Port of Holyhead
Stena Line Ports Limited
Oil Spill Contingency Plan
Stena Line Ports Limited Station Approach Holyhead LL65 1DQ 01407 606700
Original: April 2017
Contents
Preface
Contents ...... 1
Distribution List ...... 6
Revision Page ...... 7
Glossary ...... 8
Part 1: Strategy
Section 1: Introduction and Policy
Introduction,
Safety, Health and Environmental Policy ...... 9
Stena Line Ports Limited, Company Health, Safety and Environmental Protection Policy ...... 10
Introduction, Policy and Purpose of the Plan ...... 12
1.1 Purpose of the Plan ...... 12
1.2 Use of the Plan ...... 12
1.3 Area of operation ...... 13
1.4 Identification of the Roles and Responsibilities of Parties Associated with this Plan ...... 15
1.5 Scope of the Plan ...... 16
1.6 Interface with other Contingency / Emergency Plans ...... 17
1.7 Document Control and Plan Revision ...... 18
1.8 Risk Assessment ...... 19
1.9 Environmental Sensitivities and Priorities for Protection ...... 25
1.10 Waste Disposal Operations ...... 27
1.11 Port of Holyhead Bunkering Checklist ...... 30
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Section 2: Training and Exercise Policy
2.1 Training Policy ...... 31
2.2 Exercise Programme ...... 31
Section 3: Incident Response Organisation
3.1 Introduction ...... 33
3.2 Harbour Master...... 33
3.3 Internal Incident Management Structure ...... 33
3.4 Internal Alerting and Call-out Procedures ...... 35
3.5 Oil Spill Management Team...... 35
3.6 External Organisations Represented on OMT and Liaison Procedure ...... 36
3.7 Categories of Incident ...... 37
3.8 Shoreline Coordinating Group ...... 37
3.9 Setting up the National Response Units ...... 37
3.10 Environmental Group ...... 37
3.11 The Salvage Control Unit ...... 38
3.12 Marine Response Centre ...... 38
Section 4: Response Strategies
4.1 Health and Safety ...... 39
4.2 Oil Spills ...... 50
Oil Spill Response Guidelines Flowchart ...... 51
Tactical Response Plans ...... 52
4.3 Dispersant Use ...... 55
4.4 Oil Spills within the Harbour ...... 55
4.5 Disposal Plan ...... 56
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Part 2: Actions & Operations
Section 5: Actions Sheets
5.1 Observer of the Incident ...... 57
5.2 Harbour Master...... 59
5.3 Port Operations Manager ...... 62
Section 6: Communications
6.1 Notification Matrix ...... 63
6.2 Communication and Reporting Procedures ...... 64
6.3 Oil Spill Incident Checklists ...... 65
Section 7: Sensitive Areas Response Information
7.1 Useful Information ...... 76
7.2 Sites of Nature Conservation Importance East of the Port of Holyhead (Anglesey District) ...... 78
7.3 Sites of Nature Conservation Importance West of the Port of Holyhead (Anglesey District) ...... 80
7.4 Fisheries ...... 81
7.5 UKD MAP - 1998 ...... 83
7.6 Tidal Information ...... 84
Section 8: Press and Public Information
8.1 Press Statement ...... 85
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Part 3: Data Directory
Section 9: Contact Directory ...... 88
Section 10: Resources Directory ...... 90
Section 11: Product Information Sheet ...... 93
Appendix I : STOP Notices ...... 94 Appendix 2: Harbour Facility Information ...... 95 Appendix 3: Post Exercise / Incident Report Forms ...... 97 Appendix 4: Ports and Harbours Annual Return form ...... 98
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DISTRIBUTION LIST
COMPANY COPY NUMBER HARD/ELECTRONIC COPY Port of Holyhead Harbour Master 1 Hard Copy
Stena Line Ports Ltd (Holyhead) Assistant Hard Copy 2 Harbour Master
Port Control 3 Hard Copy
Stena Line. Safety & Environmental Hard Copy 4 Manager
Stena Line Ports Ltd.– Ship Operations and Hard Copy 5 Port Services Manager, Holyhead
SLPL - Port Engineer 6 Hard Copy
Maritime and Coastguard Agency Holyhead 7,8 Hard Copy
CPSO 9 Hard Copy
CGOC Holyhead 10 Hard Copy
Natural Resources Wales 11,12 Electronic Copy
Marine Management Organisation 13 Electronic Copy
Isle of Anglesey County Council 14 Electronic Copy
Tier 2 Responder 15 Electronic Copy
World Oil Fuels Ltd. (T4 Tank Farm, Electronic Copy 16 Holyhead)
Welsh Government Fisheries 17 Electronic Copy
SLPL – Duty Managers 18 Electronic Copy
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Revision Page
Issue No: Original (April 2017)
Section No. Remove Pages Insert Pages Date Change No. amended
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GLOSSARY
CGOC Coastguard Operations Centre
HFO Heavy Fuel Oil
HM R & C Her Majesty’s Revenue & Customs
HWS High Water Springs
IMO International Maritime Organisation
IMT Incident Management Team (Internal)
IOACC Isle of Anglesey County Council
JNNC Joint Nature Conservation Committee
LA Local Authority
LFO Light Fuel Oil
LWS Low Water Springs
MCA Maritime and Coastguard Agency
MFO Medium Fuel Oil
MGO Marine Gas Oil
MMO Marine Management Organisation
MRC Marine Response Centre
NRW Natural Resources Wales
OMT Oil Spill Management Team
OPRC Oil Pollution Preparedness Response and Co-operation Convention
OSCP Oil Spill Contingency Plan
RCG Recovery Coordinating Group
Res CG Response Coordinating Group
SLPL Stena Line Ports Ltd.
SCG Shoreline Response Strategic Coordinating Group
SCU Salvage Control Unit
SSSI Site of Special Scientific Interest
TCG Tactical Coordinating Group
TRP Tactical Response Plan
UKPIA United Kingdom Petroleum Industry Association
WG Welsh Government
WGF Welsh Government Fisheries 8 Original: April 2017
STENA LINE LIMITED
COMPANY HEALTH, SAFETY AND ENVIRONMENTAL PROTECTION POLICY
Stena Line Limited will ensure the highest standards of safety and environmental performance at sea, in port and at all other locations with respect to:
1.1.1.1 driving continual improvement in the company’s health, safety and environmental performance
1.1.1.2 protecting the health and safety of workers whilst involved in work related activities
1.1.1.3 protecting the health and safety of all other persons affected by our undertakings
1.1.1.4 preventing pollution and subsequent damage to the environment
1.1.1.5 avoiding damage to property
IMPLEMENTATION
1.1.1.6 The implementation of the above policy is a management responsibility ranking equally with financial, marketing, human resources and commercial matters. Accordingly Stena Line Limited will:
comply as a minimum with the relevant requirements of law, company directives, international conventions and codes of practice including the International Safety Management Code & Port Marine Safety Code. In the absence of suitable provision the relevant safety management system shall set standards encompassing best industry practice in comparable activities.
bring the policy, and any subsequent amendments to it, to the attention of all employees and others who may be affected by it.
ensure the provision of adequate information, training and instruction with respect to health, safety and environmental matters to all employees and others who may be affected.
i) consider the health, safety and environmental implications of all investment decisions.
ii) through co-operation, assist contractors and suppliers to achieve suitable safety and environmental standards.
iii) avoid risks and where risks cannot be eliminated, reduce the risks to an acceptable level through a systematic process of risk assessment.
iv) through internal and external auditing programmes:
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a) monitor the effectiveness of the policy, safety and environmental management systems and location safety and environmental controls.
b) demonstrate through safety and environmental records that the business is being operated responsibly.
viii) co-operate with, and take into account, the concerns of port authorities, local communities and other external bodies who may be affected by the activities of Stena Line Limited.
ix) ensure management will respond effectively to changes in policy, law and practice.
x) fully report all major safety and environmental incidents to the:
a) enforcing authority, any other relevant agency and stakeholders.
b) Ship & Port Management Director
c) Safety Manager
xi) investigate all incidents concerning safety and/or environmental damage.
xii) ensure adequate resources are made available for the implementation and monitoring of the policy and associated safety and environmental management systems.
xiii) continuously improve the safety and environmental management skills of personnel ashore and aboard ships
xiv) prepare and practice emergency plans related both to safety and environmental protection.
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Section 1: Introduction and Policy
1.1 Purpose of the Plan
This Oil Spill Contingency Plan is designed to guide the Port of Holyhead’s response personnel through the processes required to manage an oil spill originating from operations within or approaching their port.
The requirement to have an Oil Spill Contingency Plan for Harbours, Ports and Oil Handling Terminals around UK waters has been formalised by the Merchant Shipping (Oil Pollution Preparedness, Response and Co-operation Convention) Regulations 1998, which implement the International Convention on Oil Pollution Preparedness, Response and Co- operation, 1990 (OPRC, 1990). This Convention, adopted by the International Maritime Organisation (IMO) is aimed to “mitigate the consequences of major oil pollution incidents involving, in particular, ships, offshore units, sea ports and oil handling facilities”.
This Plan has been prepared in accordance with the “Oil Spill Contingency Plan Guidelines for Ports, Harbours & Oil handling Facilities” issued by the Maritime and Coastguard Agency who are responsible for applying the regulations to all Harbours, Ports and Oil handling facilities in the UK.
Consultation
This document has been compiled in consultation with the following statutory bodies and Authorities:
Natural Resources Wales (NRW) Welsh Government Fisheries (WGF); Isle of Anglesey County Council (IOACC); Marine Management Organisation (MMO)
1.2 Use of the Plan
This Plan is specifically for operations within the Port of Holyhead, the associated pilotage area, for all vessels entering the port’s boundaries as shown in Section 1.3 and for bunkering operations within Holyhead Sailing Club & Marina. This includes operators listed in Resources Directory in Section 10. Piers and jetties shown in 1.3. The plan is designed to initiate an appropriate oil spill response in the event of an incident. It details a tiered response strategy that is in accordance with UK legislative requirements and takes into account the spill risk associated with the operation; the nature of the hydrocarbons that could be spilt; the prevailing meteorological and hydrographic conditions and the environmental sensitivity of the surrounding areas.
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1.3 Area of Operation
Location Map showing Boundaries of Jurisdiction under local By-laws
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Map showing the Port of Holyhead
Map showing Layout of New Harbour at Holyhead
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1.4 Identification of the Roles and Responsibilities of Parties Associated with this Plan
Within the UK there is an adopted structure and procedure for response to Marine Oil Spills, which clearly defines the roles and responsibilities of Industry, UK Government (including environmental agencies) and Local Maritime Authorities. Each statutory body has a designated area of jurisdiction within zones extending from the High Water Mark to 200NM or the UK Territorial Limit.
The competent national authority designated to oversee all matters pertaining to the OPRC convention under the Merchant Shipping Act 1995 as amended by the Merchant Shipping and Maritime Security Act 1997 is the Maritime and Coastguard Agency (MCA).
Statutory Jurisdiction
JURISDICTION HWS LWS 1NM 3NM 6NM 12NM 200NM AUTHORITY
Stena Line Ports (All operations within Harbour limits) Holyhead
Local Authority1 (Oil Spill Response out of Harbour Limits)
MCA (Oil Spill Response – Monitoring, advise)
MCA (HMCG) (Search & Rescue)
NRW / JNCC2 (Conservation of the natural heritage) (JNCC)
WG3 / NRW (Marine Environment and Fisheries)
NRW4 (Water Quality)
HMRC (Import Duty)
Key: - 1Local Authority under a duty of care the Local Authority undertakes the obligation to prepare and /or implement an oil spill contingency plan for response to a spill from HWS to LWS 2NRW/ JNCC NRW requires to be notified up to 12nm. JNCC’s remit extends from 12 nm up to 200nm NRW Approves dispersants up to 12nm
Roles and Responsibilities of Concerned Authorities
The roles and responsibilities of all authorities requiring notification in the event of a spill and the appropriate paths of communication to be followed in the event of a spill are shown in Section 3.6 of this Plan.
In the event of an oil spill incident, Stena Line Ports (Holyhead) Limited will be responsible for the overall co-ordination of the spill response.
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Vessels in Transit
The statutory duty for reporting and dealing with pollution from any vessel en-route to the Port of Holyhead, prior to entering Port Limits or pilotage area, lies with the Master and vessel owners. After commencing pilotage into the Port through the designated area of jurisdiction covered by this Plan, reporting and response to any pollution incident will be co- ordinated through the Port Control as stated within this Oil Spill Response Plan and Holyhead Port Emergency Plan.
1.5 Scope of the Plan
This plan has been compiled to cover the response to any spillage caused by or during operations associated with safe passage to, from or within any part of the Port of Holyhead.
The scope of the plan covers response to all the “Essential Elements” contained within the MCA Oil Spill Contingency Guidelines for Ports, Harbours & Oil Handling Facilities and because of cross boundary operations covers operations at Holyhead Fish Dock, Holyhead Marina and Holyhead Sailing Club.
The Plan describes the Tier 1 response available at the Port relevant to the perceived risk through normal operations as well as a mechanism for calling upon Tier 2/3 response in the event of an abnormal incident or major accident affecting the Port Authorities involved: a definition of the tiered levels used in this Port are shown below and the process of response escalation is described in Section 3.7 and also in Part 2 Section 5.2. Estimating the volume of oil spilled is determined using the Bonn Agreement Oil Appearance Code on Page 17
Response Definition Tiered Response Levels Determined Tier Contained These are spills, which are contained on the Port Fish Dock Marina Operational ship or dockside and do not enter the water. Spills. Small operational spills where events can be 1300 litres 50 litres 25 litres controlled by onsite resources. A Tier 1 spill MGO MGO MGO Tier 1: is not likely to require recourse to intervention 208 litres 20 litres 25 litres by resources beyond the Port, an external Lubes Lubes Dock Lubes incident response organisation or external authorities, except for purposes of notification.
Medium sized spills up to an operational 130 tonnes 2 tonnes 2 tonnes maximum of 130 tonnes within the harbour MGO MGO MGO Tier 2: area that will be handled by Dock Personnel Any HFO (ex Main (ex Main and the contractor, or other external spill Port) Port) assistance, nominated within this plan.
Larger spills or a loss of containment incident 500 tonnes N/A N/A Tier 3: likely to spread outside the harbour area that MGO will require full involvement of other 100 tonnes authorities and possible mobilisation of Tier 3 HFO and national stockpiles.
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Bonn Table
Code Description - Appearance Layer Thickness Litres per km2 Interval (µm) 1 Sheen (silvery/grey) 0.04 to 0.30 40 – 300 2 Rainbow 0.30 to 5.0 300 – 5000 3 Metallic 5.0 to 50 5000 – 50,000 4 Discontinuous True Oil 50 to 200 50,000 – 200,000 Colour 5 Continuous True Oil Colour More than 200 More than 200,000
1.6 Interface with other Contingency/ Emergency Plans
This plan will be used in conjunction with the Port Emergency Plan, Isle of Anglesey County Council Response Plan and the National Contingency Plan.
Sequence of Plans activated with increasing size of spill PORT
Tier 1 OIL SPILL
Spill that can be controlled CONTINGENCY PLAN on site by Port Authority
Tier 2 LOCAL AUTHORITY Spill requiring local or OI L SPILL contracted assistance CONTINGENCY PLAN
Tier 3 Loss of NATIONAL CONTINGENCY PLAN Containment NCP
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1.7 Document Control and Plan Revision
The Port of Holyhead Oil Spill Contingency Plan is a controlled document. All document holders, detailed in the distribution list, are assigned a specific copy number. The person responsible for the plan is Kevin Riley, Stena Line Ports (Holyhead) Harbour Master.
Any changes to the situation at the port, changes to be made to the plan or any other updates will be issued as amendments to all holders of the plan within three months of such change. Irrespective, the plan will be revised on an annual basis so as to incorporate changes occurring during the year plus lessons learned from the annual exercise, training programmes and any actual incidents of oil pollution. (Revision status indicated on page 7 of Preface)
This plan is valid for 5 years and has to be revised before the fifth anniversary of its approval. In order to secure approval for the revised plan before it lapses, the process of review should commence a year before the original plan is due to expire. As in the initial approval process, the plan is re-issued to statutory consultees prior to submitting to the MCA for re-approval.
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1.8 Risk Assessment
A Risk Assessment to meet with OPRC Contingency planning for Ports & Terminals was completed by Oil Spill Response Ltd (July 2005) following a recent change in operations at Holyhead. During the audit, minor alterations to work practice were suggested, which are now encompassed in normal port operations. The plan was updated by the port in 2011 and incidents of oil pollution are covered within the MARNIS risk assessment which has been carried out to identify marine risks within the jurisdiction under the Port Marine Safety Code. The control measures in place have been assessed by Captain Andy Humphreys, Company Safety Manager and found to be as low as reasonably practicable (ALARP),
Scope of Assessment
This assessment covers operations from the point where vessels enter the jurisdiction of Holyhead Port Control.
Factors of Assessment
The main traffic at Holyhead Harbour comprises daily trading by two Stena Line ferries; Stena Super Fast X and Stena Adventurer and 3 Irish Ferries, Ulysses, Epsilon and the fast craft Jonathan Swift. In addition the typical trade during a year at the Port comprises eighty fishing vessels, 20 cruise ships, five bulk carriers from 4,000 to 20,000GRT and twenty two other sundry vessels such as tugs, survey vessels and pleasure craft with occasional visits by Oil Rigs. Contact details for these operators are outlined in Section 9. Approximately twenty cruise liners berth per annum but no cruise vessels take HFO bunkers at this port.
1. Pre arrival checks
All commercial piloted vessels entering the Port are required to complete pre-arrival and pre-sailing checklists. These include checks to ensure that the vessel is not leaking oil. Oily Waste removal will be undertaken only with the permission of the Harbour Master.
2. Passage Restrictions to safe berth
There is compulsory pilotage for all vessels over 40 metres and over. A substantial traffic radar cover and communications system for the area is operated through the office of Holyhead Port Control.
The channels and areas alongside berths are regularly surveyed and there is adequate depth of water for all operations.
3. Berthing Operations Overview
Terminal 2 is a Ro/Ro berth within the inner harbour, currently used for the Swift. Swift is bunkered with Light Marine Diesel Oil (LMDO) from a tank based on the quayside at Terminal 2.
Terminal 3 is a conventional / fast ferry Ro-Ro berth lying to the East of the Orthios Jetty and is 230 metres long in the Outer Harbour. Terminal 3 is currently used by the Ulysses and Cartour Epsilon and is routinely bunkered by a coastal tanker with HFO
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Terminal 4 in the New Harbour is used solely as an oil terminal berth for the World Oil Fuels tank farm (Swift transit supply store) at the same site. Periodic cargoes of ~ 5,500 tonnes of MGO are offloaded via a floating pontoon and carried down 200m of 8” pipeline to the tank farm (3 x 2,350 tonnes). In addition MGO is then carried by road tanker to a dedicated tank for the Swift at Terminal 2
Terminal 5 is a conventional Ro-Ro berth and is 230 metres long on the East side of Terminal 3. Terminal 5 is currently used by the Stena Adventurer and SFX and is routinely bunkered by a coastal tanker with HFO
Orthios Jetty is for vessels up to 285m
Refit Berth in Inner Harbour for conventional vessels up to 120m
Public Quay in Inner Harbour for small vessels
Holyhead Marina and Sailing Club within the New Harbour accommodate leisure craft
4. Additional Port Activities
Holyhead Fish Dock
An area of the Port is designated as the Fish Dock. This is an open dock entered from the 5.5m channel running into the Inner harbour. Three fishing boats are based in the Fish Dock and there are approximately 400 fishing vessel movements per year recorded at the Port.
Holyhead Marine Services
Builds and repairs small craft such as patrol boats and lifeboats.
Holyhead Sailing Club
Has ~100 moorings for pleasure craft.
Holyhead Marina
Located at the western end of the New Harbour, which can accommodate pleasure craft with 250 berths. A bunkering station has been installed on one of the pontoons with associated pipework alongside the Holyhead Lifeboat. Trinity Marine builds, repairs and stores pleasure craft and is located within the Marina complex.
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5. Berthing failure
Berthing failure is considered to be at an acceptable low level of risk, as all ferries are fitted with high speed mooring systems.
The size and type of vessel using the Port is such that the result of collision damage to the largest cargo tank, on vessels that utilise the Port, taking into consideration hydrostatic pressure, is calculated to be 105 tonnes of MGO.
Failure of the largest HFO tank would be 430 tonnes on the largest bulk carrier and the largest HFO tank on the ferry, Ulysses, contains 480 cubic metres but normally holds 300 tonnes in each tank.
6. MGO oil transfer operations
Written bunkering procedures are in force are used as part of the ISO9001 Quality System. The amount of oil products handled at the Port in a one-year period is as follows:
Type of oil Tonnes
Marine gas oil (MGO) 70,000
The Henty Oil Tank Farm comprises of 3 bunded tanks, each of 2,350 tonnes. Monthly shipments of MGO via coastal tanker offloaded via 6” flexible pipe and a floating pontoon (non-return and ball valves fitted); the process usually lasting around 12hrs. 8” solid pipeline with flexibles at the 3 dolphins feed into the tank farm along the gangway to the berthing.
Stena Adventurer, SFX, Ulysses and Epsilon
These conventional Ro-Ro ferries utilise Terminals 3 and 5. Bunkering of these vessels is via a coastal tanker (~80m) with HFO (380 cSt) with Stena Adventurer bunkering 800 tonnes (@ 350 tonnes/ hr through a 10” line) and Ulysses, 750 tonnes (180 tonnes / hr through a 4” line). Bunkering is usually at 10 day intervals depending on weather conditions; Ulysses operations are prone to disruption due to inclement weather.
Jonathan Swift
This fast craft can be bunkered using MGO from a 48 tonne self-bunded tank on the quayside at Terminal 2. The tank is replenished via road tanker from tanks at Henty Oil Tank Farm at Terminal 4. The Swift is normally bunkered with 30 tonnes of MGO
Tug and Pilot Boat
The tug St David and St Cybi pilot boat are refuelled over the dockside via a gravity fed 1,000 litre MGO tank (refuelled from the garage tank store at Terminal 2).
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Fish Dock
There is a total holding capacity of ~150,000 litres of MGO in 3 separately bunded tanks; although only 30,000 litres is usually kept at any one time, rotated between the 3 tanks. The main transfer of oils is restricted to small amounts of marine gas- oil (through 2 different sized pumps) and also supply of lube and hydraulic oils; all are housed in a dockside 10foot container. All lubes etc are held in 20 litre containers.
Potential dock spillage:
Maximum loss of a drum of: lube-oil or hydraulic oil is 20 litres; gear oil is 20 litres.
Average bunkers handled per vessel: 10 metre boat 0.5 tonnes; 20 metre boat 5 tonnes; 40 metre boat 20 tonnes.
Holyhead Sailing Club
The maximum amount of gas-oil held in the yacht club fuel tanks is 2 tonnes. This is not bunded.
Maximum loss of a drum of: engine oil or gearbox oil is 25 litres.
Average bunkers handled per yacht: 10 metre yacht 140 litres; 20 metre yacht 280 litres. Holyhead Marina
Bunkering station for the Holyhead Severn Class lifeboat, the Christopher Pearce and pleasure craft. Holding capacity of 2,447 litres MGO in a tank ashore with pipe across a bridge and pontoons to the delivery pump.
Holyhead Marine Services
Holding capacity in underground tanks of 2,200 litres road diesel and 6,800 litres road diesel. Large selection of lubricating and hydraulic oils held in 205 litres drums.
Trinity Marine has the following oil storage capacity;
100 gallons diesel oil in above ground tanks 200 gallons waste oil in above ground tanks 205 litres engine oil in drums 205 litres hydraulic oil in drums 205 litres gear oil in drums 205 litres transmission oil in drums 205 litres heavy duty de-greasant in drums 205 litres anti-freeze in drums 10 gallons transformer oil in drums 10 gallons associated cutting oil in drums
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Orthios Jetty
Occasional bunkering of vessels by road tanker with HFO and MFO. Fuel for vehicles is kept in a 1 tonne bowser.
Public quay
Bunkering of fishing vessels with marine Gas Oil by road tanker.
7. Bunkering Authorities
Procedures to be followed are outlined in Stena Line Ports (Holyhead) Harbour Authority Directions, Guidelines and Procedures Manual. Check lists and risks assessments used by the bunker barge and receiver are approved by the Stena Line Ports Limited Holyhead. A Risk assessment by the Stena Line Ports Limited Holyhead gives a worst case scenario release of 2.5 tonnes of HFO.
When bunkering by road tanker deliverer and receiver are required to complete the ‘Holyhead Bunkering Checklist’ and comply with Work Instruction 6.6
Spill during bilge / oily waste discharge. Waste oil is discharged by vessels under the Merchant Shipping (Port Waste Reception Facilities) Regulations 2003 (SI No 1809, and the 2009 Amendment Regulations). There is a Port and Waste Management Plan in force.
8. Scenario assessment for largest vessel capable of entering the Port (E.g. as port of refuge)
Vessels up to a similar size, depth and length of the Bulk Carriers entering the Port will be considered in the case of a Port of Refuge scenario. Please see Appendix 2 for a fast fact sheet of Harbour Facility Information.
9. Response strategy
The first course of action is to identify the source of the pollution and prevent any further spillage, then identify the type and quantity of it.
Light oils such as gas oil, petrol, kerosene etc. are usually best left to disperse naturally, as they are difficult to recover and application of dispersants is not advised. Most crude oils and light fuel oils will respond to dispersants (at sea only). (See Section 4).
Heavy fuel oils, medium fuels and lube oil will not respond to dispersant or natural dispersion and therefore the best means of dealing with these is by mechanical recovery. Wherever possible this type of oil should be corralled and recovered. See Section 4: Tactical Response Plan.
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Overall conclusion
The Port of Holyhead is considered to be a very well controlled, low risk port area. Proper controls exist through set pilotage procedures and also the Port is run to ISO 9001 (2008) Standards. The Port’s record of spills is minimal and an Environmental Management Programme is in place.
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1.9 Environmental Sensitivities and Priorities for Protection
General strategy (detailed strategy in Section 7)
On all occasions NRW must be contacted.
The area west of Holyhead Harbour is designated as a Special Protection Area (SPA) for birds; the surrounding coastline provides feeding and breeding grounds for nationally and internationally important populations of birds. The area to the east of the harbour is designated as a Site of Special Scientific Interest primarily for its ornithological and botanical interest. The site also has marine biological interest.
The Inner Harbour is used as a breeding area for black guillemot between February and August. These birds are particularly susceptible to oil pollution while feeding.
A Coastal Strategy Plan has been developed by Isle of Anglesey Council in conjunction with NRW; a copy of the plan is held by Stena Line Ports Ltd Holyhead. The plan covers the whole of Anglesey and surrounding waters showing tidal flows and sensitivities. Response recommendations to these are shown in Sections 7.2 and 7.3
Where possible, considering safety and open water conditions, any floating gas oil on the water surface should either be allowed to degrade naturally or be removed physically – no chemical dispersants are to be used. Removal should particularly be attempted where this may significantly reduce the possibility of quantities of oil coming ashore on identified sensitive areas. Booming should be considered when necessary to prevent oil coming ashore or to divert oil to suitable areas for collection.
If access to sand, mudflats and lagoon is possible, mechanical methods to clean up oil may be used – no chemical dispersants are to be used Oil should be left to degrade naturally.
Appropriate biosecurity measures should be adopted during any pollution incident to minimise the further spread of Carpet Sea Squirt within the outer harbour area.
Fate and Movement of Spilled Oil
The fate and movement of spilled oil cannot be easily predicted because of several unknowns such as, the point of spillage, the state of tide and the prevailing wind regime at the time of spillage. Any spillage will be wind and current driven at 3% of the wind speed and 100% of the tidal current Rate.
In general terms, Stena Line Ports Limited Holyhead will attempt to stop any movement of oil from the point of spillage using the Tier 1 equipment available within this plan. If spilled oil does spread and leave the area of Port Jurisdiction in any quantity that may impact a sensitive area, the spill shall be upgraded to Tier 2. The NRW and Local Council will be advised and the appropriate action taken as described within Part 2 section 5.2 of this plan.
The booming and collection of such oil after it leaves the area of Port jurisdiction will be dealt with as described within the Coastal Protection Strategy Plan for the surrounding area. Stena Line Ports Limited Holyhead will advise on the likely track of the spill and possible point of impact and the response will then become the joint responsibility of Stena Line Ports Holyhead, through its Tier 2 contractor, NRW and the Local Authority response plan.
Site Specific Response information is shown in Section 7.
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Image 1.0 Coastal and Marine Resources Sensitive to Oil Pollution
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1.10 Waste Disposal Operations
The safe handling and disposal of recovered oil is governed by relevant sections in the following legislation:
a) The Environmental Protection Act 1990 b) The Controlled Waste (Registration of Carriers and Seizure of Vehicles) Regulations 1991 c) Control of Pollution (Amendment) Act 1989 d) The Waste Management Licensing Regulations 1994 e) Hazardous Waste Regulations 1996 (as amended) f) Environmental Protection (Duty of Care) Regulations 1991 g) Hazardous Waste (Wales) Regulations 2005 h) Environmental Permitting Regulations 2010 i) The Waste (England and Wales) Regulations 2011
If oily waste material is produced as a result of a pollution incident then the polluting party (operator) has a duty of care to ensure that the waste is handled, transported and ultimately disposed of in an appropriate manner. If the material is to be handled by contractors then the operator (to reduce liabilities to a minimum) has to ensure that each contractor has the relevant waste transportation and disposal licenses.
NRW should be consulted on any proposal to dispose of or store waste material to ensure that sensitive wildlife areas such as SSSIs are not affected. In addition HM Customs and Excise must be notified if recovered oil is brought ashore by dedicated oil recovery vessels. Landing should not be hindered by the absence of an official from HM Revenue and Customs; however, the Operator should maintain a careful log on quantity and nature of the recovered oil. In a Tier 3 incident, waste disposal routes would be decided upon via the waste management sub group of the SRC.
The options for waste disposal or treatment of material, be it oily liquids or oiled solids are:
a) temporary store, clean, stabilise and then recover or re-use b) temporary store and then take to appropriate disposal site for burial c) take to a refinery / incinerator (mainly for oily liquids only) d) take to appropriate disposal site
Each disposal option will be examined in turn with various points for consideration highlighted.
a) On Site Treatment
This option aims to store temporarily the material and then, slowly over the ensuing period, to clean it or stabilise it and then to recover or reuse it.
In most cases this is the best environmental option. It avoids the risk of changing what was a marine oil pollution problem into an inland surface pollution problem or groundwater pollution problem.
From temporary storage the contaminated material can be stabilised with cement, lime, clay, organic binders, asphalt and composting. The characteristic of each product needs to be considered when determining the ultimate disposal route or any perceived end use. It is important to note that the treatment of wastes also comes under the waste management licensing system. Therefore, any strategy to deal with 27 Original: April 2017
the waste in this manner can only be developed through close liaison with the local authority concerned and NRW.
b) Temporary Storage Sites
The reasons for constructing a temporary storage site are as follows:
1. There is no immediate disposal outlet for large quantities of oil / sand mixture or for oil / water mixtures and clean-up cannot be slowed or stopped. 2. The equipment used to clean beaches is usually labour intensive and therefore requires an immediate transfer area adjacent to the site to be provided. 3. The nature of the roads precludes high traffic densities. 4. The in situ treatment of contaminated material is often preferable to removing large quantities of material from the shoreline.
In addition, under the above legislation, the temporary storage site including demountables, may require a permit under the Environmental Permitting Regulations. Each site will have to be constructed in a specific manner. It is therefore essential that the construction of temporary storage sites be done through close liaison with the local authority concerned and NRW.
Sites identified within this plan
After due consultation with NRW three primary sites and one secondary site have been identified within this plan where oiled waste may be stored on concrete based areas ready for collection and legal disposal. These are indicated on the map on Page 75.
c) Take to a Refinery / Incinerator (mainly for oily liquids only)
This material should be removed from site by a licensed waste handling company who will then arrange for its disposal in an appropriate manner. If there is suitable access, oily liquids produced from a shoreline clean-up operation can be removed from site by road tanker.
If the oily liquids are on board a dedicated recovery vessel following an at sea containment and recovery operation then it can be transferred across the quay, at a suitable berth, to a road tanker or other suitable waste reception facility. Alternatively this waste can be fed directly into the reception facility at a marine terminal of an oil refinery. It is the responsibility of the ship’s Master to ensure that this waste is disposed of appropriately. However, Stena Line Ports Ltd. must confirm that any contractors have the necessary licences to handle and dispose of the waste. The disposal route should also be agreed with NRW to ensure it meets with their satisfaction.
d) Direct to Appropriate Disposal Site
All disposal sites require a permit under the Environmental Permitting Regulations. The licence is specific to the type of material that can be disposed of at the site. There are only a few sites that are licensed to receive organic or chemically polluting materials (includes oily waste). There will be a charge levied by the site operator for depositing material at the site. In addition there is landfill tax / levy applied to all waste deposited in a landfill.
Furthermore, waste oil is likely to be classified as Hazardous Waste and should be treated as such until otherwise determined. It would therefore be subject to the 28 Original: April 2017
Hazardous Waste Regulations (as amended) 1995. Mixes of oil / sand and oil / seawater etc would probably be considered as Hazardous Waste if the percentage of carcinogenic compounds is above 0.1%. It is therefore likely that oily beach materials and oil / water liquids would have to be handled as Hazardous Waste.
To ensure that oily waste material is transported and disposed of in an appropriate manner, a licensed waste carrier and disposal company should be contracted. The Operator and Waste Disposal Company should then liaise with NRW to confirm that the disposal route identified meets with their satisfaction.
If you produce or hold hazardous waste at any premises in Wales you must register it each year, unless the total quantity is less than 500kg each year. The registration is valid for 12 months and must be renewed each year. All types of premises that produce or hold less than 500kg of hazardous waste in a year are exempt from registration. The regulations in England and Wales are the same. Duty of care waste transfer notes should also be in place unless they are deemed unnecessary in a major incident.
Stena line Ports Limited Holyhead have a total quantity of more than 500kg and are therefore not exempt and hold a valid Hazardous waste certificate.
1.11 Bunkering Checklist
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THIS CHECK LIST IS TO BE COMPLETED BY ALL ROAD TANKERS / VESSELS INVOLVED IN THE TRANSFER OF OIL OR OILY WASTE BEFORE DELIVERY COMMENCES AND IS A LEGAL REQUIREMENT UNDER THE OIL POLLUTION PREPAREDNESS, RESPONSE AND CO-OPERATION CONVENTION ( OPRC ) Delivery vehicle/vessel Receiving vehicle/vessel Person In Charge Rank / Position Company / Agent Berth Communication System Date Agreed Pumping Rate Quantity and type of Product Tonnes Tank No Capacity Product to be transferred
ACTION Deliverer Receiver Handling and communication procedures agreed Emergency shutdown procedures agreed Smoking/naked light regulations observed Drip trays in place Vessel safely moored Safe access vessel/shore Responsible crew member on deck Unused bunker connections blanked off Bunker tank lids closed and secured All scuppers plugged Pumping rate agreed
PERMISSION FROM HOLYHEAD PORT CONTROL MUST BE OBTAINED ( VHF 14 ) BEFORE COMMENCEMENT OF TRANSFER I CONFIRM THAT CHECK LIST HAS BEEN COMPLETED, PORT PROCEDURE 6.6 COMPLIED WITH, AND IT IS SAFE TO COMMENCE TRANSFER. For Deliverer For Receiver Signed Print Name Date / Time
HOLYHEAD PORT CONTROL TO BE INFORMED ( VHF 14 ) ON COMPLETION OF TRANSFER. I CONFIRM THAT TRANSFER HAS BEEN SAFELY COMPLETED. For Deliverer For Receiver Signed Print Name Date/Time
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Section 2: Training in the use of this plan and Exercise Policy
2.1 Training Policy
In order to familiarise personnel in the use of this Oil Spill Contingency Plan and comply with MCA guidelines. Oil Spill Response training courses will be held for selected employees of Stena Line Ports Limited, Holyhead, their contractors and port operators with an identified role within the plan. In addition, there will also be awareness briefings with other port users and the Agencies who were involved in the consultation process.
After initial training, instruction will be specific; with the use of the Tier 1 oil spill response equipment located at Stena Line Ports Limited, Holyhead. This will be tested and deployed using those personnel who will be responsible for operating this equipment in the event of a spill.
Trained Personnel
Stena Line Ports Ltd (Holyhead) have 7 Port Service Assistants who are trained to 2P standard.
The Harbour Master, Designated Person and Ports Manager are trained to 5P standard and the Assistant Harbour Master is trained to a 4P standard.
Frequent tier 1 exercises ensure that all trained personnel are familiar with deploynig boom, handling waste and communication protocol.
2.2 Exercise Programme
To ensure that the Oil Spill Contingency Plan is “user friendly” and understood by all those involved in its use, communications and practical exercises will be undertaken as detailed below. This will include using those personnel who will be responsible for operating equipment in the event of a spill, namely harbour personnel, wharf operators and Tier 2 contractor.
A record of Personnel Training and Contingency Plan Exercises will be held by the Harbour Master.
The baseline is that every port must incorporate a Tier 2 equipment deployment into an Incident Management Exercise within three year of the approval of its Contingency Plan. The recommended exercise regime for all ports is summarised on the next page as follows:
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Exercise Requirement
Exercise Type Frequency
Notification Exercise Twice per year
Table-top (may incorporate mobilisation & deployment of local response Once per year equipment)
Incident Management Exercise (will incorporate mobilisation & deployment Once every 3 years of resources up to Tier 2 level)
The ‘exercise year’ is counted from the validation of the port’s Contingency Plan. The controlling cycle is the five-year period before the Plan needs to be formally submitted for revalidation. Although a port’s Contingency Plan must be continually developed and updated, the MCA is keen that a structure, pre-revalidation review is commenced 12 months before the due date of submission.
If a port considers the three year Tier 2 deployment cycle to be particularly onerous, they may approach their regions Counter Pollution and Salvage Officer (CPSO) with what amounts to a request to submit an alternative exercise programme. This ensures that in all cases the response aspects of the plan are fully tested before the preparation for revalidation commences.
A post-exercise form (appendix 4) should be completed and forwarded to the regional CPSO, and all relevant plan holders, each time an exercise is carried out.
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Section 3: Incident Response Organisation
3.1 Introduction
This Plan has been compiled to cover the response to any spillage caused during operations within the jurisdiction of the Port of Holyhead. Spills, either from shore side operations, or vessels alongside, in transit or on passage. The Plan indicates the Tier 1 response available at the port relevant to the perceived risk through normal operations as well as a mechanism for calling upon Tier 2/3 response in the event of an abnormal incident or major accident affecting the Port.
Definitions of the tiered levels used in this Port are shown in Section 1.5.
3.2 Harbour Master
The Harbour Master (or his nominated deputy) has overall responsibility for the conduct of oil spill response operations and for casualty / salvage management within the Port of Holyhead. He will be supported in his role by the Port of Holyhead personnel and by the Oil Spill Management Team.
3.3 Internal Incident Management Team (IMT) Structure
The Incident Management Team will be led by the Harbour Master or his deputy until relieved and will involve the personnel in the following Oil Spill Management Team flow chart. Stena Line Ports Limited, Holyhead operation room will be established in the Offices based on Admiralty Pier. Port Control will notify Port Users. The Command and Control Centres will be located in the Harbour Master’s office and the Incident Rooms in the Clock Tower and provision for the support of a long running incident is set out in the flow chart on the next page.
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Oil Spill Management Team Flow chart
OIL SPILL MANAGEMENT TEAM (OST) (Overall command and control of a Tier 2 Incident, assist MCA for Tier 3 Incident) Members
SLPL Harbour Master or Incident Management Team member(s) as available (Chair) DfT (MCA Holyhead) NRW MMO WG (Fisheries) IOACC HMR&C UKPIA (If Required)
INCIDENT MANAGEMENT TEAM (IMT) (SLPL Internal Management of an Oil Spill Incident) Members
Harbour Master And Assistant Harbour Master Port Operations Manager Members of Support Teams as required
INCIDENT RESPONSE TEAM (IRT) (Lead Tier 1 Incident, assist Tier 2/3 Incident) Members
Duty Manager (Team Leader) Port Control (Communications, Event Recorder) Supervisor Port Trainer Port Service Assistant Support Teams
Technical Services Tank Farm Pilots, Tug, Ship & Port Pilot Launch and Management Workboats Provide additional Provide support to IMT Safety monitoring, manpower, source and IRT Spill survey and Set up public materials, plant and monitoring, interface, waste disposal Boom deployment Assist Technical Services with resources
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3.4 Internal Alerting and Call-out Procedures
On receipt of an initial spill report the Harbour Master must be advised immediately. The Harbour Master will confirm the incident details and determine the level of clean-up operation necessary and the requirement of the Incident Management Team (Oil Spill Management Flow Chart P34). All calls and decisions made must be recorded, and an Oil Spill Report form raised (Part 2 Section 5.1.2).
3.5 Oil Spill Management Team (OMT)
For tier two and tier three incidents, an Oil Spill Management Team (OMT) will be established at the Incident Room, Admiralty Pier, under the chairmanship of the Harbour Master or IMT member. Depending on the circumstances of the incident, an OMT may be established for a tier one response. The OMT will provide the command and control structure to co-ordinate and direct the incident response. The OMT will consist of representatives from the organisations and authorities shown in section 3.6.
In the event of a Tier Three incident and the implementation of the National Contingency Plan, the OMT will assist the MCA and appropriate members of the OMT will re-deploy to the SCG.
The MRC will act in the overriding interest of the UK and will monitor the response by the operator / Harbour.
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3.6 External Organisations Represented on OMT
The chart below shows the varying responsibilities of the organisations and authorities that may be used in the event of an incident.
D f T NRW Departme nt for Transport
MCA Responsible for water quality in River and Co-ordinate maritime Search & Rescue; estuarine areas Primary contact in event of spill; Waste disposal Classification, categorisation and monitoring of the spill; Controlled waters to 3nm offshore UK Government response; Advisors on wildlife and landscape Authorityh to co-ordinate response in Concerned with the conservation of accordance with the national contingency offshore coastal & intertidal seabirds and plan; mammals Provide data for scientific assessment of Responsible for mobilising government equipment for offshore & onshore clean-up; the environment Establish SCG with local authority. JNCC advisory forum on nature conservation in UK and internationally Responsible for the dispersant approval Authority for the approval of dispersant use in consultation with Welsh Government Fisheries within Welsh inshore waters
Anglesey Council MMObeyond 12nm
Marine Management Association
Co-ordinate local response for oil spill clean- up operations MMO consults on the implications for fisheries Co-ordinate with MCA concerning and marine fauna and flora with NRW establishment of SCG
UKPIA HM REVENUE & CUSTOMS Unit ed Kingdom Petroleum Industry Association
Consultation service Waterguard Department responsible for Technical and Information Services claiming Petroleum Revenue Tax from landed recovered oil
WELSH GOVERNMENT
Responsible for the protection of Welsh fisheries interest and the marine environment within Welsh inshore waters
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3.7 Categories of Incident
The Port of Holyhead has in place a three tiered incident response system for oil spillage (Section 1.5). The responsibility of escalating an incident from Tier 1 to Tier 2 lies with the Harbour Master.
Levels of Call-out
Tier One Incident
For minor spills, where the response is addressed within the harbour area, the Harbour Master will take the appropriate action and arrange for safe storage and legal disposal of arising. Since all oil spills, regardless of size, have to be reported to the Authorities, the Harbour Master will always alert the MCA.
Tier Two / Three Incident
Regardless of the location of a tier two or three incident, the Oil Spill Management Team will convene. The representatives from the various organisations will differ dependent upon the tier. The Ports Internal Incident Management Team (Section 3.3) and also the external organisations, which may be represented for the various tiers are shown in Figure 3.6. (Adler and Alan are Stena Line Ports Ltd (Holyhead Tier 2 responders).
3.8 Shoreline Coordinating Group (a representative may be required from the port)
The implementation of the National Contingency Plan may involve NRW establishing a SCG / TCG, the MCA will support this accordingly.
3.9 Setting up the National Response Units
Reference should also be made to the National Contingency Plan.
During the management of a counter pollution response to an incident, the hierarchy of aims is:
to prevent pollution occurring; to minimise the extent of any pollution that occurs; and to mitigate the effects of that pollution.
Separate, but linked, response units direct operations. There may be units to handle salvage, SCU, action at sea, MRC and action on the shore SCG.
3.10 Environmental Group (a representative may be required from the port)
An environment group provides environmental advice to all of these units. Not all incidents require all these response units. However, the arrangements for managing the incident must allow for the possibility of salvage operations, action at sea and action on shore taking place simultaneously. 37 Original: April 2017
The accommodation for each unit should have sufficient telephone lines to enable full liaison with outside bodies. Photocopier and fax facilities are essential, although noisy equipment should be located in a separate room. Fixed VHF equipment would be desirable. Television and video facilities can be extremely useful for playing back videotapes from aircraft and helicopters, as well as watching local and national coverage of the incident. Wall space to display several charts and situation boards is essential. Those holding responsibility for keeping the situation boards continuously updated should be aware that their objective is to present a summary of the current situation and response actions being taken.
3.11 The Salvage Control Unit (a representative may be required from the port)
The Secretary of State's Representative (SOSREP) will decide whether the salvor has the capability to carry out the necessary salvage actions, in terms of personnel and material. He decides whether it is necessary to set up a SCU. If the size of the incident merits the establishment of a SCU, SOSREP travels to the scene of the incident at an appropriate time.
The report identified that, during salvage activities, ultimate control over all operations should become the responsibility of a single designated Secretary of State's Representative (SOSREP) for purposes of maritime salvage and intervention and that the SOSREP could not abdicate his responsibility. Whether or not he exercised any intervention powers at all SOSREP would be in no doubt whatsoever that he was in charge and would be held responsible for the outcome of all plans and decisions. Put simply - to ignore a situation is not an option.
The powers of intervention with which SOSREP is invested could indeed not be more far reaching. They are, however, presently wider for response to pollution than for safety. They provide that SOSREP can direct a person to take, or refrain from taking "any action of any kind whatsoever". Indeed, if SOSREP is not convinced that the person directed can, or will, take the action then he may cause the action to be taken himself - even if this includes the total destruction of a vessel.
The legislation also creates criminal offences for non-compliance with a Direction. It should be noted that Directions must be given to specified persons who are those being in charge of a vessel or a port or harbour authority.
3.12 Marine Response Centre (a representative may be required from the port)
In almost all cases involving a national response, whether ship or offshore installation related, the MCA establishes a Marine Response Centre (MRC) at the most appropriate location. The MRC considers and implements the most appropriate means to contain, disperse, and remove potential pollutants from the scene based on all the information available to them
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Section 4: Response Strategies
4.1 Health and Safety
1. Statutory Duties
Applicable Statutory Law and its Implications
The Health and Safety at Work Act 1974 places a clear duty on all employers and persons responsible for premises to ensure that the workplace is safe and in the case of the employer, to have a safe system of work. This duty is placed regardless of whether the workers are employees, sub-contract workers, temporary workers or self-employed persons.
Implementation of the Management of Health and Safety at Work Regulations 1999 requires that, all employers carry out suitable and sufficient Risk Assessments of all tasks to be undertaken in the workplace. Where five or more employees are employed then the Assessment is to be recorded and those at particular risk must be informed accordingly.
These same regulations require that the employer executes a Safety Management System and that measurement of performance against standards is made. All employees must receive adequate training, information and supervision. Additionally, there is a requirement for all employees to receive suitable and sufficient health surveillance to ensure that they are fit to carry out the work and that the work and conditions do not cause them adverse effect.
The Provision and Use of Work Equipment Regulations 1998 requires that all equipment provided for use at work is safe and fit for purpose. The persons using the equipment must be adequately trained in its use and the operation must be properly supervised.
The Personal Protective Equipment at Work Regulations 1992 (as amended) requires that all equipment provided is fit for purpose and does not cause adverse effect. That all personnel are trained in its use and that all associated risks are recorded controlled and pointed out to those affected.
The Manual Handling Operations Regulations 1992 requires that all work where lifting, pulling and pushing is involved, is assessed and all risks to the health and safety of those involved are reduced to a level as low as reasonably practicable.
The Control of Substances Hazardous to Health (Amendment) Regulations 2004 requires that all substances to which a worker may be exposed, including dusts and gasses are properly assessed and the risks to health reduced to a safe and acceptable level.
2. Site Safety Assessment
Full account must be taken of the health and safety requirements for all personnel involved in oil spill response activities. The Site Specific Health and Safety Plan
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Assessment Form lists site characteristics, site hazards and personal protective equipment and site facility needs.
This plan is intended to act as an aide-memoir to ensure that all applicable health and safety requirements are considered and appropriate actions are taken.
To achieve a Safe Operation, those in charge of the Response must follow those generalised parts of the Contingency Plan, which apply in all circumstances. Additionally they must have available the means to prepare those elements of the Plan which are Site and Response Specific.
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Site Specific Health and Safety Plan Assessment Form 1. APPLIES TO SITE :
2. DATE : 3. TIME : 4. INCIDENT :
5. PRODUCT(S) : (Attach MSDS)
6. Site Characterisation Tick all relevant boxes 6a. Area Ocean Bay River Saltmarsh Mudflats Shoreline Sandy Rocky Cliffs Docks
6b. Use Commercial Industrial Farming Public Government Recreational Residential Other
7. Weather Ice/frost Snow Rain Wind Sun
8. Site Hazards Bird handling Fire & explosion Slips, trips and falls Boat safety Heat stress Steam and hot water Chemical hazards Helicopter operations Tides Cold stress Lifting Trenches, excavations Drum handling Motor vehicles UV radiation Equipment operations Noise Visibility Electrical hazards Overhead/buried utilities Weather Fatigue Pumps and hoses Work near water Other Other Other
9. Air Monitoring
O2 LEL Benzene
H2S Other (specify)
10. Personal Protective Equipment Foot Protection Coveralls Head Protection Impervious suits Eye Protection Personal Floatation Ear Protection Respirators Hand Protection Other
11. Site Facilities Required Sanitation First Aid Decontamination
12. Emergency Plan Requirements Alarm system Evacuation plan
13. Contact details required Fire Doctor Ambulance Police Hospital Other
14. Date Plan Completed
15. Plan Completed By
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a. Site Survey
A Site Survey Form should be available, which when followed correctly will add all of those site unique details which assist in the decision making process and remind staff of essentials which might otherwise be omitted.
The Site Survey should address the safety of those personnel taking part in the cleanup as well as those members of the public who may also be involved.
The following list indicates a few of those subjects which, should be addressed, assessed and reported in the survey. The list is by no means exhaustive.
. Communications Requirements . Exposure to Temperature . Feasibility of Handrails or Ropes . Hazards to the eyes . Lack of or Shelter from Weather . Lighting conditions . Machinery Usage . Manoeuvrability . Manual Handling . Pedestrian Traffic . Requirement to access Confined Spaces . Sample collection . Terrain Surface and Incline . Vehicle Traffic . Visibility . Water Hazards
b. Operations Analysis
Having surveyed the site and assessed the aspects which are influenced by the terrain, water conditions, and other pertinent factors. The On Scene Commander will assess the way in which the operation is to be conducted.
The intention to use the following facilities should be stated and the reasons for and priorities of each facility established.
. Cranes . Boats . Breathing Apparatus. . Fork Lifts . Hoses and Pumps . Low Loaders . Motor Vehicles . Raking and Sweeping Gear
c. Site Control
It is essential that those in charge of the spill clean-up have control of the site as soon as possible and before any significant part of the cleanup operation begins. Access to the site must be restricted to those personnel who are essential to the cleanup operation.
Arrangements must be made for the area to be barriered, closed and policed such that no one can enter the work area without reporting to the site supervisor. No
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workers should be allowed on site until they have received the full vetting and briefing with respect to the Safety Plan.
d. Logistics and Supplies
Specifically with respect to Safety, it should be ensured that the appropriate equipment, materials and substances are available at the required times. Particular attention should be paid to the availability of the various sizes of protective clothing required. This sometimes cannot be established until the members of the workforce have been detailed and their individual roles and tasks decided.
Consideration must be given for a prolonged clean-up operation possibly stretching to 24 hours operations. In which case shelter, accommodation, feeding, refreshment, rest areas, sanitation and first aid must be available.
Where training has to be delivered prior to work commencing, the necessary instructors and equipment must be available before work commences. It is an error to allow experienced workers to commence work whilst others are waiting for training.
Protective Clothing. If the weather is at all inclement, the protective clothing issued to workers must be warm, water and chemical-proof. It should include coveralls, gloves, boots, eye protection and headgear. If the weather is warm, the use of the same protective clothing may be necessary, but the requirements for ventilation and cooling will be greater.
Personal Protective Equipment (PPE) PPE includes:
. Breathing Apparatus including Respirators; . Flotation Suits and Vests; . Gloves / Gauntlets; . Protective Clothing; . Goggles, Visors and Safety Glasses; . Hard Hats; . Insulated Clothing; . Reinforced Boots, Shoes and Gloves.
First Aid. The Health and Safety (First Aid) Regulations 1981, together with the New Code of Practice on First Aid, lay down the requirements for trained first aiders and the equipment that must be provided. A foreshore clean-up is considered as a special circumstance and the appropriate extra provisions should be taken into account.
e. Personnel
Selection of personnel to carry out the clean-up must be dominated by safety considerations.
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3. Safety on the Foreshore
During the execution of a foreshore Site Survey, access to the area to be cleaned must to be carefully assessed. Account needs to be taken of low and high tides and the need for workers to access inlets, cliffs and terrain difficult to navigate. Tide tables should be consulted as well as the taking of advice from those with local knowledge.
Where necessary and appropriate, the use of equipment such as handrails, ropes and ladders should be considered.
Where workers are, by necessity, required to work out of sight of one another, communication between them and the supervisor is essential.
The provision and use of Personal Emergency Beacons and Distress Flares by appropriate personnel should be considered.
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Shoreline Survey Report Form
A SITE DETAILS
A1 Incident A2 Project Code A3 Date Day Month Year A4 Time survey started Local GMT A5 Site name No. A6 Map/chart ref. Grid/lat-long A7 Photos : Yes No Roll no. A8 Video: Yes No Tape no. A9 Surveyed by Foot Boat Air A10 Completed by (print name) (signature)
B WEATHER CONDITIONS
B1 Wind speed B2 Direction B3 Sea state B4 Time H/W B5 Time L/W B5 Current
C SHORELINE FEATURES
C1 Shore type % C2 Shore access C3 Load Bearing Cliffs Metalled road Bedrock Track Firm will support any vehicle Boulders (>10 cm) Pathway Pebbles (1-10 cm) Steps Good 4 wheel drive Gravel (2mm - 1cm) Slipway Sandy Car park Soft tracked vehicles Mud Boat Man-made Other Very soft will not support vehicles Marsh/mangrove Other ……………
D SHORELINE USAGE
D1 Industry Sea water intake Fisheries Docks Other Unknown Details
D2 Recreational Bathing Marina Watersports Hotel Moorings Other Unknown Details
D3 Ecological Important habitat Rare species Birds Dunes Wildlife casualties Unknown Details
E SUITABILITY FOR PARKING / EQUIPMENT STORAGE
E1 Area available? Yes No E2 Security needed? Yes No Details
F STORAGE FACILITIES FOR OIL/ OILED SOLIDS
F1 Facilities for oil Available (add details below) Not available F1 Facilities for oiled solids Available (add details below) Not available Details
Forwarded to : Planning
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G SKETCH MAP OF AREA (Plan view and shore profile/s) Site
Have you included the following? Band A,B,C. . . . . North arrow Scale Boom anchorpoints Pits Photo locations % Cover Access points Key landmarks Likely disposal sites Oil Distribution. Position H/L tide Slope Backshore features Access Restrictions
KEY
Site Date
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H SURFACE OILING (see key below and visual aid) H1 Band H2 Area H3 Dist. H4 Thi H4 Thickness H5 Character H 6
Z o n e Length m Width m % 1 2 3 4 5 F M T C R P D US MS LS A B C D E F
H1 Band: Delineated on sketch map. Use identifiers A, B, C. bands to be chosen to have fairly even oil distribution and thickness H2 Area: Length and width of the oiled area at each zone. If multiple bands of oil across shore, width represents the sum of them H3 Distribution: The % of the surface within an area covered by oil. (see visual estimation chart below) H4 Thickness: Average or dominant oil thickness within an area. 1 = Pooled Oil > 1cm thick 2 = Cover 1mm - 1cm thick 3 = Coat 0.1mm - 1mm thick (can be scratched off rock with fingernail) 4 = Stain < 0.1mm thick (cannot be scratched off easily) 5 = Film Transparent or translucent film or sheen H5 Character: F = Fresh Unweathered, low viscosity M = Mousse Emulsified T = Tar Balls or Patties Balls < 10cm; Patties > 10cm C = Tar Coat Weathered coat or cover R = Surface Residue Non-cohesive, oiled surface sediments P = Asphalt Pavement Cohesive mix of oil & sediment D = Debris Seaweed, rubbish etc... H6 Zone: Refers to height on shoreline. US = Upper Shore MS = Middle Shore LS = Lower Shore
Visual estimation of surface oil cover
10% 20% 30% 40% 60% 70% 80% 90%
Site Date
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J SUBSURFACE OILING J1 Pit J2 Penetration Depth J3 Concentration and Range (cm) AP OP PP OR OS TR NO #1 #2 #3 #4 #5
AP = Asphalt Pavement - cohesive sediment / weathered oil mixture OP = Oil-filled Pores - pore spaces in the sediment matrix completely filled with oil PP = Partially Filled Pores - pore spaces filled with oil (oil flows out of sediment when disturbed) OR = Cover (>0.1 - 1 cm) or Coat (0.01 - <0.1cm ) of oil residue on sediments OS = Stain (<0.01 cm ) or film oil residue on the sediment surfaces. Non cohesive. TR = Trace - discontinuous film or spots of oil on sediments or tackiness with no visible evidence of oil NO = No visible or apparent trace of oil
Have samples been taken? Yes No Have all the samples been labelled? Yes No
SUMMARY OF PROPOSED ACTION - (After on Site Evaluation)
Clean up Strategy Approval
Authorised by (Print AuthorisedName) by (Signature)
Forwarded to : Planning
Site: Date:
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4. Safety on the water
Agreements with the Coastguard should be reviewed and complied with. At the very least, they should be informed of the vessels operating in their area together with all necessary detail of vessel capability and POB.
Protective Clothing. Workers operating from sea-going vessels should be equipped with harnesses built to BS 1397. They should, at all times, wear a self or automatic inflating lifejacket and should be protected by a Survival Suit.
5. Safe Operations
Risk Assessment
Hazard Identification. The identification of all hazards at a worksite or spill location is a singular task that should be done by involvement of the people who are expected to carry out the work. The supervisor responsible for co-ordinating the risk assessment should ensure that all hazards are identified before the next step in the process is attempted. A hazard is an object, place, process or circumstance with the potential to do harm in the form of injury, damage, delay or pollution.
6. Decontamination
Conditions requiring decontamination Where workers have been wearing waterproof and protective clothing, it is likely that the clothing will become contaminated by oil or chemicals that might have been used during the clean-up operation. The clothing needs to be cleaned to prevent further contamination. Facilities for such cleansing should be made available either near to Rest or Feeding areas or close by, but clear of the work site.
Personal hygiene practices on the job Workers should be instructed on the dangers of ingesting hydrocarbons and chemicals through contact of contaminated equipment or clothing, such as gloves via the mouth and nose. Facilities for removing protective clothing and washing before consuming food or smoking should be made available.
Decontamination Area Drainage The decontamination area where clothing and personal equipment is cleansed should be arranged so that cleansing water and contaminants are drained into tanks. Care should be taken to ensure that contaminated waste does not drain into either the normal drainage system or into the soil under the decontamination area.
Disposal of Contaminated Clothing Clothing, which is not fully washable or capable of having all traces of contaminant removed may need to be disposed of safely. Such clothing may comprise Special or Hazardous Waste. If incineration facilities do not exist at the site, the clothing may need to be delivered to the Local Authority or to a Hazardous Waste Contractor.
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4.2 Oil Spills
1. Introduction
An oil spill can occur almost anywhere - a leakage or accident during transportation or during use, which can affect many areas including sea, coastlines, harbours and land.
Oil contains a variety of different types of hydrocarbons. The exact composition is dependent upon its origin. Oil may also contain a variety of impurities such as sulphur and nitrogen products. Generally oil is of relatively low toxicity, however this is dependent upon the properties of the source oil. The route of human exposure is via inhalation and skin absorption.
Oil when released in a spill will be subjected to various actions:
. Spreading; . Evaporation; . Oxidation; . Dissolution; . Emulsification; . Microbial Degradation.
The effect of all these actions is to reduce the original oil volume by evaporation but increase it by emulsification, also reduce its flammability and its toxicity. The rate of these actions is dependent upon the physical composition of the oil and environmental conditions prevailing at the time. Therefore to be able to effectively combat a spill these factors must be known.
2. Response to Oil Spills
This section provides guidelines on the type of response strategy that should be adopted for different type of oil spill incidents.
No Oil Type Specific Genre Characteristics Examples Gravity 1 Light oils < 0.8 White Non-persistent, Petroleum, Diesel oils Volatile Marine Gas Oil 2 Heavy > 0.8 Black Persistent, Fuel Oils oils oils Fluid / Viscous / Emulsion
By selecting the appropriate strategy figure, the user can derive an indicative strategy path to mitigate the effects of an Oil Spill, consistent with safe practice and net environmental benefit.
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4.2.4 Oil Spill Response Guidelines Flowchart
OIL SPILL INCIDENT
PLACE TIER TWO NO ALERT IS THE SITUATION CONTRACTOR ON EMERGENCY SAFE? STAND BY SERVICES
YES
DOES THE INCIDENT NO YES RECOVER USING CAN THE SPILL POSE A THREAT TO •MECHANICAL SKIMMERS BE CONTAINED? THE SHORELINE? •VACUUM SKIMMERS •ADSORBENTS
YES NO
MONITOR AND MOBILISE TIER ALERT EVALUATE THE TWO CONTRACTOR NRW/MMO/MCA INCIDENT
NO IS AN ENVIRONMENTALLY TRACK THE SENSITIVE AREA UNDER LEADING EDGE THREAT? YES ARE FISHERIES / YES SHELLFISH UNDER THREAT?
NO NO INSTALL DEFLECTION IS OIL AMENABLE / DEFENCE BOOMS TO DISPERSANT?
YES NO ATTEMPT HAS DISPERSANT CONTAINMENT AND USE BEEN APPROVED RECOVERY BY NRW?
YES SHORELINE APPLY DISPERSANT CLEAN UP TO THE LEADING EDGE? OPERATIONS
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4.2.5 Tactical Response Plans (TRP’s)
The following section gives details of the strategies to employ for the various type of oil spill incidents which could occur within the Ports jurisdictional waters. The TRP’s are designed to enable a swift decision to be made as to what strategy / tactics to employ in response to an incident dependent upon oil type and the location of the spillage.
TRP 1
TACTICAL RESPONSE PLAN 1 Location: Harbour Area Oil Type: Light Oil Primary Strategy: Secondary Strategy: Recovery / Containment Absorbents Introduction: Light oils (such as diesel) evaporate and disperse quite rapidly in the correct environment. If it is possible to contain the spillage close to its source then this should be undertaken, thereby reducing the overall area where an active clean-up is required. Recovery of the gross oil may be undertaken by vacuum systems / trucks and ‘final polishing’ by using absorbent pads. Absorbent booms may be used to sweep the spillage using small vessels. Safety: . Stop all operations in the area . Prohibit smoking and Naked Flames . Ensure all personnel wear full PPE . Persons using vessels / working on the water’s edge should use lifejackets. Tactical Response: . If possible, boom the spillage close to its source. . Once Oil Spill Contained, commence recovery using vacuum system / truck . Use small boats and an absorbent boom sweep system to corral oil and move to the vacuum system / truck. . For small patches of spilled oil, use absorbent pads to remove from the water’s surface. Considerations / Requirements: . As the Harbour is subject to tidal influences, it will be necessary to attach all containment booms to ‘running moorings’ to allow then to rise and fall with the tide. . If the area where the spillage has occurred dries out at low water, then it will be necessary to utilise shore sealing type booms. . It is essential that all recovered oil and absorbents are disposed of in the correct manner. If it is necessary to use temporary storage devices, then NRW should be consulted regarding Waste Disposal Licensing.
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TRP 2
TACTICAL RESPONSE PLAN 2 Location: Harbour Area Oil Type: Spirit (Petroleum etc) Primary Strategy: Monitor Secondary Strategy: Agitation / Absorbents Introduction: Spirit will spread rapidly over the water surface. It is likely to evaporate rapidly in the first few hours after a spillage, due to the many light ends. Spirit spills in an enclosed environment pose an explosive hazard. There is little that can be done actively to recover spirit from the water surface. The most acceptable strategy is usually to encourage the products to evaporate and disperse naturally. Safety: . Stop all operations in the area . Prohibit smoking and Naked Flames . Evacuate the area . DO NOT attempt to contain the spillage – allow it to spread . Call the Emergency Services Tactical Response: . STOP ALL PORT OPERATIONS IN THE AFFECTED HARBOUR! . The initial tactical response to this incident is to do nothing for the first few fours apart from considering the SAFETY of life. The Emergency Services should take charge of the initial response effort. . When considered to be safe, assist the dispersion of the product by agitating the spillage using water jets / fire hoses and possibly the propeller wash / bow waves of vessels. . For large concentrations of spilled product, use absorbent pads to soak up the product. Considerations / Requirements: . Upon arrival at the scene, the Emergency Services Primary Response is likely to be to smother the spillage with Foam (post consultation with NRW) to inhibit Fire and Explosion. If it is considered to be SAFE not to smother the spillage, this should be encouraged. The reasoning behind this is that up to 80% of a spirit spillage on water may evaporate rapidly. If the spillage is smothered, evaporation will not take place, and there will become a need for a major manual clean-up operation to be undertaken.
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TRP 3
TACTICAL RESPONSE PLAN 3 Location: Harbour Area Oil Type: Heavy Oil Primary Strategy: Containment Secondary Strategy: Recovery / Dispersant Introduction: Heavy Oils do not evaporate and disperse as readily as light oils and spirits. It is for this reason that they are referred to as ‘Persistent Oils’. For oil spills like this, it is necessary to contain the oil near its source of spillage and then to actively recover the oil from the water’s surface. For large amounts of oil spilled of this type in open seas, chemical dispersants may sometimes be used to disperse the oil into the water column. Dispersant use may not be the best option however for dealing with such oil spills in the Port and dispersant use here cannot be undertaken without formal approval from NRW. It is therefore essential to consult NRW as to whether dispersant use would be beneficial and for NRW to grant formal approval for dispersant use before any dispersants are used in Harbour Waters. Safety: . Stop all operations in the area . Prohibit smoking and Naked Flames . Ensure all personnel wear full PPE . Persons using vessels / working on the water’s edge should use lifejackets. Tactical Response: . If possible, contain the spillage close to its source. . Once Oil Spill Contained, commence recovery using Disc or Weir Skimmers, pumped to temporary storage tanks that should be located on the quayside. . Use small boats and an absorbent boom sweep system to corral oil and move to the recovery device. . Where sensitive areas lie in the vicinity of the spillage, undertake protective / deflection booming of these areas. See image 1.0: Coastal and Marine Resources Sensitive to Oil Pollution on page 26 for locations. . For small patches of spilled oil, use absorbent pads to remove from the water’s surface. . There is no formal standing approval or agreement with NRW for application of dispersant in the Port limits.
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4.3 Dispersant Use
After consultation with WG Fisheries and NRW the use of chemical dispersant is not permitted within the area covered by this Plan.
Under the terms of the Marine and Coastal Access Act 2009, and the Marine Licensing (Exemption Activities) (Wales) Order 2011, it is legal requirement that oil treatment products may be used in English or Welsh waters only if they have been formally approved for this purpose by the MMO or NRW accordingly. In addition, specific permission from NRW, which acts on the WG’s behalf for approvals in Wales, must be obtained before any such products are used in waters up to 12nm – this includes any use in tidal docks and locks and on beaches shorelines or structures such as piers and breakwaters.
4.4 Oil spill within the Harbour Area
Oil spilled within the Port Area will be recovered using the Tier 1 materials and equipment held in stock by the Port at each Terminal. In the event that a larger spill occurs it will be recovered and disposed of by an accredited contractor, specified in the Contacts Directory on Page 88. Anything arising will be legally carried for disposal. Consideration as to the effectiveness of the above will need to be taken into account and will depend on the tidal regime at the time of the spill.
At a meeting of the named consultees it was agreed that in most cases any spillage of the size nominated within this study would be recovered whenever possible using Sorbent materials or mechanical recovery systems. It must be noted that sorbents other than booms, rolls, tails and pads (classified as equipment) i.e. granules, chips, moss, sawdust or chemicals (lose substances) require approval from NRW acting on behalf of the Welsh Government Minister before being deployed. Where heavy concentrations were threatening a sensitive area or colony, local boats capable of sweeping the oil with booms will be mobilised, in order to reduce the amount of oil liable to impact the coastline. This action would be undertaken on the advice of The Environment Group.
Stanley Embankment
The closure of the gate on Stanley Embankment may also be feasible to reduce ingress of spilt oil into the Inland Sea. Responsibility for closing the sluice gate lies with Network Rail.
Oil spill sampling
Samples of the spilt oil should be taken as soon as possible before the oil has weathered. These samples may be required as evidence in legal proceedings. Guidance in the matter of collection samples is given in MCA STOp Notice 4/2001 (Appendix I).
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4.5 Disposal Plan
All waste arising from an oil spillage will be handled systematically and strictly in line with the current Regulations. Policy and instructions are identified in Section 1.10. A waste disposal action checklist is shown in Part 2 Section 6.3.
Within the resources of the Plan, initial holding and storage will be possible through use of portable storage tanks as listed in Part 3 Section 11 and thereafter the oil will be disposed of using a local licensed contractor. Because of the length of shoreline, and the tidal flows involved, it has been difficult to nominate specific temporary waste holding areas. However criteria for them have been agreed with NRW and are shown in section 6.3 Page 65, these must be adhered too.
Licensed transport contractors are listed in Section 9. In the event of a Tier 2 or 3 spill response, the legal disposal of recovered oil will be undertaken, through a disposal route agreed with the NRW, on behalf of The Port of Holyhead. This will be managed by the Port’s nominated Oil Spill Contractor, Adler and Alan, duly accredited to Level 3 by UK Spill.
All waste arising from an oil spillage should be handled systematically and strictly in line with checklist shown in Part 2 Section 6.3. Within the resources of the plan, initial holding and storage will take the form of a portable, temporary storage tank on the quay and thereafter the oil will be disposed of using a local licensed contractor.
Sites identified within this plan
After consultation with Natural Resources Wales, three primary sites and one secondary site have been identified within this plan where oiled waste may be stored on concrete based areas ready for collection and legal disposal. These are indicated on the map on page 75 of Section 6.3 Waste Disposal Action Checklist.
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Part 2: Actions and Opertaions
Section 5: Actions Sheets
5.1 Observer of The Incident
Observer of the incident calls:
MCA and NRW SLPL Holyhead Police which obtains fullest details with contact number of the observer if possible
Information passed to Holyhead Port Control
24 Hours Call Holyhead Port Control, contact
Harbour Master
VHF Or Mobile phone
For specific telephone numbers see Section 9
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5.1.2. Information to be obtained as initial spill Report
Date: ______
Time: ______
1. Name of person reporting incident ______
2. Job Title ______
3. Details of Company/organisation or address ______
______
______
4. Call back number ______
5. Location of the Incident ______
6. Estimated quantity of spilled oil ______litres/tonnes
7. Type of oil spilled ______
8. Action taken to prevent further spillage ______
______
9. Other relevant information ______
______
______
______
______
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5.2 Harbour Master
Initial response upon notification of a spill
Oil Spill
Where is the spill? What amount and type? What type of oil Tidal status Weather conditions
REMAINING IN PORT AREA MOVING OUT OF SEA
Is the spill being Mobilise Tier 1 Equipment & handled by port Personnel NO users / Report spill to: operators? MCA, NRW
YES
Mobilise Tier 2 and/or Tier 3 Response; Is sufficient Can it be action being Notify NRW /Welsh allowed to NO NO taken? Government Fisheries disperse naturally?
YES
Is spill likely to impact sensitive shoreline? Report spill to MCA, NRW
NO YES YES
Consult with NRW Report spill to Monitor until clean-up regarding appropriate MCA, NRW completed and response Monitor complete report organise disposal of it. form Complete spill report
Clean up as required. Dispose of arising monitor. Complete spill report
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Action sheet
In the event of a call out requirement, the following action sheets should be used as a check list to ensure proper cover of all aspects of response.
HARBOUR MASTER
NO. ACTION REFER TO Obtain all available information. Inform Operations Manager. Ensure that an Incident Log has been started 1 Sect 6.3 including record of times, persons involved, action taken together with reasons. Tiered Determine initial level of manpower and equipment Response 2 resource mobilisation required. Sect. 4.2 and 11 Statutory Establish communication with all concerned parties and Notification 3 ensure that statutory reporting requirements have been Sect 6.3 Form carried out. (C1) Determine level of response that has been initiated and Tiered 4 inform MCA and NRW of intended response. Determine Resources level of response required from duty personnel. Sect. 1.5
Mobilisation Contact/Call out Incident Response Team Personnel as 5 Procedure appropriate. Sect. 3.3 MCA’s STOp Ensure that a sample of spilt oil has been taken especially Notice 4/2001 6 when the origin of the spill is unknown or legal proceedings Sect.6.3 & are liable to be taken. Appendix I TIER 1 SPILL RESPONSE
NO. ACTION REFER TO Statutory Call-out Duty Team to handle all additional spill Notification 7 notifications. Sect. 6.1 Form (C1) Monitor situation. Obtain regular briefings from Clean-up 8 Supervisor on progress of clean up.
Determine likely impact of incident. Complete and log a full 9 report
If it appears that the spill has escalated, proceed as for Tier 10 2 and Tier 3 incidents.
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TIER 2 AND 3 INCIDENTS
NO. ACTION REFER TO
Contact Adler & Alan and agree primary level of response Section 6.3 11 required. Inform MMO/WGF of intended response. Form (C7)
Start and maintain an accurate log of all communications 12 Section 6.3 with contractor.
Establish communication link with the contractor’s Form (C8) 13 Response Manager and issue a call back number. Section 6.3
Determine extent of incident in terms of: Any casualties Complete Any safety hazard 14 Form (C9) Damage to facilities Section 6.3 Extent of pollution Results of any actions taken so far.
15 Brief Response Supervisor of actions as appropriate.
Establish review / planning meetings and continue 16 communications and briefings.
When incident stand down confirm incident closure with all 17 agencies involved.
Complete incident log and ensure receipt of report from 18 response supervisor.
Escalation of Response
In the event that a response escalates to Tier 2/3 level, sufficient personnel must be mobilised to establish a Marine Response Centre and room must be made available to meet with personnel from external agencies.
The Harbour Master will retain the position of On-scene Commander unless any change is agreed with the Government Agencies involved.
If the response is likely to become protracted, the Harbour Master must make arrangements for the incident room to be managed and run according to the needs of the response team. This may entail providing catering and accommodation arrangements locally.
In the event that outside contractors are employed to assist with the clean-up, due notice must be taken of the Health and Safety Policy contained in Section 4.1 of this Plan.
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5.3 Port Operations Manager
Stena Line Ports Limited, Holyhead Port Operations Manager should be ready to assist if deemed necessary by the Harbour Master and must be in a position to make corporate decisions regarding media reporting and liaising with underwriters and contracts in accordance with Stena Line Emergency Procedures.
PORT OPRATIONS MANAGER
NO. ACTION REFER TO
1 Obtain briefing from Harbour Master with situation report and then relocate to Holyhead Port Control if required.
2 Assess incident in terms of: People Environment Damage to facilities Disruption to business
3 Approve outline response strategy Response Strategy Sect.4.2
4 Approve immediate and future contracted equipment Mobilisation requirements. Procedure Sect. 11
5 Arrange initial Public Relations programme according to Utilise advice the requirements of the Company Emergency Procedures and pro-forma Manual (EMPROC). statement Sect 9.1
6 Attend review meetings in incident room with Harbour Master
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Section 6: Communications
6.1 Notification Matrix
Oil Spill Tier For contact numbers see Section 10 Contact Directory
Organi Organisation 1 2 3 Remarks
If pollution emanates from ashore contact should be made by telephone. Ports Manager If emanates from a vessel the Master should report by VHF VHF channel 14 or telephone
MCA Coastguard will require information on the Oil Spill Report Form on page 66 CGOC - Holyhead
Contact for all spills. NRW
Anglesey Council Contact the Oil Pollution Officer.
Adler & Alan Contact the 24-hr contact number.
Key: Notify immediately by phone Notify immediately by fax Notify during normal working hours.
For Telephone and Fax numbers see Section 9
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6.2 Communication and Reporting Procedures
1. Reporting of Oil Pollution
It is essential that all spills are reported by whatever means as quickly as possible.
A. Responsibility for reporting of oil pollution rests with the Master in all cases involving a vessel and with the berth Operator in the case of a berth or quayside incident. In cases involving a vessel alongside both parties are equally responsible.
B. Any person either ashore or afloat, seeing oil pollution on the water within the Stena Line Ports Holyhead’s jurisdiction or liable to pose a treat to it, should report it whether or not the source is known (Section 5.1).
C. The Harbour Master is responsible for ensuring statutory notifications are made (Section 6.3 Form (C1).
2. Communication
Initially reports will be passed by telephone both landline and mobile (consideration should be given when using mobiles for security reasons). The Stena Line Ports Holyhead maintains VHF sets which would be issued to supervisors once a clean- up strategy had been established. In addition to Stena Line Ports Holyhead communications, individual jetty operators maintain their own VHFs and mobiles that can be used to augment existing if required. (Section 10)
In the event of a clean-up operation a shift system will be instituted to ensure the main switchboard is manned on a 24 hours basis.
3. Alerting Procedures for Other Commercial users
Stena Line Ports Ltd (Holyhead) hold all commercial users contact details. All vessels operating within the harbour limits would be alerted of any incident on VHF CH14.
4. Records
It is essential that all events occurring during an incident are logged and recorded, this will provide assistance if liability, compensation or reimbursement issues arise as a result of the incident. To achieve this, logs should be kept by all key personnel.
Entries in the log should detail as a minimum, events, actions taken, communication with outside Agencies; decision made and points relevant to the operation.
These logs should be forwarded to the Harbour Master once the incident has ended to form part of the final incident report and provide the basis for a ”wash-up” meeting.
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6.3 Oil Spill Incident Checklists & Forms The following pages contain checklists designed to ensure consistency for all response personnel throughout the incident response. The checklists are as follows:
CG77 POLREP Pollution Report Form (C1) This form should be completed to record the initial pollution report (Statutory) and should be forwarded to the MCA – CGOC – Holyhead.
Oil Spill Assessment Checklist (C2) Checklist to ensure that the initial assessment of the oil spill is accurate and all aspects likely to affect the classification, quantity and likely fate of the spilled oil are investigated thoroughly.
Incident Briefing Checklist (C3) Checklist to ensure that all personnel involved in the Incident Management are given a thorough briefing of the incident, and are then able to give a consistent and effective briefing to personnel falling under their management during the incident.
Personal Log Checklist (C4) Checklist to ensure that all personnel involved in the incident response record correct and relevant information throughout the operation and consistent logs are then able to be submitted to the Duty Harbour Master upon completion for use in subsequent reports and actions.
Incident Log Sheet (C5) This log sheet should be copied and used by the Log keeper in order that an accurate log can be kept of the incident for use as required during and after the incident.
Oil Spill Sampling Checklist (C6) This checklist should be used a guidance for taking samples of the spilled oil that may be used legally at a later date. By following this checklist ensures that sufficient sample is taken and that it is packaged and labelled correctly. For further information regarding sampling, refer to STOp notice number 4/2001, which is appended to this document.
Waste Disposal Action Checklist (C7) This checklist should be used to systematically ascertain the primary and secondary storage sites as well as transportation required for the collection and subsequent incineration/burial of waste.
Adler & Allan Notification Procedure In the event of a spill emergency, the nominated Port call-out authority must call Adler & Alan Emergency 24hr number in the first instance; the regional response cannot be activated in any other way.
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CG77 POLREP Pollution Report Form
To MCA – CGOC - Holyhead Copy to Agencies as required From Port of Holyhead C1 Part 1 – Information which should be provided in an initial pollution report
A. Classification of Report: (i) doubtful (ii) probable (iii) confirmed
(Delete as necessary)
B. Date: ______Time: ______pollution observed Identity of Observer/Reporter: ______
C. Position of Pollution ______(by latitude and longitude if possible, state range and bearing from some prominent
landmark) Extent of Pollution ______litres/barrels/tonnes Size of polluted area ______from ______(from where sighted)
(estimated amount of pollution, e.g. size of polluted area, number of tonnes of oil spilled; or number of containers, drums, etc. lost. When appropriate give position of observer relative to pollution)
D. Wind Speed: ______knots; Direction from: ______Tidal status at time pollution observed: ______after/before HW/LW
E. Weather Conditions and sea state: ______sea state/ wave height ______metres
F. Characteristics of Pollution: Type: ______(e.g. oil, crude, diesel: packaged or bulk chemicals UN Number if known, garbage) Appearance:______(E.g.: liquids, floating solid, liquid oil, semi-liquid sludge: tarry lumps; weathered oil,
discoloration of sea; visible vapour; etc.)
G. Source of Pollution: ______(from vessel or other undertaking)
Cause of Pollution: ______
______(apparent deliberate discharge or causality. If the latter give a brief description. Where
possible name, type, size, nationality and Port of Registry of polluting vessel. If vessel underway give course speed and destination if known)
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H. Details of other vessels in the area: ______(to be given if the polluter cannot be identified and the spill is considered to be of recent origin)
J. Photographs taken Yes / No Sample taken for analysis Yes / No
K. Remedial action taken, or intended, to deal with spillage: ______
L. Forecast of likely effect of pollution: ______(e.g. arrival on coastline,
with estimated timing)
M. Names of those informed and other than addresses: ______
N. Any Other relevant information: ______(e.g. names of other witnesses, references to other instances of pollution pointing to source) Part 2 – Supplementary information to be provided later (this part may be disregarded when POLREPS are for UK internal distribution only) O. Results of sample analysis ______
P. Results of photographic analysis ______
Q. Results of supplementary Inquiries: ______
______(e.g. inspection by Surveyors, statements from ship’s personnel, etc. if applicable)
R. Results of mathematical models ______
______
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Oil Spill Assessment Checklist
C2 Oil Spill Assessment Checklist
This checklist is designed to assist those personnel who have the responsibility of initially assessing and subsequently assessing the oil spill incident. These personnel are likely to be the Holyhead Port Harbour Master or the Port Operations Support Manager.
STEP GUIDANCE Assess safety hazards
Determine Oil Spill If source unknown, investigate with care. Source Instigate actions to stop spillage at source IF SAFE TO DO SO! Estimate quantity of Oil Use Oil Spill Estimation guide on Page released if exact amount unknown Assess prevailing and if Determine: possible future weather wind speed and direction conditions. state of tide and current speed sea state
Predict oil fate; Refer to guidance on Page 25 determine direction and speed of oil movement in addition to weathering characteristics
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Briefing Checklist
C3 Incident Briefing Checklist
This checklist is designed to facilitate an effective response team briefing and should be used by supervisory personnel STEP NOTES Specify Safety Hazards
Extent of Problem Size of spillage, type of oil, source
Slick trajectory Tide and Wind conditions
Response actions Strategies to utilise
Resource mobilisation Equipment and personnel
Planning Cycle Meetings schedule
Additional Information Communications, Waste Disposal, Weather Forecast
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Personal Log Checklist
C4 Personal Log Checklist
This checklist is designed to facilitate and provide consistency in the response teams log keeping.
ITEM GUIDANCE
Safety Hazards Note potentially unsafe response activities and measures taken to mitigate the hazard.
Record all accidents / near miss incidents regardless of how / potentially how serious result.
Initial Notification Record time of notification of oil spill incident and the name of the person informing you.
Daily Activities Keep a daily record of all response activities undertaken, including time and location.
Also include:
Meetings attended
Instructions received / given
Site visits and movements
Contacts with outside agencies
Personal Contacts Generate a list of relevant contacts made, including contact details.
Photographic / Video Note time and location of any photographs / records video taken.
Oil Distribution Make sketches of oiled areas with notes.
Site Supervision Keep a record of all staff under supervision, including hours of work etc. List all equipment utilised.
Expenditure Incurred Record all expenditure and keep receipts.
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Incident Log sheet
C5 Incident Log sheet
Incident Name
Date Page Number Time Comment / Action / Detail
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Oil Spill Sampling Checklist
C6 Oil Spill Sampling Checklist
This checklist is designed to give guidance on taking samples of spilled oil. By following this checklist, it will be possible to ensure that sufficient oil has been collected, packaged correctly, labelled correctly and handled in such a way that it may be used as part of a legal claim / prosecution. ITEM GUIDANCE Number of samples By law, a single sample of the spilled oil required should be collected. However, it would be desirable to take at least three samples. Sample frequency Whenever an incident is ongoing, at least one sample of spilled oil should be taken per day, where the oil pollution is on the water. Where shoreline impact has occurred, then one sample per every 1km of impacted shoreline should be taken per day. Sample size Generally, at least 500ml of liquid should be taken or in the case of polluted shoreline, at least 50 grams. Method of sampling Where the oil is free floating, it is imperative that the oil is skimmed from the waters surface, and that no excessive amount of water is recovered. Where oil has impacted on the shoreline then oil should be scraped from rocks etc and placed in the sample container. Sealing of sample Samples should be placed in screw top containers bottles and the top sealed with a means of ensuring that it cannot be tampered with, such as an adhesive label placed over the top and bottle. Labelling of Samples Sample bottle should be labelled in accordance with STOp notice number 4/2001 (appended to this document) Information The samples should be sent to the address given in the STOp notice. In addition to this, the MCA should be informed of the fact.
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Steps Actions and Information Type of Tier 2 oil spills Incident Call Adler & In the event of a spill emergency, the duty Marine Officer should call Adler & Alan Alan in the first instance. Adler and Alan duty manager can give advice or arrange mobilisation of the regional UKR Response Vehicle
Tel: +44 (0)800 592 827 (24 hr)
Fax: +44 (0)208 519 3090
Information Name of caller Required Location of spill Source Quantity (if known) Oil type and characteristics (if known) Weather conditions Resources at risk Mobilisation Duty Manager alert response team. Procedure of UK Duty Manager/Response team leader will then call port with ETA. Response UKR Response Team to contact On-Scene Commander. Ensure that a Health and Safety Assessment is carried out before deploying equipment. Fully equipped Rapid Response Vehicle (RRV), an experienced supervisor and two responders available at spill site within 4 hours from call (during working hours) and within 6 hours (outside working hours).
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C7 Waste Disposal Action Checklist
Waste Generated from a Shoreline Clean-up Operation
a) On Site Treatment
1. Discuss requirement to establish temporary storage sites along the shoreline with NRW and the Local Authority, when on or adjacent to an SSSI. 2. If agreed, identify temporary storage sites in close liaison with NRW and Local Authority. 3. Instruct Adler & Alan to construct temporary storage sites. Area to be isolated, outlets and drains plugged, membrane laid, bunded area created, skips set or lagoons lined 4. Confirm treatment methods and ultimate disposal with Regulator and Local Authority. 5. In close liaison with the Adler & Alan agree course of action and assist with the necessary arrangements where necessary.
b) Temporary Storage
1. Discuss requirement to establish temporary storage sites along the shoreline with NRW and the Local Authority. 2. If agreed, identify temporary storage sites in close liaison with NRW and Local Authority. 3. Instruct Oil Spill Response Contractors to construct temporary storage sites. Area to be isolated, outlets and drains plugged, membrane laid, bunded area created, skips set or lagoons lined 4. Identify suitably licensed waste carrier to remove material from site. 5. Confirm with waste carrier the disposal route and ultimate disposal site. Liaise with NRW to ensure that the disposal strategy is acceptable. 6. Ensure all associated paperwork, i.e. consignment notes, are retained and catalogued.
c) Take to Refinery / Incinerator (mainly for oily liquids only)
1. Identify suitably licensed waste carrier to remove material from site. 2. Identify suitable facility to receive the waste. 3. Confirm with waste carrier the disposal route and ultimate disposal site. Liaise with the Regulator to ensure that the disposal strategy is acceptable. 4. Ensure all associated paperwork, i.e. consignment notes, are retained and catalogued.
d) Direct Transportation to Appropriate Disposal Site for Burial
1. Identify suitably licensed waste carrier to remove material from site 2. Confirm with waste carrier the disposal route and ultimate disposal site. Liaise with the Regulator to ensure that the disposal strategy is acceptable. 3. Ensure all associated paperwork, i.e. consignment notes, are retained and catalogued.
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Temporary storage sites at Holyhead agreed with NRW
Oily Liquids Recovered at Sea and Held on a Dedicated Oil Recovery Vessel
1. Notify HM Revenue and Customs that you intend to land recovered oil. 2. Identify suitable oil handling plant (refinery) to receive the waste. 3. If 2 is not available identify a harbour with a suitable berth for handling oils. 4. Identify a suitably licensed waste carrier to take the oily liquids off the vessel. 5. Confirm the disposal route with the waste carrier. 6. Notify Regulator and confirm that the identified disposal route meets with their satisfaction. 7. Ensure all associated paperwork, i.e. consignment notes, are retained and catalogued.
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Section 7: Sensitivity Areas Response Information
7.1 Useful Information
The inter-tidal and shallow sub-tidal rocky and sandy habitats in the Inland Sea between Holy Island and the mainland are of marine biological importance and sensitive to oil and dispersed oil throughout the year. There is a water abstraction point in Church Bay at “The Lobster Pot.”
Moreover, almost the whole Anglesey coast has been designated AONB (Area of Outstanding Natural Beauty).
Access: Much of the open coastline is cliffed with limited access from land, even for pedestrians. The coast between the Inland Sea between Holy Island and the mainland is low lying with various access points, but much of it is ringed with saltmash and soft mud.
Bird population: The cliff nesting birds are present on cliffs and inshore water throughout the year, with peak numbers from late February to the end of July. Waders and wildfowl are present in great number between November and March, while some birds have been monitored during the rest of the year. The rocky ridges, saltmarsh islands and shingle are used for nesting by terns between the beginning of May and the end of July. Finally, seaduck and divers have been reported during autumn and winter.
The sections below deal with specific interest features on the eastern and western side of the Port of Holyhead.
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7.2 Sites of Nature Conservation Importance East of the Port of Holyhead (Anglesey District)
Beddmanarch-Cymyran SSSI
A large area of sandbank, mudflat between Anglesey and Holy Island.
The site is of marine biological interest. There are a number of species which are characteristic of lagoons, such as spiral tasselweed. This is owing to the restricted tidal flow between the islands. The area is important for over wintering waders and wildfowl including ringed plover which reach numbers of national importance, red-breasted merganser, wigeon, shelduck and bar- tailed godwit. A number of coastal bird species also breed in the area. There a long history of arctic terns breeding here.
On the mudflats there are beds of eelgrass with all three species present. Saltmarsh vegetation fringes most of the site and includes the uncommon golden samphire which also occur on parts of the rocky shoreline, and a scarce sea lavender. Important dune and dune heath habitat occurs at Tywyn Gwyn and Cymyran
Recommendations: Use booms to prevent oil from entering the site or to prevent oil from reaching areas of saltmarsh and entering smaller creeks and tributaries. The very fast flood tide due to narrow channel has to be taken into account in the deployment of booms. Consideration should be given to closure of the sluice gate in Stanley Embankment.
No dispersants to be used. Avoid land based operations on sensitive dune and dune heath.
Clegir Mawr SSSI
Rocky shore backed with cliff. The site is designated for its botanical interest. The most noteworthy feature is the presence of a large population of the nationally rare annual Rockrose. Other notable plant species include the nationally uncommon Golden Samphire on the sea cliffs and the locally uncommon Prickly Sedge and Dodder.
Recommendations: Oil which becomes stranded on the rocky intertidal zone should be left to degrade naturally.
Carmel Head SSSI Rocky intertidal backed by cliff. The cliffs provide a habitat for breeding razorbill, cormorant, black guillemot, gulls and is also important for chough. Manx shearwater have been recorded around Carmel Head. The site is geologically important and is used for educational purposes.
Recommendations: oil which becomes stranded on the intertidal zone should be left to degrade naturally.
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The Skerries SSSI/SPA
A group of small vegetated islands situated about 3 km from the mainland.
The Skerries are an important breeding site for grey seals between September and December and a haul-out site throughout the year. The islets provide breeding sites for puffin, shag, oystercatcher, red-breasted merganser, rock pipit, roseate tern, herring gull and lesser black-backed gull. There is an important Arctic tern and Common tern colony between May and July.
Recommendations: Oil which becomes stranded on the rocky intertidal should be left to degrade naturally. It is important to avoid disturbance during seabird nesting season. There should be no land based activity between May and July.
Henborth SSSI
Rock and shingle foreshore. The combination of sedimentary detail and the quality of the rock exposures make Henborth a site of considerable geological interest. This is an important geological site for soft glacial deposits.
Recommendations: Oil which becomes stranded on the intertidal zone should be left to degrade naturally. Care should be taken not to damage the geological interest of the site; the glacial drift is clearly visible in the cliff section.
Cemlyn Bay SSSI/SPA/SAC
The bay consists of a brackish tidal lagoon formed by shingle storm beach and man-made weir. The lagoon contains some small islands and developing saltmarsh, together providing an unusual combination of habitat. The shingle ridge provides a nesting site for ridged plover and terns nest on islands in the lagoon. The sandwich terns occur in nationally important numbers at their only site in Wales. Arctic and common terns also nest here together with the occasional roseate tern.The area is populated by wintering waterfowl and breeding shelducks, red-breasted merganser and various waders.
The shingle ridge, lagoon and brackish pools further inland support a number of uncommon plant species (e.g. Crambe maritima, Raphanus maritimus, Ranunculus baudotii). The lagoon is of marine biological interest.
Recommendations: Avoid disturbance to the shingle ridge during the tern nesting season (May to July). Oil which becomes stranded on the intertidal zone should be left to degrade naturally. If possible, oil should be prevented from entering the lagoon. The water level on the lagoon is maintained by a weir which is controlled to prevent flooding at high spring tides. All operations between early May and the end of July should avoid the crest of the shingle ridge to avoid visible disturbance to birds nesting on the lagoon islands.
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7.3 Sites of Nature Conservation Importance West of the Port of Holyhead (Anglesey District) and sensitivity maps
Glannau Ynys Gybi: Holy Island Coast SSSI/SPA/SAC
Rocky shore backed by cliff, coastal heath and acidic grassland. Grey seals have been recorded at this site. The cliffs support one of the largest auk breeding communities in North Wales with colonies of guillemot, razorbill and puffin. There are also breeding kittiwake, fulmar, shag, chough and gulls. Botanically, the coastal cliffs and heathland are of particular interest and include the nationally uncommon golden samphire and nationally rae spotted rockrose. The cliffs around South Stack contain important geological exposures.
Recommendations: Oil which becomes stranded on the rocky intertidal should be left to degrade naturally.
Glannau Rhoscolyn SSSI
Rocky shore backed by cliff with two small sand and shingle coves. Rhoscolyn reedbed is an example of tall fen dominated by common reed. The Rhoscolyn coast represents an important area for the study of marine algae. A wide range of wave exposure are contained within the site. Within Borth Wen, rich and diverse algal communities are present from the mid-shore downwards, growing both attached to bedrock and small stones and unattached. Many of these are characteristic of sandy substrates. Eelgrass is present on the sandy bottom of the bay. The cliffs between Trearddur Bay and Rhoscolyn Reedbed hold colonies of shag, cormorant, and gulls. Rhoscolyn Reedbed supports a range of breeding birds. This is a geological site displaying interesting rock structures.
Recommendations: oil which becomes stranded on the rocky intertidal should be left to degrade naturally. Oil which becomes stranded within the sandy bays should be removed using mechanical or manual methods of clearance.
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7.4 Fisheries
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Holyhead
In 1998 approximately 1930 tonnes of fish and shellfish were landed at a quayside value of £2.74 million. Much of this consisted of whitefish destined for distant markets in Belgium, Fleetwood, Grimsby and the South West of England. Very little fish stays on Anglesey once landed. Scallops are also landed in large quantities at Holyhead, as are dogfish. Pelagic fish do not figure greatly in the landings over the past 10 years.
Local Fleet
The resident fleet consists of around 15 small vessels and nominally 7 vessels of between 10 and 20 metres registered length. They are fairly diverse in their operations that include potting, netting, scallop dredging, longlining and trawling. There are a number of multi- purpose vessels, which ring the changes as and when market conditions dictate. The vessels either land to the local shellfish processor or overland their fish to markets elsewhere in the UK. A number of small vessels work throughout Holyhead bay and in the Outer harbour and Inland Sea areas potting for lobster, edible crab and velvet crab.
An important development has taken place since 1997 in Beddmanarch Bay towards the Stanley Embankment. A shellfish Several Order (a Statutory Instrument) has been declared for the culture of mussels by Morcambe Bay Mussels Ltd. This imposes certain restrictions on the additional activity that can take place in the area by virtue of the Sea Fisheries (Shellfish) Act 1967. Furthermore, the local Environmental Health Department, according to criteria laid down in EEC legislation must classify the areas. This classification determines what further processing is needed prior to human consumption. This obviously has important implications in the event of an oil spillage, which could affect the classification of the bed and/or require action to prevent harvesting in the event of a spillage.
Visiting Fleet
The visiting fleet is by far the largest contributor to landings. Vessels from Belgium, Eire and the UK particularly Brixham and Fleetwood visit here basically at a moments notice. The fish such as sole and plaice is overlanded to the markets mentioned above. The majority of these vessels are beam trawlers, fishing the Irish Sea between the so-called “Chickens” south west of the Isle of Man and Morecambe Bay. They use beam gear of up to 12 metres in length requiring engines capable of delivering 2,000hp. The vessels visiting Holyhead in 1998 were up to 40 metres in length and the vast majority exceeded 24 metres.
Amlwch/Cemaes Bay
During 1998 322 tonnes worth £120,942 were landed at this location. There are a few UK and Northern Irish visitors who overland fish to remote markets. The resident fleet is restricted to 4 mainly involved in inshore potting. One longliner is resident at the port, aiming at dogfish and skate. Fishing throughout the remainder of Anglesey is mainly inshore and main catches are lobster, crab, dogfish, cockles and other sedentary shellfish. There is also seasonal tourist angling.
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7.5 UKDMAP (United Kingdom Digital Marine Atlas) - 1998
The Maps below taken from “Fishing areas and fish spawning areas” indicate that Anglesey is an area of low fishing for sole, with an area well to the north of it being the spawning grounds for this species.
UKDMAP Fishing Areas
UKDMAP Fish Spawning Areas
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7.6 Tidal Information
The streams run NNE and SSW across the entrance Holyhead Bay. Within the Bay the streams are weak. There is no perceptible stream south of a line joining the breakwater head and South Porthwan Point. A weak North going stream runs along the coast between South Porthwan Point and Carmel Head for 9 and 1/4 hours and a weak south-going stream for 3 and 1/4 hours. The south-west going stream probably turns south-east in the vicinity of Langdon Ridge and runs towards South Porthwan Point.
The tidal variants and maximum strength are shown in the maps below.
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Section 8: Press and Public Information
8.1 Press Statement
In the event of a pollution incident, all media enquiries are to be passed to Stena Head Office – Media Relations Officer, and dealt with as per Stena’s Media Response Policy as recorded in the Port Emergency Plan and Company Emergency Procedures Manual requirements. It will be necessary for an efficient and comprehensive information service to be brought into action so as to:
Deal professionally with the representatives of the media.
Co-ordinate and release information to the general public regarding the pollution incident and the Port Authority’s response to it.
Keep Staff and Board members informed of developments regarding the progress of the incident; in so far as it affects their responsibilities.
Minimise the pressures on those directly concerned with combating the spill.
Responsibility for media relations needs to be clearly understood and who will be required to respond.
For guidance it would be expected as follows:
Tier 1 spill – Stena Line Ports Holyhead involvement only; Tier 2 spill – Council and Stena Line Ports Holyhead involvement; Tier 3 spill – SRC established with MCA Press Office staff in attendance.
It is essential that the media be provided with a “balanced" view of the incident and actions taken. Remarks like “No comment” only increases rumour and fuel unnecessary speculation. Below is the format of an Initial Press Statement that can be used by a responsible Stena Line Ports Holyhead Manager pending full details becoming available and a press release issued.
Initial Press Statement
“Stena Line Port of Holyhead confirms that an incident has occurred (state where and give brief description) …………………… at approximately (give time) ……………… hours today.
Emergency response procedures have been initiated and relevant authorities (have been/ are being) advised. All support services are being co-ordinated through the Authority’s incident response team and every possible effort is being made both to minimise risk to personnel at the scene and to contain and mitigate any effects.
Further information will be released, (as it becomes available) at a press conference scheduled for ………..… time today.”
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Contents
Part 3: Data Directory
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Section 9: Contact Directory
Port of Holyhead will refer to the Stena Line Emergency Procedures manual Stena Line Ports Ltd Tel 01407 606666 Fax 01407 606604
NB: In addition to Stena Line Ports Holyhead communications, individual jetty operators maintain their own VHFs and mobiles that can be used to augment existing communications if required.
Organization Telephone Fax Out of Hours Address Holyhead Port 01407 606700 01407 606700 Holyhead Port Control 01407 606767 01407 606767 Terminal 2 Holyhead Port 01407 606878 07552120470 Holyhead Port Harbour Master Marine Yard MCA CGOC 01407 762051 01407 764373 01407 762051 HM Coast Guard Holyhead Prince Of Wales Road HOLYHEAD LL65 1ET Duty Counter Contactable Via Pollution and Holyhead Salvage Officer Coastguard NRW General enquiries 03000655111 Maes-y-Ffynnon 0300 065 3000 (Incident number) Penrhosgarnedd BANGOR LL57 2DW MMO (Marine 03002002024 01913762682 Marine Management Comment [CB(1]: Mon – Friday office Pollution Incidents) Organisation hours tel: 0300 2002024 Out of hours Duty Officer (evenings and PO BOX 1275 weekends) Mob: 07770 977825 NEWCASTLE UPON TYNE If no answer at either call Defra Duty NE99 5BN Room: 0345 0518486 Tier 2 Responder 0800 592 827 0800 592 827 35 Cosway Street Contractor London (Adler & Alan) NW1 5BT Holyhead Sailing 01407 762526 01407 764531 N/A Newry Beach Road Club HOLYHEAD LL65 1YD Holyhead Marine 01407 760111 Newry Beach Services HOLYHEAD LL65 1YB Stena Tank Farm 07818427776 07818427776 Holyhead Marina 01407 764242 07714292990 Newry Beach HOLYHEAD LL65 1YA
Holyhead Fisheries 01407 765757 07919175616 The Old Vicarage Office Newry Street HOLYHEAD, LL65 1DB
HM Customs & 01407 766950 01407 766950 Custom House Railway Excise Station Main Office HOLYHEAD Holyhead LL65 2BT
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Isle of Anglesey County Council Representatives Maritime Officer 01248 752 435 Council Offices Llangefni Anglesey LL77 7TW Senior Beach 07825357017 07825357017 Council Offices Warden IOACC Llangefni Anglesey LL77 7TW Pier Master, Menai 01248 712312 Menai Bridge Pier Bridge Harbour Master 01407 831 065 07798870366 Amlwch Port Amlwch Port
Police General 03003300101 03003300101 North Wales Police Headquarters Glan-y-Don Abergele Road Colwyn Bay LL29 8AW
Emergency 999 / 101 999 / 101
Waste Oil Contractors Humphries Waste 01407 749169 07810672896 (Tier 1) Oil Salvage 0151 9334084 Lyster Rd Liverpool (Tier 2) Bootle Merseyside L20 1AS
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Section 10: Resources Directory
TIER 1
All main Port Users maintain Tier 1 stocks at their berth to service individual needs, these stocks would be pooled if necessary. Two personnel are available to deploy each Kit.
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Personnel for Each Kit below 2 Permanent Staff 2 Sets of PPE (gloves, boots, goggles, overalls, helmets, waterproofs)
Port of Holyhead
Resources: 8 x 10 meters Sorbent booms 8‘’ 8 x 10 metres Sorbent Boom 5’’ 3 x 100 Sorbent Pads 2 x 150 meters Sorbent Rolls 1 Pad HD Waste Bags 1 Coil Polyprop rope 2 x 2000gallon Temporary storage tanks 1 Oil Spill sampling kit
Fish Dock
Resources: 8 x 10 metres Sorbent Boom 5’’ 1 x 100 Sorbent Pads 1 x 150 metres Sorbent Rolls 1 Pad HD Waste Bags 1 Coil Polyprop rope
Anglesey Aluminum Marine
Resources: 4 x 10 meters Sorbent Boom 5’’ 1 x Bale Sorbent Pads 2 Waste Bags Length Polyprop rope
Holyhead Marina
Resources: 4 x 10 meters Sorbent Boom 5’’ 1 x Bale Sorbent Pads 2 Waste Bags 1 Length Polyprop rope 30 meters Floating boom
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Port Control
Resources: 13cm x 5M Boom X 12 20cm x 3M Boom X 32 Asorbent Pads X 800 Chemical Suit X 4 Respirator, Goggles, X 4 Boots, Gloves
T2 Gangway
Resources: 13cm x 5M Boom X 20 20cm x 3M Boom X 20 Asorbent Pads X 800
Marine Yard
Resources: 100M Silver Boom 10 x 10M Blower and Monson adaptor 4 Towing Bridles 100M 50p Fence Boom 4 Anchors, Chain, Warps Tripping Buoys 2 Spools 12mm Poly’p Rope 2 Magnetic Connectors
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Section 11: Product Information
Various types of oil are used at Stena Line Ports Ltd. (Holyhead). These include HFO, MGO and Hydraulic Oil.
Relevant Material and Scientific Data Sheets (MSDS) are available upon request from Holyhead Port Control.
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Appendix I : STOp Notices
The MCA produce guidance and information for Oil Spill contingency planning and other events in the form of STOp and INF Notices.
The latest issues of these publications are available on the MCA’s website within the Environmental Section, subsection Counter Pollution & Response, or through the following link/address:- www.mcga.gov.uk/c4mca/mcga-environmental/mcga-dops_cp_environmental-counter- pollution/mcga-dops_cp_stop_and_inf_notices.htm
(Site currently not active)
All holders of this plan are encouraged to visit the MCA website regularly to check for the latest additions and amendments to the STOp and INF notices and to download any relevant documents.
Below is the complete list as of May 2005 with relevant notices highlighted and pdf file size listed.
STOp 4/2009 GUIDELINES FOR THE PREPARATION OF COASTAL AND ESTUARINE BOOMING PLANS 576K
STOp 2/2009 MARITIME POLLUTION RESPONSE IN THE UK - THE ENVIRONMENT GROUP 106K
STOp 3/2009 THE ESTABLISHMENT, MANAGEMENT STRUCTURE, ROLES AND RESPONSIBILITIES OF A SHORELINE RESPONSE CENTRE DURING A MARITIME POLLUTION INCIDENT IN THE UNITED KINGDOM 322K
STOp 1/2009 GUIDANCE FOR THE OPERATION OF THE TECHNICAL TEAM, WASTE MANAGEMENT SUB GROUP WITHIN A NATIONAL CONTINGENCY PLAN SHORELINE RESPONSE CENTRE 26K STOP 4/2001 (PDF 105KB) ADVICE TO LOCAL AUTHORITIES ON THE COLLECTION AND HANDLING OF OIL SAMPLES.
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Appendix 2: Harbour Facility Information
In the event of a vessel needing to use Holyhead harbour as a place of refuge, there are various limiting conditions relating to available draught, maximum vessel length and navigational access.
Please see the table below
Berth Name Berth Depth Approach Jetty Lengths & Max V/L (M) Orientation Terminal 1 5.5M 4.8M 120M 120 x 40 032/212 Terminal 2 4.5M 4.8M 220M 110 x 20 091/271 Terminal 3 7.4M 8.5M 210M 220 x N/A 030/210 Terminal 4 7.2M 6.0M 200M 180 x N/A 145/325 Terminal 5 7.6M 8.5M 210M 220 x N/A 030/210 Refit Berth 4.6M 4.8M 100M 110 x 16 035/215 Orthios Jetty 11.0M 9.2M 329/185M 300 x N/A 025/205 Public Quay 2.2M 4.8 100M 75 x 10 040/220
Pilotage
Pilotage is available throughout 24 hours and is compulsory for all vessels over 40m in length. Whenever possible, a minimum of 24 hours’ notice should be given to be given to Holyhead Port Control.
Tugs
A small tug with a 22.4 ton bollard pull is available throughout 24 hours. Additional tugs from ports may be made available if requested.
Repair Facilities
There is no dry dock, however: small fishing vessels can use Pelham Patch, which dries out at LW for hull inspections. Larger vessels can carry out repairs on the Refit Berth in the Inner Harbour and the Orthios Jetty.
Mooring
A mooring gang is available throughout 24 hours upon request.
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Foreshore
The inter-tidal and shallow sub-tidal rocky and sandy habitats in the Inland Sea between Holy Island and the mainland are of marine biological importance and sensitive to oil and dispersed oil throughout the year. There is a water abstraction point in Church Bay at “The Lobster Pot.”
Moreover, almost the whole Anglesey coast has been designated AONB (Area of Outstanding Natural Beauty).
Access
Much of the open coastline is cliffed with limited access from land, even for pedestrians. The coast between the Inland Sea between Holy Island and the mainland is low lying with various access points, but much of it is ringed with saltmash and soft mud.
Comercial Interests
The port operates conventional and high speed cargo and passenger services, including RoRo, to Dublin. There are also facilities to handle cruise liners at a deep-water berth. A small number of Fishing vessels, tugs and survey vessels make use of the Public Quay an Fish Quay in the Inner Harbour.
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Appendix 3: Post Exercise/Incident Report Please note post incident report does not have to be submitted to the CPSO unless it is something of importance, unusual, ongoing for some time or included the mobilisation of tier 2 response equipment. Name of Port/Harbour/Oil Handling Facility:
Layout of exercise (Tier 1,2 or 3) and details of any other participating ports / harbours / oil handling facilities if joint equipment deployment exercise: Level: Names: Date and time of exercise / incident:
Name of exercise co-ordinator:
Name of personnel participating in List of equipment deployed: Exercise / incident and role played:
Name of any other organisations / authorities participating in exercise / incident:
Details of amendments to be made to the Contingency Plan resulting from this exercise/Incident:
(in addition to this form the revision list should be updated and the appropriate pages within the plan amended and issued to all plan holders)
I can confirm that the details on this form provide a realistic summary of the exercise/Incident carried out. Any action points resulting from this exercise have been dealt with accordingly, the relevant documents updated and copies provided to the appropriate bodies for their attention. Authorised by (name in block capitals):
Position / Job Title:
Signature: Date:
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Appendix 4: Ports & Harbours Annual Return Form
Port of: Annual Return for Period: to Plan Approval Date: Plan Re-approval by: Summary of Exercises Undertaken:
NB: response to actual incidents which require activation of the plan should also be summarised here)
New Pollution Training Undertaken:
(ie: changes in personnel from those originally trained with dates and accredited training certificate numbers where appropriate. Include also details of refresher training)
Signed______Print______Dated______Page : 98