Fixed Wing Aerial Dispersant Capability (FWADC) for the application of oil spill
dispersants. This capability has been achieved by means of a contract with Australian
Maritime Resources (AMR) based in Adelaide, SA.
Based on the concept of utilising large agricultural aircraft, the FWADC is designed to
complement informal dispersant spraying arrangements using helicopters, which are
conned to close inshore work. The aircraft have a dispersant capability of between 1850
- 3100 litres, depending on aircraft type and model.
AMR, as the contractor, is required to have available six (6) primary aircraft and two (2)
secondary aircraft on any one day. These aircraft are located at Emerald (QLD), St George
(QLD), Moree or Scone (NSW), Ballarat (VIC), Tintinara or Adelaide (SA), and Ballidu
(WA). Primary aircraft activation is on the basis of a four-hour response time, i.e. available
to y within four hours of being requested to respond to an incident.
Activation of the FWADC is through the EPR Duty Ofcer, who can be contacted via the
RCC. The EPR Duty Ofcer will make an assessment of the requirement and then contact
AMR, who within 30 minutes will advise AMSA of the nominated aircraft and estimated
arrival time.
As the FWADC Contract does not include a stand-by arrangement, it is important to note
that a decision to activate the FWADC incurs a substantial daily charge. The daily charge
is in addition to charges for actual ying time. Notwithstanding the absence of a stand-by
arrangement, AMSA will advise AMR, for planning purposes (not an activation), of signicant
incidents where dispersant application may be considered as a major response option.
It should be noted that only National Plan approved dispersants are to be used in response
to any incident involving dispersant use. Full details of approved dispersant can be
obtained from EPR or www.amsa.gov.au/Marine_Environment_Protection/National_
Plan/General_Information/Dispersants_Information/Approved_Oil_Spill_Dispersants.asp
Further details of the FWADC are available through EPR.
4.5.3 Surveillance Aircraft
Where the source of an incident is not identied and thus recovery of costs unlikely,
or where it is intended to claim reimbursement of costs from AMSA under the IGA
arrangements, then the EPR Duty Ofcer or Manager, EPR must approve the use of aircraft
for surveillance or investigation.
Procedures for the identication and charter of appropriate aircraft should be shown in
appropriate State/NT, regional and local contingency plans.
4.5.4 Hire of Other Equipment.
In a cleanup operation the hire of other equipment, including earthmoving equipment,
storage, and transport will be arranged under the direction of the IC as required.
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4.6 Defence Force Assistance
Requests for Defence Force assistance, including the use of military transport are to be
directed to EPR.
After assessing and approving any requests, EPR will seek the assistance of the Defence
Forces through EMA, Canberra. EMA will arrange for Defence Force assistance once all
avenues of utilising commercial resources have been exhausted, or where timeframes are
such that it is impractical to use commercial resources.
Following approval of a request by the Defence Force, EPR will continue to liaise with EMA
regarding transport details.
Costs associated with the engagement of Defence Force resources, will be charged against
the incident and recovered from the polluter. These costs are determined by the Defence
Forces in accordance with Government cost recovery directions and, therefore, may exceed
normal commercial rates.
4.7 Salvage Arrangements
4.7.1 Salvage Involvement
In the event of an incident involving a damaged or disabled ship, it is paramount that the
salvage industry be involved in the response as soon as possible. Salvage activities may
need to be arranged to take the vessel in tow, reoat a grounded vessel, or reduce or stop
a discharge of oil to minimise environmental damage resulting from the casualty. It is
essential that these operations be undertaken as soon as possible.
In accordance with the IGA, AMSA has responsibility for safety issues relating to vessels
on interstate or foreign voyages and will be responsible for ship operational matters.
These functions include alerting and liaising with salvors, taking measures to minimise oil
outow and other salvage activities.
The vessels Master/Owner will normally appoint a salvor by signing a Lloyds Open Form
Agreement. However, in cases where this does not occur, AMSA may use its powers under
the International Convention Relating to Intervention on the High Seas in Cases of Oil
Pollution Casualties 1969, to either direct the Master/Owner to engage a salvor or
alternatively contract a salvor to undertake necessary work, with costs recoverable from the
owner.
4.7.2 Salvage Liaison
During an incident requiring the salvage of a vessel, consideration should be given to the
appointment of a Casualty Coordinator (CC). The role of the CC is to enable continuing
exchange of information regarding the salvage operation between the IC, the Salvage
Master and Statutory/Combat Agencies. This will enable the Salvage Master to limit
briengs to one person, whilst at the same time providing for continuity in information
ow. A senior AMSA marine surveyor is available to act as the CC as required.
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4.7.3 Independent Salvage Advice
In a major casualty the possibility may arise for the need to have access to independent
salvage advice. AMSA has identied three suitable companies (Appendix 2), which can
provide independent advice on the salvage operation, including whether the proposed
salvage operations are appropriate. In the event of requiring such advice, AMSA will make
appropriate arrangements with one of the identied companies.
In incidents involving an intrastate vessel, the State/NT may wish to undertake the above
salvage arrangements. AMSA will provide assistance where required.
4.8 Updating the Plan
Contingency Plans are evolving documents, and as such, require regular updating. It is
recommended that all Contingency Plans be reviewed annually to take into account policy
changes and experience from incidents and exercises. Regular amendments should be
made to reect changes to contacts, equipment and other details.
Minor amendments to this Plan will be issued by AMSA as they become necessary. AMSA
will review the National Marine Oil Spill Contingency Plan annually.
Information for updating the Plan should be forwarded on a regular basis to:
Manager
Environment Protection Response
Emergency Response
Australian Maritime Safety Authority
GPO Box 2181
CANBERRA CITY ACT 2601
Facsimile: (02) 6279 5076