Gallon JP-5 Spill at Naval Station Roosevelt Roads - Supervisor of ...

Department of the NavyWinter 1999/2000 • Volume 8 • Number 2In This Issue...From the Captain ................... 2Schedule of Events .................. 8Readiness: PlanningSpill Prevention andResponse Plane for Thule AirBase, Greenland ................ 3COMNAVACTUK OHS SpillContingency Plan Update .. 4ESSM Base Stockton Movesto Port Hueneme ............... 4Readiness: TrainingSUPSALV replaces boom at Naval Station Roosevelt RoadsSUPSALV Assists in 112,000 - Gallon JP-5Spill at Naval Station Roosevelt RoadsThe Navy experienced one of its largestoil spills ever on October 19, 1999, when112,000 gallons of JP-5 jet fuel was accidentallyreleased from a storage tank atNaval Station Roosevelt Roads, PuertoRico. The light petroleum compoundspilled into a drainage ditch, emptied intoa mangrove, and threatened the RooseveltRoads harbor. The spill occurred duringhurricane season as Hurricane Jose advancedthrough Puerto Rico.In category 3 hurricane conditions,Naval Station personnel constructedcontainment dams and began skimmingoperations. The heavy rainfall producedstorm water runoff that destroyed thecontainment structures, causing oil tomove from the mangrove toward the harbor.On October 21, the Navy On-SceneCoordinator (NOSC) from Commander,Navy Region Southeast, requestedSUPSALV support for clean-up activities.In response, SUPSALV mobilized personneland equipment from the EmergencyShip Salvage Material (ESSM)Base Cheatham Annex, in Williamsburg,Virginia. Equipment airlifted to PuertoRico included a class V belt skimmer, twoboom handling boats, a salvage skim system,and more than 5,000 feet of boom.Upon arriving in Puerto Rico,SUPSALV was asked to assist in effortsto protect areas designated as highly sensitivein the Puerto Rico Area ContingencyPlan. The protection efforts wereconcentrated on the prevention of oil migrationto Ensenada Honda, the bay borderingRoosevelt Roads. The harbor areahad been partitioned with a harbor boomContinued on page 3Response Training for Navy On-Scene Coordinatorsand Facility IncidentCommanders ..................... 5Response Training forNOSCs/FICs Newport,RI, Site for East CoastNOSC Course .................... 5Training in Alaska 1999 ......... 6Chronology of an Oil Spill ...... 9Readiness: Drills & ExercisesPacific & West CoastNOSCs Conduct WCD PREPExercises ........................ 12TechnologySan Diego GIS Conference andthe Marine SpillAnalysis System ............. 14SUPSALV Teams with NOAAto Quantify Oil Spill RiskAnalyses at Navy Ports ... 15SUPSALV EnvironmentalPrograms...............................9

Winter 1999/20002SUPSALV Skimmer ispublished by the Supervisorof Salvage to bring the latestand most informative newsavailable to the Navy salvagecommunity. Discussions orillustrations of commercialproducts do not implyendorsement by the Supervisorof Salvage or the U.S.Navy.Articles, letters, queries, andcomments should be directedto the Commander, Naval SeaSystems Command,NAVSEA 00C, 2531 JeffersonDavis Highway, Arlington, VA22242-5160.(Attn: SUPSALV Skimmer).Visit our website atwww.navsea.navy.mil/sea00cCaptain Bert Marsh, USNDirector of Ocean EngineeringSupervisor of Salvage and DivingNAVSEA 00Cmarshb@navsea.navy.milDenise BrownManaging EditorEnvironmental Engineer, 00C25Abrowndc@navsea.navy.milF. Scott LassiterGraphic DesignROH, Incorporatedslassiter@roh-inc.comSUPSALV would like to acknowledgePCCI Marine and EnvironmentalEngineering for theinvaluable contribution of articlesto this edition of SUPSALVSkimmer.If you would like to subscribe toSUPSALV Skimmer or changeyour current mailing address,please send an e-mail to:browndc@navsea.navy.milThe Navy’s Oil SpillResponse Program hasthree components: prevention,preparedness,and response. Throughprevention, the program’sfirst line of defense against oil spills, the Navy has establishedan exceptional record, considering the millions of barrels ofpetroleum products we handle annually.However, being prepared to handle a spill event is criticalto our stated goal of being conscientious stewards for theoceans we sail across. Throughout the Fleet, this attention topreparedness has resulted in collaborations that not only benefitthe Navy but also those organizations with whom we sharethe responsibility of oil spill clean-up. Specifically, in 1999,two Navy-led Worst Case Discharge drills were conducted.These exercises, at Commander, Navy Region Northwest, andCommander, Navy Region Hawaii, served to enhance and improvethe Navy’s relationship with organizations such as theCoast Guard, NOAA, and state and local governments.SUPSALV is glad to have been part of these endeavors andlooks forward to continuing to assist the Fleet in the future.This year SUPSALV hopes to implement several exciting newventures that will better meet the needs of environmentalplanners throughout the Navy.Of course, response is where “the rubber meets theroad,” and when more than 100,000 gallons of JP-5 jet fuelspilled at Naval Station Roosevelt Roads, 00C immediatelyresponded to support the Naval Station. Thanks to successfulpreparation, Naval Station personnel were ready to respond toone of the largest spills the Navy has ever experienced withSUPSALV assistance. Unique topography in Roosevelt Roads,including mangrove swamps, required inventive responses bythe tireless Naval Station personnel who oversaw, managed, andconducted the effort.Your feedback and ideas are appreciated as we work to improveboth your preparedness and our own response capabilities.Best wishes for a spill-free New Year.CAPT B. MARSHDirector of Ocean EngineeringSupervisor of Salvage and DivingE-mail: marshb@navsea.navy.mil

Winter 1999/2000Spill Prevention and ResponsePlan for Thule Air Base,GreenlandThrough SUPSALV’s ESSM base in Anchorage,Alaska, the Navy has gained agreat deal of experience in oil spill responsein Arctic conditions. It is becauseof this expertise that SUPSALV isdeveloping a Spill Prevention and ResponsePlan (SPRP) for Thule Air Base,Greenland. The plan is being developedthrough Defense Energy Support Center(DESC) for Air Force Space Command inan effort to enhance Thule’s oil spill readiness.Also included in the SPRP will bean in-situ burn annex to address spills onice.A team of engineers visited Thule AirBase, Greenland, from August 6 to 13 fora site assessment in advance of the planpreparation. There are several scenariosat Thule in which a spill is likely to occur.The M/V Gus W. Darnell, a ship operatedby Military Sealift Command,typically transfers 10 million gallons ofJP-8 each July after the ice has broken upfor the summer. Ship collisions with icebergs,transfer errors at the pier, and tankor pipeline failures during this operationcould lead to a worst-case discharge.Pipeline as it crosses the North River.Another threat for a fuel spill is thermalexpansion of the large fuel tanks (2.3 milliongallons capacity) and pipelines whenthe sun first appears above the horizonin the spring. Finally, the threat of a spillalso exists at the numerous smaller fueltanks throughout the base. These includetanks at the filling station as well asthose located next to Crescent Lake, thefreshwater source for Thule.In addition to a SPRP to enhance oilspill readiness, renovations of the tanksand pipelines at Thule are also ongoing.The original system, which was constructedin 1951, will be replaced byDecember 2000. Among the improvementsare retiring unused tanks, replacingmany of the tanks with the doublewalledvariety, and adding liners and sumppumps to all the tank berms.Through the SPRP, as well as the fuelsystem renovations, Thule Air Base willbe more prepared than ever for a fuel spill.3Continued from page 1that is typically used for ship fueling operations.This boom provided adequateprotection but was insufficient for theweather conditions.SUPSALV assisted by deploying 4,000feet of USS 42 boom, mated with 1,000feet of 26″ boom on one end and 550 feetof 26″ boom on the other end. Twentyfivefeet of shoreseal boom was deployedat both shore connection points of the5,500-foot containment boom assembly.The boom configuration was designed tocontain the residual JP-5 within an area500 feet from the mangrove, thereby protectingthe main portion of RooseveltRoads harbor.SUPSALV representative Will Healy(environmental programs manager) arrivedon-scene and assisted in the establishmentof the Incident Command System(ICS). SUPSALV representativeDenise Brown (environmental engineer)assisted in operations and logistics support.SUPSALV representatives remainedon-scene for two weeks, assisting in ICSoperations and Natural Resource DamageAssessment (NRDA).At the end of the two-week period,operations were fully turned over to NavalStation Roosevelt Roads. WhileSUPSALV representatives departed,equipment remained on scene for use atthe discretion of Naval Station personnel.

Winter 1999/20004COMNAVACTUK OHS SpillContingency Plan UpdateNavy contractor personnel performed asite visit at Naval Activities, UK(COMNAVACTUK) facilities to updatethe existing Oil and Hazardous SubstanceContingency Plan. Several facilitiesthroughout the UK were surveyed for anychanges that had the potential to releasehazardous materials into the environment.The plan will undergo a revision to updateinformation such as points of contact,addresses, telephone numbers,maps, sensitive area descriptions, mitigatingactions, and a description of the actualfacilities that pose hazards. The planalso must be consistent with the currentUS Navy regulations and the FederalGoverning Standards of environmentalprotection for US installations in the UK.The installations in the greater Londonarea do not pose a major hazard tothe surrounding neighborhoods; however,there are several sensitive areas inthe vicinity that could be affected by arelease of fuel, black oil, or other materialsfrom tanks and storage areas locatedon these facilities. Fortunately, the tenantcommand, in conjunction with localauthorities, is poised to mount a quickand effective response to any release.Having a thorough response plan isonly the first step in the process of thesafe operation of these facilities. Othermitigating actions are taken during normaloperations to ensure the likelihoodof a release is kept to the bare minimum.For example, on one facility, two 67,000-liter heating oil storage tanks are containedwithin a wall that will hold 110 percentof the capacity of both tanks, thereforemaking a release into the surroundingenvironment less likely. If there is, bysome chance, a release that is not containedby the wall, a detailed responsenotification chain and specific actions areoutlined in the response plan. All personnelthat work in these facilities aretrained according to the plan to ensurethat a response to a release may be executedat any time.Other facilities have the potential tocause hazards by releasing small quantitiesof biological wastes, acids, paints,solvents, and various other hazardousmaterials. Although the threat to the environmentis negligible, these materialsare identified in the response plan to ensurethe ultimate safety of the personneland the resources on these installations.COMNAVACTUK has also beendesignated as the Navy On-Scene Coordinator(NOSC) for the UK and surroundingwaters. This area of responsibilityencompasses all territorial waters aroundthe UK and Ireland, the English Channel,and the shorelines of France and Belgium.Any US Navy vessel that releases a hazardousmaterial into these waters mustreport the release to the NOSC. The managementof the response is also the responsibilityof the NOSC.An installation on the Atlantic coastnear Newquay, Cornwall, was also surveyedto ensure that a thorough contingencyplan was developed. The JointMaritime Facility (JMF) at Royal Air ForceSt. Mawgan provides anti-submarinewarfare and ocean borne acoustic informationto US and UK commands. US andUK personnel with assistance from thelocal authorities will manage a responseto any hazardous material release from thefacilities at JMF St. Mawgan. The JMFSt. Mawgan facilities are not under theoperational control of COMNAVACTUK;however, because they are the responsibilityof the NOSC, they will be includedin the plan.ESSM Base Stockton Moves toPort HuenemeThe year is 1975, Bill Gates opens thedoors on a small company calledMicrosoft, and on the other side of theworld, the North Vietnamese take Saigon.The need to centralize the storage andrepair of salvage, diving, and ship husbandryequipment results in the establishmentof the Emergency Ship SalvageMaterial base at Stockton, California. Dueto fiscal and political considerations,ESSM Base Stockton closed forever on30 September 1999. On 1 October 1999,the ESSM Base began operations at theNaval Construction Batallion Center, PortHueneme, California. The new site, as didESSM Base Stockton, will serve as an“anchor in the Pacific” supporting theAlaska, Hawaii, Singapore, and Japanesefacilities. Although the transfer marks theend of an era, it also creates a new beginning.In addition to providing critical supportto these facilities, the Port Huenemelocation give ESSM added advantages.It is located at a deepwater port, enablingfleet ships to anchor. In addition, it isminutes from NAS Point Mugu, providingairlift capability for emergency missions.Located just two hours from SanDiego, it provides a second line of defensefor oil pollution response for all ofSouthern California.(Continued on page 14)

Winter 1999/2000Response Training for NavyOn-Scene Coordinators andFacility Incident CommandersThe Navy On-Scene Coordinators(NOSC)/Facility Incident Commander(FIC) Oil and Hazardous Substance SpillContingency Planning Course providessenior NOSC/FIC management personnelwith required knowledge and skills to coordinateand manage a major oil/hazardoussubstance spill/release.These courses are conducted threetimes each fiscal year. One course is conductedon the East Coast, one on the WestCoast, and one is conducted overseas.The course location on the East Coastgenerally rotates among CommanderNavy Region Northeast (COMNAVREGNE), Commander Navy Region MiddleAtlantic (COMNAVREG MA), andCommander Navy Region Southeast(COMNAVREG SE). On the West Coastthe course generally rotates among CommanderNavy Region Northwest(COMNAVREG NW), Commander NavyRegion Southwest (COMNAVREG SW),and Commander Navy Region Hawaii(COMNAVREG HI). The overseascourse alternates between the LANT Areaand the PAC Area. Each NOSC selectsthe most appropriate location within theirrespective Area of Responsibility (AOR)to hold the course. The courses are conductedat times determined most desirableby the respective NOSCs in coordinationwith SUPSALV.This past year courses were conductedin Seattle, WA, Newport, RI, andYokosuka, Japan. For the current fiscalyear, the courses will be conducted inPearl Harbor, HI, Jacksonville, FL, andthe LANT Area. The course in Pearl Harbor,HI, was held February 1–4, 2000. TheJacksonville, FL, course will be conductedin the March/April timeframe. For additionalinformation on future NOSC trainingcontact: NAVSEA 00C 703-607-2758or NAVFAC-ENV/EQ (703) 325-6433.5Response Training for NOSCs/FICs Newport, RI, Site forEast Coast NOSC CourseNaval Station Newport hosted the NavyOn-Scene Coordinators (NOSC) Courseon 3–7 May 1999 in Newport, Rhode Island.The course, which was sponsoredby Commander Submarine Group TWO/NE Region, was attended by studentsrepresenting Navy commands worldwide.In addition to Navy personnel, there werestudents from the Narragansett Tribe,National Oceanic Atmospheric Administration(NOAA), National Marine Fisheries(NMF), US Coast Guard NationalStrike Force Gulf Strike Team, and CoastGuard Marine Safety Office Providence.The NOSC Course provides seniorNOSC/FIC management personnel withrequired knowledge and skills to coordinateand manage a major Oil/HazardousSubstance (OHS) spill/release. TheNavy’s spill management organization isthe Incident Command System (ICS),which is required by federal regulationand is designed to incorporate variousfederal, state, and local agencies that haveroles and responsibilities in large spills.The course focuses on establishing andimplementing the ICS as well as othercommand and control aspects of spills/releases that exceed the capabilities of anindividual activity.Topics covered in this course included:Navy policies; prevention; responsibilities,liabilities, and penalties under the OilPollution Act; public and media relations;oil spill response strategies; Navy resourcesand capabilities available to activities;and natural resource damage assessment.Guest speakers included theFederal On-Scene Coordinator (FOSC) forthe Rhode Island area, the Scientific SupportCoordinator for New England, andan EPA On-Scene Coordinator (OSC) forthe Inland zone.Incorporated into this course wassome specialized training in electroniccontingency planning. Commander NavyRegion Northeast (COMNAVREG NE) isa beta-test site for a SUPSALV initiativeto develop a website for Navy contingencyplans. This program, ComputerAssisted Planning for Emergency ResponseSystem (CAPERS), was presentedand discussed. The training onCAPERS at this session provided individual,interactive, on-line training forcontingency plan familiarization. Studentsparticipated in using this “DigitalTrainer” prototype and provided valuablefeedback to enhance its usability prior toits release Navy-wide.The US Navy maintains a proactivepolicy in spill response planning. TheNOSC Course reflects that policy andprovides the building blocks needed tocontinue to be proactive. For additionalinformation on future NOSC trainingcontact: NAVSEA 00C (703) 607-2758or NAVFAC-ENV/EQ (703) 325-6433.

Winter 1999/20006Training in Alaska 1999During the summer of 1999, SUPSALVEmergency Ship Salvage Material (ESSM)Base Anchorage continued to be involvedwith numerous exercises and training inconjunction with other organizations.These exercises were conducted to meetthe National Preparedness for ResponseExercise Program (NPREP) and to improvethe capabilities to work in a unified responsescenario.During the period of 25–29 April 1999,ESSM Base Anchorage mobilized a boomvan, workshop van, boats, and a ClassXI skimmer system to Homer, Alaska. Onethousand feet of FUG boom was deployedto support a USCG VOSS system.The boom was exercised in a U-boomconfiguration collecting and dumping forwardof the skimming system. Next, theClass XI skimming system was deployedfrom the USCGC Sedge in conjunctionwith two fishing vessels towing oceanboom in an open apex U-boom configurationforward of the skimming system.Other organizations involved with theexercise included the Alaska Departmentof Environmental Conservation, the U.S.Coast Guard, CISPRI, Chadux, and theSeldovia Oil Spill Response Team. Theprimary objective of the overall exercisewas equipment deployment in a unifiedresponse.On 19 July 1999, SUPSALV received acall from Eielson Air Force Base requestingoil spill response assistance. Thiscall initiated the beginning of an equipmentdeployment exercise to test responsetimes from ESSM Base Anchorage toEielson AFB, located near Fairbanks,Alaska.Without prior arrangements, ESSMBase Anchorage was able to prepare theequipment and make preparations fortrucking the equipment to Eielson AFBwith a total response time on site of 10hours. Air transportation from ElmendorfAFB and Kulis Air National Guard Basewas also investigated. C-130 aircraftcould be available from both sites withintwo hours, resulting in a total responsetime to Eielson AFB of six hours.The actual equipment exercise was on23–24 July 1999. The exercise involvedboth a tabletop exercise and an equipmentdeployment. An inland skimmingsystem van, inland boom van, and acleaning van were mobilized to EielsonAFB. The first day involved equipmentassembly and training. This was the firsttime for ESSM Base Anchorage personnelto set up the cleaning van system inan exercise. On July 24 equipment wasdeployed in response to a scenario involvingpipeline breaks resulting in oilflowing down both French Creek andMoose Creek. Eielson AFB resourceswere utilized in the French Creek areawith SUPSALV equipment being deployedon Moose Creek. ESSM BaseAnchorage personnel set up two containmentand recovery sites along MooseCreek utilizing skimmers from the inlandskimming system van. Sunflower seedswere dumped in the creeks to simulate oiland were completely contained at the firstcontainment area. Other organizations involvedin this exercise included the EnvironmentalProtection Agency, the AlaskaDepartment of Environmental Conservation,and the North Star Borough Fire Department.SUPSALV received high praisefrom all the participants.On 24–26 August 1999, ESSM BaseAnchorage participated in CAN/USNorth, an equipment deployment exercisein support of the U.S. Coast Guardand Canadian Coast Guard. The exercisewas designed to test the issues involvedin deploying equipment from the UnitedStates to Canada to assist in an oil spillresponse. SUPSALV equipment wastransported by USCG C-130 aircraft fromAnchorage, Alaska, to Tuktoyaktuk,Northwest Territories, Canada. Equipmenttransported included a heavy oiltransfer system and several small skimmersfrom the inland skimming system.The Canadian Coast Guard deployed twodifferent booming systems and severalskimmers from their base inTuktoyaktuk. The scenario addressed thecollision of two tank barges with oil inthe water and one barge requiringlightering.In addition to the equipment deployment,other areas tested included communications,customs concerns, transportation,and the procedures for the CanadianCoast Guard to request SUPSALVassistance.ESSM Base Anchorage continues toparticipate in numerous oil spill responseexercises. These exercises ensure thatthey are always prepared to support DODfacilities and Federal On-Scene Coordinatorswhen called upon.

Winter 1999/2000Class XI skimmer at Homer exercise.Hose cleaning system training at Eielson exercise.7Drum skimmer operations in Moose Creek during Eielsonexercise.Viscous oil transfer pump deployment.Skimming systems at Can/US North exercise.Deploying ocean boom at Homer exercise.

Winter 1999/2000Schedule of Events3rd Biennial Freshwater Spills Syposium 6–8 March 2000 Albuquerque, NMSpill Response Drill TBD March 2000 Eielson, AKSpill Response Drill TBD March 2000 Charleston, SC17 th Biennial Int’l Conference on the Prevention, 26–29 March 2000 Tampa, FLBehavior, Control & Cleanup of Oil SpillsAmerican Chemical Society 26–31 March 2000 Anaheim, CANational MeetingNational Military Fish & Wildlife 27–31 March 2000 Chicago, ILAssociation Meeting26 th Environmental Symposium 27–30 March 2000 Long Beach, CA& Exhibition86th International Conference 30-31 March 2000 Myrtle Beach, SCThe Effects of Oil on WildlifeNOSC Course TBD June 2000 Norfolk, VAHAZMAT 2000 Spills Prevention 4–6 April 2000 St. Louis, MOConferenceInternational Oil and Ice Workshop 5-7 April 2000 Anchorage, AKGov.-Lead Area PREP Exercise 12–14 April 2000 Mobile, ALAPI Pipeline Conference, Cybernetics 18–20 April 2000 New Orleans, LASymposium2000 USN/USMC Clean Air Act 1–4 May 2000 Seattle, WAConferenceNOSC Course TBD May 2000 LANT/EuropeSAME 2000 National Education & 16–19 May 2000 San Diego, CATraining ConferenceGov.-Lead Area PREP Exercise 12–16 June 2000 Houston, TX25 th Conference – National Association 25–29 June 2000 Portland, MEof Environmental ProfessionalsUSN/USMC Water Program Manager’s Conference 27-29 June 2000 Charleston, SC

Winter 1999/2000Chronology of an Oil SpillWhen 112,000 gallons of JP-5 jet fuel wasreleased from a fuel storage tank at NavalStation Roosevelt Roads and threatenedacres of sensitive mangrove areas, spillresponders were faced with a dauntingchallenge. Naval Station Roosevelt Roadspersonnel had attended spill responsetraining and maintained a public workscontract that included spill response assistance.However, an oil spill is a crisisand, in spite of the best preparations, weoperate in crisis mode during the first momentsof an oil spill.Despite the urgency of the situation,Naval Station personnel implemented aresponse strategy that successfully preventedthe oil from reaching sensitive areasas indicated in the Puerto Rico AreaJP-5 detected near airfield at Naval StationRoosevelt Roads.Contingency Plans. Upon detection ofthe spill, Naval Station personnel quicklydetermined the direction of the migratingoil and took actions to prevent the oil fromreaching the adjacent harbor of EnsenadaHonda.Using a combination of responsetechniques that included boom containment,underflow dams, product recovery,and obtaining SUPSALV assistance, responderssuccessfully halted the migrationof the spill JP-5 and was able to moveon to other operations of spill response.Within a week of the initial spill, the responderswere able to begin Natural ResourceDamage Assessment (NRDA),which proved to be valuable in the planningof the continuing response efforts.The dutiful efforts of Naval Stationresponders are documented on the followingpages and serve as a descriptionof a typical spill response.(Continued on page 10)9SUPSALVEnvironmentalProgramsMore With LessAnother busy day at SUPSALV. Anotherbusy Navy day. Somehow it alwaysseems that there are more jobs to do thanthere are people and time to do them. Thisis a sentiment that I have heard echoedthroughout the country from all of theNOSC representatives and NRT/RRTmembers. The world of OHS spill preparednessand response is a frustratingplace. You and your job are pushed tothe shadows for months, only to comeinto the light during a crisis. Then, everybodywants to know who you are. Butthis is a fact of our lives. We know it, andit’s our job to make the most of it.Here at SUPSALV, I have been keenlyaware of this fact for the last 18 months,and I have been trying to find ways toincrease the Navy’s capabilities while atthe same time reducing the resources weneed to maintain our high standard ofreadiness. This is a difficult task, but byno means impossible. There are a coupleof initiatives that we have underway thatwill likely provide low-cost solutions tocomplex and difficult problems.Spill Management Assist Team.The NOSCs are strapped with the responsibilityof maintaining a fully trained responsestaff to deal with the Worst CaseDischarge. Yet, the Worst Case Dischargeis a rarity. We all know from 9 th gradealgebra that if you don’t use your skills,you lose them. ICS training is no different.We propose to develop a Spill ManagementAssist Team to provide ICS expertiseto the NOSC in a time of crisis. Itis important to notice the word “Assist”.This team would consist of highly trainedpersonnel who have expertise in variousaspects of spill response but who would(Continued on back cover)

Winter 1999/2000Chronology of(Continued from page 9)1310254119 October: NSRR personnel detect oil indrainage ditch south of airfield.2 5Immediate response actions are taken tocontain the product in one mangrove; however,some product does migrate to a secondmangrove before culverts can be sandbagged.3420 October: Response actions continue withrecovery of product conducted by Navycontractor.Actions are taken to prevent product fromentering Ensenada Honda.21 October: SEABEEs build underflow damat outfall of drainage ditch into mangrovearea A to control flow of water in mangrovesand assist with recovery of product.

Winter 1999/2000an Oil Spill768119106Harbor boom put in place across EnsenadaHarbor. Because of higher sea state, requestSUPSALV ocean boom.7822 October: SUPSALV personnel andequipment arrive; NSRR harbor boomexchanged for SUPSALV Ocean boom.Natural Resource Trustees arrive andtour spill site.27 October: NRDA trustees begin samplingreference site, as outlined inpreassessment sampling plan.9104 November: Discoloring of contained waterdetected while conducting NRDA surveys inEnsenada Honda; overflight confirms discoloration.5 November: SUPSALV boom opened toallow for mixing of waters; other containmentbooms remain in place at outfall of mangroveas well as at high-priority protection sites.

Winter 1999/200012Pacific & West Coast NOSCsConduct WCD PREP ExercisesIn October 1999, COMNAVREG (CNR)Hawaii conducted its Worst Case Discharge(WCD) drill, fulfilling the threeyearPREP exercise requirement. In additionto putting the CNR Hawaii Spill ManagementTeam through its paces, componentsof the Military Sealift Command(MSC) actively participated in the drill.The October Hawaii drill represents thefirst time that MSC exercised its completespill response procedures, activating variousMSC command components rangingfrom headquarters in Washington, DC, tothe local Pacific command. Additionally,MSC drilled various coordination issuesbetween the participating vessel (USNSEricson [T-AO 194]), MSC commands,and the Navy NOSC.Two particular issues that have beendifficult areas to approach were addressedduring this exercise—funding(e.g., what command pays for a spill involvinga MSC vessel) and jurisdiction(between MSC the NOSC and the USCG).Valuable lessons were learned in ironingout these issues, lessons which benefitall NOSCs in the event of a spill from aMSC vessel.Because Pearl Harbor is used almostexclusively by the Navy, the Federal On-Scene Coordinator (FOSC) gave theNavy considerable latitude in decisionson issues for which the FOSC normallyhas ultimate authority, such as closing theharbor to all vessel traffic and movingthe damaged vessel.Once again, the drill underscored theimportance of training. CNR Hawaii offeredits response personnel extensivetraining opportunities. For those whotook advantage of the training, it showed;for those who did not take advantage ofthe training, it showed.As with all exercises of this nature, thereal benefit is derived from the interactionwith responders from other organizationsand the value of experiencing conditionssimilar to that of an actual spill,but conducted in a training environment.Earlier this year in March 1999,COMNAVREG Northwest (CNR-NW)conducted a similar WCD exercise. TheCNR-NW drill was scheduled as a twodayexercise. During the drill CNR-NWexperienced a generous dose of actual adverseweather conditions. During theevening of the first day of the drill, arogue Pacific storm came through the area,and the command center lost all power forits second day of the drill. CNR-NWA chart is an essential tool during spill responses. NOSCrepresentative Paul Teasely discusses response strategywith the team.Following the exercise each section gathers to discuss theresponse.Continued on page 13

Winter 1999/2000Continued from page 12quickly imported portable generators andlight stands and completed the exercise inchallenging conditions.During the CNR-NW drill, there wasconsiderable active participation fromfederal, state, and local agencies, in additionto the numerous Navy commandsthroughout the region.The training issues encountered in theCNR Hawaii drill were also experiencedin the CNR-NW exercise. The issue ofgetting the right people to attend trainingexercises cannot be overstated.The Center for Naval Analysis (CNA)conducted an evaluation of each of theseexercises. A copy of the evaluations canbe obtained by contacting either BobMiles at PCCI (bmiles@pccii.com) or Dr.Ron Filadelfo at CNA (filadelr@cna.org).13Captain Bob Wiley, master of the USNS John Ericcson,discusses the exercise with Captain Gil Kenazawa, CO ofthe US Coast Guard Marine Safety Office, and Dr. RonFiladelphi, Center of Naval Analysis, who headed theexercise evaluation team.LCDR Terry Stewart, CO of the Military Sealift CommandUnit in Hawaii, discusses the status of USNS John Ericcsonwith LCDR Dale Esperum, Chief of the operationssection, and his deputy, LCDR Helinski.Spill Management Team gathers for a hot wash upfollowing the exercise.The Emergency Command Center is the center of activityfor the Spill Management Team.

Winter 1999/2000San Diego GIS Conferenceand the Marine SpillAnalysis System14Environmental Systems Research Inc.(ESRI) sponsored its Geographical InformationSystem (GIS) users conference inAugust 1999 in San Diego, CA. Therewere approximately 9,000 attendees fromboth government and industry. ManyGIS related topics were discussed, andone of the main themes of this year’s conferencewas GIS in the marine environment.In the past, GIS has been used extensivelyin terrestrial applications. For example,Navy facilities may use GIS forprojects ranging from facility mappingto sophisticated 911 emergency responsesystems for fire departments. Generally,maritime GIS applications have beenlimited to navigation and mapping.However, there was one marine GISapplication that received a great deal ofattention at the conference, namely, theMarine Spill Analysis System (MSAS).MSAS is a computer application thatuses GIS technology for marine spillcontingency planning. Using geographicdata and satellite imagery,MSAS has the ability to analyze spatialdata sets for unique coastal and marineMSAS in action. A map created by MSAS during a spill in Tampa Bay, Florida.protection needs. MSAS was originallydeveloped for the state of Florida as anoil spill response and environmental permittingtool. Other governmental organizations,such as the National Oceanicand Atmospheric Administration(NOAA), Mineral Management Services(MMS), and the state of New Jersey, haveadopted MSAS for specific uses rangingfrom environmental analysis and emergencyresponse.SUPSALV is using MSAS as the basicengine to drive the GIS environmentalanalysis tool that is being prepared forthe US 6th Fleet. The power of MSASmakes it a superb tool to modify for thespecific needs of the fleet environmentalplanners. As MSAS becomes morewidely used, it is certain to become aninvaluable tool for Navy environmentalplanning.(Continued from page 4)ESSM Base Port Hueneme has grownfrom a staff of 4, to an all time high of 62in the 1980s, and leveled off at the currentrequirement for 36 personnel. Themonumental task of moving 225+ truckloadsof equipment from Stockton to PortHueneme began on July 19, 1999. Thelogistics to put a move of this magnitudein motion and continue to meet deadlinesrequired great coordination and perseverance.The dedication and effort displayedby the Stockton personnel andthe ESSM system in general demonstratesits strength as an organization toget the job done when called upon.Current schedules call for completionof renovations to ESSM buildings at PortHueneme to be completed by 1 July 2000.Until that time, most of the ESSM equipmentwill be staged in outside storage areasor other temporary facilities. Eventhough facility work is incomplete, ESSMPort Hueneme is fully operational and readyto perform any mission .NAVSEA OOC POCs for equipmentlocated at ESSM/PH are Joe Stahovec-Pollution, and Eric Glaubitz-Salvage. Theymay be reached at (703) 607-2758. Newtelephone numbers for ESSM/PH are(805) 982-4463 and FAX (805) 982-4459.

Winter 1999/2000SUPSALV Teams with NOAATo Quantify Oil Spill RiskAnalyses at Navy PortsNOAA’s Hazardous Materials ResponseDivision has developed an advanced toolto quantify and characterize the risksposed by oil spills on water. This tool,called the Trajectory Analysis Planner, orTAP, goes well beyond analyzing risksand developing associated responseplans based entirely on a single “worstcase spill” event as determined strictlyby largest volume. Rather, the TAP programdeveloped by NOAA HAZMAT isintended to fully evaluate oil spill risks ina given area or body of water based onthe entire range of potential spill volumesand locations.Background Leading up to the Navy’sUse of TAP. The US Navy has carefullyevaluated its oil spill risks over the yearsto establish the need for procuring andpre-staging spill response equipment atthe local (Tier 1), regional (Tier 2), andnational (Tier 3) levels. In the past, theNavy has evaluated oil spill risks basedprimarily on oil throughput and ship transits,port calls, and fueling evolutions.This “first order” risk analysis essentiallyestablished the Navy homeports and bulkfuel storage facilities as the Navy’s highspill risk areas. With the passage of theOil Pollution Act of 1990 (OPA 90), theNavy took a hard look at its worst casedischarge (WCD) scenarios, defined byOPA 90 as the largest spill volume withina specific Captain of the Port zone. Navyfacility plans were updated and revisedto comply with the many provisions ofthe OPA 90 implementing regulations,and Navy regional response plans, calledNavy On-Scene Coordinator (NOSC)plans, were also revised to address specificWCD events.In the nine years since OPA 90, variouscoastal states have promulgated regulationsthat require oil tankers and certainother vessels to conduct risk analysesthat go far beyond addressing the largestpossible volume spill event. Like thestate regulators, the Navy, other potentialspillers, and federal and local plannersrecognized the value of performingmore comprehensive analyses of any andall spills that could occur within a givenarea. This move toward statistics-basedrisk assessments that examined multiplespill scenarios at multiple locations interestedthe Navy. Furthermore, the Navyhad experienced many changes in its facilitiesdue to newly established shiphomeports and consolidations resultingfrom base closures. In summary, the timingwas right for the Navy to begin reexaminingits oil spill risks.The Navy/NOAA Partnership.SUPSALV evaluated numerous off-theshelfoil spill risk analyses tools and programs.Ultimately, NOAA’s TAP applicationwas accepted for the followingreasons: SUPSALV was already familiarwith most of the NOAA spill readinessand response applications and had alreadyestablished internet links with theseapplications to assist the NOSCs withtheir area-wide planning responsibilities;TAP provided the potential to examinecurrent Navy response equipment capabilitiesagainst Navy oil spill risks; andmuch of the hydrodynamic data requiredto build local TAP trajectory models andconduct the TAP analyses already residedwithin NOAA or the Navy---thus the largeinitial expenditures for obtaining the rawor digitized data typically associated withstart-up for risk analyses were not necessary.In March of 1999, SUPSALV andNOAA began a pilot study of TAP forSan Diego Harbor. Because TAP investigatesthe probabilities that spilled oil willmove and spread in particular ways withina particular area, the first step establishedthe set of hydrologic, oceanographic, andmeteorological conditions that were specificto San Diego Harbor. Using this data,tide and wind currents were then modeledfor both the Bay and the approachesjust outside the Bay. The shoreline forthe study area was divided into 190 separatesegments of 0.5 km in length. Theselocations represented the receptor sites.Then, 183 spill locations were chosen, and500 independent spill trajectory runs weredone for each of these locations for eachseason. These spill trajectories were runfor five days in 0.1 hour increments.The TAP analyses for San Diego Bayallows the user to choose four differentmodes to view the compiled data.1. Threat Zone Analysis: This is agraphical display showing contours ofwhere various statistical spills originated.This mode can help answer thequestion of where oil could come fromif one wants to protect a specific site.2. Shoreline Impact Analysis: Thisdisplay identifies the percent of spillsthat impact the various receptor sites,and is particularly useful in identifyingwhether oil spilled at a given spotwill impact given shoreline locations.3. Site Oiling Analysis: This displayprovides a way to visualize how a particularsite is likely to be oiled by aspill originating at a particular location,allowing the planner to estimatehow much oil the responders shouldbe prepared for at a particular site.4. Shoreline Resource Analysis:This display represents the cumulativecost or consequence of oil impacts toall sites threatened by all modeledspills from a given location. The costor consequence of a site can be anythingidentified in an appropriate unit,such as response equipment, restorationcosts, wildlife impacted, etc.Navy/NOAA Plans for TAP.SUPSALV is continuing its partnershipwith NOAA to enhance the output andapplication of TAP. Over this next year,SUPSALV and NOAA intend to build onthe resource analysis capabilities of TAP,continuing to use San Diego Bay as apilot study area. By the completion ofFY 2000, SUPSALV hopes to have validatedthe inventories and locations oflocal Navy response equipment as wellas the major SUPSALV equipment inventoriespre-staged in Port Huenemeand San Diego. Should any equipmentshortfalls be identified, SUPSALV willdiscuss these deficiencies directly withtheir resource sponsor to program andpre-stage additional equipment.15

(Continued from page 9)only act as coaches. The team wouldparticipate in the response only whereneeded and help facilitate the integrationof the Navy team into the FOSC teamduring an Incident Command. This teamwould be available for training, exercises,and response at the request of the NOSC.TAP II Analysis - Trajectory AnalysisPlanner. This is a joint developmentalproject with NOAA that will evaluatepotential risks in specific harbors. Thissoftware will evaluate a statistical sampleof spills and their potential shoreline impacts.Environmental planners will beable to use this program to ensure thatthe right equipment is fielded in the rightplaces. We are using San Diego Harbor todevelop a pilot and are working with JohnOwens, the NOSC representative forCNRSW.NOSC Communications. Over thecourse of this year, we hope to increasethe communication between all personnelinvolved in Navy OHS spill response.In conjunction with the NAVFAC WaterConference, we will be including a day fora specific NOSC agenda. This is a chancefor all NOSCs, EFDs, EFAs, and other respondersand planners to gather togetherand discuss specific issues and lessonslearned in oil and hazardous substancespill planning, response, and readiness.Additionally, we hope to set up a chatroom/bulletin board on the SUPSALVwebsite for increased information exchange.We all know that maintaining ourlevel of readiness is important, and wealso know that we need to find more efficientand cheaper ways to do it. I hopethat these initiatives will help improve ourcapability and make the jobs of the Navy’splanners and responders a little easier.William P. HealyEnvironmental Program ManagerHealyWP@NAVSEA.NAVY.MILDEPARTMENT OF THE NAVYSEA 00CNAVAL SEA SYSTEMS COMMAND2531 JEFFERSON DAVIS HIGHWAYARLINGTON VA 22242-5160Official Business