U.S. Navy Ship Salvage Manual Volume 6 - Oil Spill Response

S0300-A6-MAN-0600910-LP-256-9800U.S. NAVYSHIP SALVAGE MANUALVOLUME 6(OIL SPILL RESPONSE)DISTRIBUTION STATEMENT A: THIS DOCUMENT HAS BEEN APPROVED FOR PUBLIC RELEASEAND SALE; ITS DISTRIBUTION IS UNLIMITED.PUBLISHED BY DIRECTION OF COMMANDER, NAVAL SEA SYSTEMS COMMAND1 DECEMBER 1991

S0300-A6-MAN-060FOREWORDThis volume is the fifth in a series of six related publications that make up the U.S. Navy Salvage Manual.Each volume in the family addresses a particular aspect of salvage. The family collectively replaces thethree volumes of the U.S. Navy Salvage Manual issued between 1968 and 1973.The increasing importance of preventing pollution at sea, and the fact that major oil spills often result fromship casualties, has made spill prevention and response a specialized adjunct to ship salvage. Havingaccepted responsibility for a casualty, salvors are expected to endeavor to stop or reduce spillage inprogress, to conduct salvage in a manner that minimizes the risk of further spillage, and to respond to spillsthat occur as a result of salvage work. Additionally, ship salvage or wreck removal may be conducted separatelyto limit or prevent pollution.In recognition of these responsibilities, the Navy maintains as part of its salvage assets the ability torespond to major Navy and salvage-related oil spills. This capability is also a national resource. TheNational Oil Spill Contingency Plan specifically recognizes that:The United States Navy is the Federal agency most knowledgeable and experiencedin ship salvage, shipboard damage control, and diving. The Navy has an extensivearray of pecialized equipment and personnel available for use in these areas as wellas specialized containment, collection, and removal equipment specificallydesigned for salvage-related and open-sea pollution incidents.As a result, Navy salvage forces may be called upon to respond to spills of all types of oils, as well as therelatively limited range of products carried on Navy ships.This volume provides guidance to the Navy salvor facing a major pollution incident resulting from a shipstranding, sinking, fire, collision or explosion. Volumes 1, 2, and 3 provide practical guidance in dealingwith the various types of marine casualties that may lead to a pollution incident. Volume 5 addresses methodsof removing fuels and liquid cargoes from damaged vessels in awkward situations.Like the other Salvage Manual publications, this volume provides practical information of immediate useto Navy salvors in the field, and assists them in learning certain aspects of our trade before practicing themin the field. This volume is also intended for use by all naval personnel who may be tasked to participate inoil spill response or contingency planning. Like the other volumes, this publication provides guidance, notcookbook solutions. Salvors and spill responders must also apply imagination, intelligence and experienceto each situation.Salvage and spill response efforts often proceed simultaneously, and may either complement or conflictwith one another. Only a thorough knowledge of the methods and requirements of both efforts can ensure asmooth, successful operation.R.P. FISKEDirector of Ocean EngineeringSupervisor of Salvage and Diving, USNi (ii blank)

S0300-A6-MAN-060TABLE OF CONTENTSChapter/ParagraphForeword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iTable of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iiiList of Illustrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xviiStandard Navy Syntax Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xxi1 INTRODUCTIONPage1-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11-2 HISTORICAL PERSPECTIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21-3 THE NATIONAL RESPONSE ORGANIZATION. . . . . . . . . . . . . . . . . . . . . . 1-31-3.1 National Response Team (NRT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31-3.2 Regional Response Teams. (RRT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31-3.3 Federal On-Scene Coordinator (FOSC) . . . . . . . . . . . . . . . . . . . . . . . . . 1-51-3.4 Special Forces and Resources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51-3.4.1 National Strike Force (NSF) . . . . . . . . . . . . . . . . . . . . . . . . . 1-51-3.4.2 Environmental Response Team (ERT) . . . . . . . . . . . . . . . . . 1-61-3.4.3 Scientific Support Coordinator (SSC) . . . . . . . . . . . . . . . . . . 1-61-3.4.4 Public Information Assistance Team (PIAT). . . . . . . . . . . . . 1-61-3.5 International Support. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-61-4 NAVY OIL SPILL CONTINGENCY PLANNING . . . . . . . . . . . . . . . . . . . . . 1-71-4.1 NOSC Contingency Plans. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-71-4.2 NOSCDR Plans. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81-4.3 Local and Facility Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81-4.4 Shipboard Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-81-5 NAVY SPILL RESPONSE ORGANIZATION. . . . . . . . . . . . . . . . . . . . . . . . . 1-81-5.1 Navy Shoreside Spill Response Organization . . . . . . . . . . . . . . . . . . . . 1-81-5.1.1 Navy On-Scene Coordinator (NOSC) . . . . . . . . . . . . . . . . . 1-101-5.1.2 Navy On-Scene Commanders (NOSCDR) . . . . . . . . . . . . . 1-111-5.1.3 On-Scene Operations Team (OSOT). . . . . . . . . . . . . . . . . . 1-121-5.2 Navy Fleet (Offshore) Spill Response Organization . . . . . . . . . . . . . . 1-12iii

S0300-A6-MAN-0601-5.3 Naval Sea Systems Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-131-5.4 Naval Facilities Engineering Command (NAVFACENGCOM) . . . . . 1-131-5.5 Naval Environmental Protection Support Service (NEPSS) . . . . . . . . 1-141-5.6 Salvor - NOSC Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-142 OIL CHARACTERISTICS AND BEHAVIOR2-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12-2 CHEMICAL AND PHYSICAL CHARACTERISTICS OF OIL . . . . . . . . . . . 2-12-2.1 Physical Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12-2.1.1 Density and Specific Gravity. . . . . . . . . . . . . . . . . . . . . . . . . 2-12-2.1.2 Viscosity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22-2.1.3 Pour Point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32-2.1.4 Surface Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32-2.1.5 Flash Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32-2.1.6 Emulsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32-2.2 Chemical Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32-2.2.1 Boiling Point Range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32-2.2.2 Relative Solubility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42-2.2.3 Aromatic Content. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42-2.3 Crude Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42-2.4 Petroleum Distillates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72-2.5 Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72-2.6 Residual Fuels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72-2.7 Nonpetroleum Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72-3.1 Spreading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-82-3.1.1 Evaporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-102-3.1.2 Dispersion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-102-3.1.3 Dissolution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-102-3.1.4 Emulsification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-112-3.1.5 Oxidation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-112-3.1.6 Biodegradation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-112-3.1.7 Sinking and Sedimentation . . . . . . . . . . . . . . . . . . . . . . . . . 2-12iv

S0300-A6-MAN-0602-3.1.8 Resurfacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-122-4 EFFECTS OF OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-122-4.1 Physical Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-132-4.2 Toxicity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-132-4.3 Bioaccumulation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-142-4.4 Rate of Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-142-4.5 Recreational Beaches and Sea Areas . . . . . . . . . . . . . . . . . . . . . . . . . . 2-142-4.6 Ports and Marinas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-142-4.7 Industrial Installations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-142-4.8 Fisheries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-142-4.9 Marine Mammals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-142-4.10 Birds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-152-4.11 Wetlands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-152-4.12 Archeological Sites. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-162-5 OIL SLICK MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-162-5.1 Visual Quantification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-162-5.2 Remote Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-162-5.3 Oil Slick Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-182-6 HAZARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-193 OIL SPILL RESPONSE OPERATIONS3-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13-2 NAVY RESPONSE RESOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23-3 OTHER RESOURCES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33-3.1 Coast Guard Assets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33-3.2 NOAA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43-3.3 State and Local Agencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43-3.4 Marine Spill Response Corporation (MSRC). . . . . . . . . . . . . . . . . . . . . 3-43-3.5 Cooperatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53-3.6 Volunteer Groups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-63-3.7 Commercial Companies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-63-4 INITIAL RESPONSE ACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6v

S0300-A6-MAN-0603-4.1 Initial Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-93-4.2 Initial Actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-93-4.3 Spill Movement Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-103-4.4 Initial Prediction of Required Response Effort. . . . . . . . . . . . . . . . . . . 3-103-5 DELIBERATE RESPONSE OPERATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . 3-113-5.1 Spill Response Tasks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-133-5.1.1 Securing the Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-133-5.1.2 Preventing Further Discharge . . . . . . . . . . . . . . . . . . . . . . . 3-153-5.1.3 Containment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-153-5.1.4 Recovery and Cleanup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-163-5.1.5 Dispersal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-173-5.2 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-173-5.3 Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-183-5.4 Coordination with Other Agencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-183-5.5 Media . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-193-5.6 Volunteers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-193-6 MOBILIZATION AND LOGISTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-203-6.1 Mobilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-203-6.2 Logistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-213-6.2.1 Material Handling Equipment (MHE). . . . . . . . . . . . . . . . . 3-223-6.3 Logistics Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-233-6.4 Ship and Vessel Support. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-233-7 SUPSALV ON-SCENE SPILL RESPONSE ORGANIZATION . . . . . . . . . . 3-263-7.1 Command and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-263-7.2 Command Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-273-7.3 Command Center Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-283-7.4 Logistics Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-293-7.5 Maintenance Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-293-7.6 Personnel Messing and Berthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-293-8 FUNDING AND COST ACCOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-293-9 DEMOBILIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31vi

S0300-A6-MAN-0603-9.1 Demobilization Planning and Logistics . . . . . . . . . . . . . . . . . . . . . . . . 3-313-9.2 Equipment Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-313-9.3 Equipment Handling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-324 CONTROL, CONTAINMENT, AND PROTECTION4-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14-2 CONTAINMENT BARRIERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24-2.1 Containment Boom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24-2.1.1 Buoyancy System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34-2.1.2 Skirt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44-2.1.3 Ballast. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44-2.1.4 Strength Members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44-2.1.5 Connecting Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44-2.2 Types of Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54-2.2.1 Fence Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54-2.2.2 Sinking Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-64-2.2.3 Net Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-64-2.2.4 External Tension Member Boom. . . . . . . . . . . . . . . . . . . . . . 4-74-2.2.5 Fire Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-74-2.2.6 Sorbent Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-74-2.3 Boom Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-84-2.3.1 Boom Connection Standards . . . . . . . . . . . . . . . . . . . . . . . . . 4-84-2.3.2 T-Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-84-2.3.3 Sliding Connectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-84-2.3.4 Magnetic Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-94-2.3.5 Deployment and Recovery Accessories. . . . . . . . . . . . . . . . . 4-94-2.4 Other Containment Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-104-2.5 COMNAVFACENGCOM Boom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-124-2.6 COMNAVSEASYSCOM Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-134-3 BOOM DEPLOYMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-154-3.1 Deployment Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-164-3.1.1 Encircling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16vii

S0300-A6-MAN-0604-3.1.2 Waylaying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-164-3.1.3 Diversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-164-3.1.4 Towed Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-204-3.1.5 Free Drift Containment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-204-3.1.6 Multiple Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-204-3.1.7 Deployment in Channels and Rivers . . . . . . . . . . . . . . . . . . 4-204-3.1.8 Beach Interface Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-214-3.2 Deployment Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-224-4 BOOM MOORING SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-224-4.1 Selecting Mooring Anchors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-224-5 BOOM BEHAVIOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-234-5.1 Current Effect on Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-234-5.2 Wind Effect on Boom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-254-5.3 Wind and Current Combinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-254-5.4 Ice and Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-254-6 BOOM DEMOBILIZATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-264-6.1 Facility Support Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-264-6.2 Boom Cleaning Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-264-6.2.1 Cleaning Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-274-6.2.2 Cleaning Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . 4-275 OIL RECOVERY SYSTEMS5-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15-2 OIL RECOVERY SYSTEMS AND PRINCIPLES . . . . . . . . . . . . . . . . . . . . . . 5-25-2.1 Oleophilic Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35-2.1.1 Belt Skimmers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35-2.1.2 Rope Mops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45-2.1.3 Oleophilic Drum, Disk, Bristle and Brush Skimmers . . . . . . 5-45-2.3 Induction Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-65-2.3.1 Inclined Plane Skimmers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-75-2.3.2 Multiple Weir Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-75-2.3.3 Hydroclone Skimmers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8viii

S0300-A6-MAN-0605-2.4 Sorbents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-85-2.5 Other Recovery Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-115-2.5.1 Vacuum Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-115-2.5.2 Nets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-125-2.5.4 Vortex Skimmers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-135-2.5.5 Screw Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-135-3 OIL RECOVERY OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-135-3.1 Spill Containment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-145-3.2 Storage of Recovered Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-145-3.3 Oil-Water Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-155-3.4 Skimming and Sweeping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-155-3.4.1 Single-Vessel Sweep System. . . . . . . . . . . . . . . . . . . . . . . . 5-155-3.4.2 Two-Vessel Sweep System . . . . . . . . . . . . . . . . . . . . . . . . . 5-155-3.4.3 Three-Vessel Sweep System . . . . . . . . . . . . . . . . . . . . . . . . 5-165-4 NAVY OIL RECOVERY SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-175-4.1 SUPSALV Class V and Class VB Skimmers. . . . . . . . . . . . . . . . . . . . 5-175-4.2 SUPSALV Vessel-of-Opportunity Skimming Systems . . . . . . . . . . . . 5-185-4.3 NAVFAC Skimmers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-215-4.3.1 NAVFAC Small Skimmer . . . . . . . . . . . . . . . . . . . . . . . . . . 5-225-4.3.2 NAVFAC Medium Skimmer. . . . . . . . . . . . . . . . . . . . . . . . 5-235-4.3.3 NAVFAC Large Skimmer . . . . . . . . . . . . . . . . . . . . . . . . . . 5-235-5 COMMERCIAL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-266 DISPERSANTS AND OTHER CHEMICALS6-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16-2 DISPERSANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16.2.1 Dispersant Composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26.2.2 Surfactants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26.2.3.1 Viscosity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-46.2.3.2 Field Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-46.2.3.3 Method of Application. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-46.2.3.4 Prevailing Weather. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4ix

S0300-A6-MAN-0606.2.3.5 Environmental Considerations. . . . . . . . . . . . . . . . . . . . . . . . 6-46.2.3.6 Wind and Currents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-56.2.4 Dispersant Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-56.2.4.1 Authorization for Dispersant Use . . . . . . . . . . . . . . . . . . . . . 6-56.2.4.2 Preapproval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-56.2.5 Field Application of Dispersants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-66.2.5.1 Theory of Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-66.2.5.2 Application Rates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-66.2.5.3 Application Ashore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-76.2.5.4 Application from Vessels. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-86.2.5.5 Application from Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-86.3 SURFACE COLLECTING AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-96.3.1 Elastomers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-96.3.2 Gelling Agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-96.3.3 Herding Agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-96.3.4 Approval. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-96.4 BIOLOGICAL ADDITIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-96.4.1 Biodegradation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-96.4.2 Enhanced Biodegradation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-106.4.3 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-106.4.4 Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-106.5 BURNING AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-106.5.1 Burning Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-106.5.2 Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-116.6 SINKING AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-117 SHORELINE CLEANUP7-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17-2 SHORELINE SURVEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17-3 CLEANING STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17-3.1 No Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27-3.2 Cleaning Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2x

S0300-A6-MAN-0607-3.2.1 Primary (Gross) Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27-3.2.2 Final Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27-4 CLEANING ORGANIZATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37-5 CLEANING METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37-5.1 No Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37-5.2 Floating (Free) Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37-5.3 Shoreline Cleanup Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37-5.3.1 Pumping and Skimming Trapped Oil . . . . . . . . . . . . . . . . . . 7-47-5.3.2 Mechanical Removal of Oiled Sand, Gravel or Soil . . . . . . . 7-47-5.3.3 Specialized Collection Equipment. . . . . . . . . . . . . . . . . . . . . 7-57-5.3.4 Manual Removal of Oil and Oily Debris. . . . . . . . . . . . . . . . 7-57-5.3.5 Washing in the Surf Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67-5.3.6 Beach Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67-5.3.7 Low-Pressure Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67-5.3.8 Aeration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67-5.3.9 Sorbents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67-5.3.10 High-Pressure Hot Water Washing . . . . . . . . . . . . . . . . . . . . 7-67-5.3.11 Sand or Grit Blasting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-77-5.4 Removal of Heavy Contamination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-77-5.5 Cleaning of Moderate Contamination. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-87-5.5.1 Rocks and Boulders and Artificial Structures . . . . . . . . . . . . 7-87-5.5.2 Cobbles, Pebbles and Shingles. . . . . . . . . . . . . . . . . . . . . . . . 7-97-5.5.3 Sand Beaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-97-5.5.4 Mud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-97-6 CARE OF BIRDS AND MAMMALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-97-7 DISPOSAL OF OIL AND OILY DEBRIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-107-7.1 Classification of Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-107-7.2 Transportation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-117-7.3 Methods for Disposal of Nonhazardous Oils . . . . . . . . . . . . . . . . . . . . 7-127-7.3.1 Recycled Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-127-7.3.2 Energy Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12xi

S0300-A6-MAN-060ABC7-7.3.3 Recycle as Asphalt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-127-7.3.4 Incineration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-127-7.3.5 Municipal Solid Waste Landfill. . . . . . . . . . . . . . . . . . . . . . 7-137-7.3.6 Landspreading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-137-7.4 Methods for Disposal of Oils Determined to be Hazardous. . . . . . . . . 7-137-7.4.1 High-Temperature Incineration . . . . . . . . . . . . . . . . . . . . . . 7-137-7.4.2 Disposal in Hazardous Waste Facility (Landfill). . . . . . . . . 7-137-8 PERSONNEL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-147-8.1 Personnel Health and Safety Standards . . . . . . . . . . . . . . . . . . . . . . . . 7-147-8.1.1 Personnel Protective Clothing . . . . . . . . . . . . . . . . . . . . . . . 7-147-8.1.2 Personal Care. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-147-8.1.3 Task Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-147-8.1.4 Emergencies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14DOCUMENTATION MATRIXA-1 PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1A-2 REFERENCE DOCUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1NAVY AREA AND ON-SCENE COORDINATES DIRECTORYNAVSEA SUPERVISOR OF SALVAGE (SUPSALV) ASSESTSC-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1C-1.1 SUPSALV Points of Contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1C-1.2 SUPSALV Oil Spill Response Equipment Inventory. . . . . . . . . . . . . . . C-2C-2 EMERGENCY RESPONSE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . C-3C-2.1 Emergency SUPSALV Support Requests . . . . . . . . . . . . . . . . . . . . . . . C-3C-2.2 SUPSALV Pollution Response Equipment Support Requirements . . . . C-5C-2-2.1 Staging Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-5C-2.2.2 Material-Handling Equipment (MHE). . . . . . . . . . . . . . . . . . C-6C-2.2.3 Support Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-6C-2.2.4 Aircraft Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-7C-2.2.5 Storage and Disposal of Recovered Oil . . . . . . . . . . . . . . . . . C-7C-2-2.6 Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-8C-2.2.7 Personnel Support Services . . . . . . . . . . . . . . . . . . . . . . . . . . C-8xii

S0300-A6-MAN-060DEFC-2.2.8 Emergency Medical Services. . . . . . . . . . . . . . . . . . . . . . . . . C-8C-2.2.9 Water, Fuel, Lube and Hydraulic Oils . . . . . . . . . . . . . . . . . . C-9C-2.2.10 Transportation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-9C-3 FUNDING, COST ACCOUNTING and REIMBURSEMENT. . . . . . . . . . . . C-10INTERAGENCY AGREEMENT BETWEEN THE U.S. NAVY ANDTHE U.S. COAST GUARDBOOM MOORINGE-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-1E-2 MOORING BOOMS WITH ANCHORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-1E-3 SECURING BOOMS TO PIERS AND OTHER STRUCTURES . . . . . . . . . . E-4OIL CHARACTERISTICSF-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-1F-2 OIL CHARACTERISTICS TABLES AND FIGURES. . . . . . . . . . . . . . . . . . . F-1F-3 GENERAL CHARACTERISTICS OF PETROLEUM BYPRODUCING REGION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-8F-3.1 North America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-8F-3.1.1 Pennsylvania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-8F-3.1.2 Mid-Continent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-8F-3.1.3 Gulf Coast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-8F-3.1.4 California . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-8F-3.1.5 Alaska. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-9F-3.1.6 Rocky Mountain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-9F-3.1.7 Mexico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-9F-3.1.8 Michigan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-9F-3.1.9 Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-9F-3.2 South America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-9F-3.3 The Middle East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-10F-3.4 Europe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-10F-3.5 The Far East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-10F-4 POL MATERIAL SAFETY DATA SHEETS . . . . . . . . . . . . . . . . . . . . . . . . . F-11xiii

S0300-A6-MAN-060G HEALTH AND SAFETY STANDARDS FOR OIL SPILL RESPONSE SITESG-1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-1G-2 HAZARDOUS WASTE (OIL SPILL) SITE OPERATIONS HEALTHAND SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-1G-2.1 Organizational Structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-2G-2.2 Comprehensive Work Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-2G-2.3 Site-Specific Safety and Health Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . G-2G-2.3.1 Pre-Entry Briefings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3G-2.3.2 Site Evaluation and Hazard Identification . . . . . . . . . . . . . . . G-3G-2.3.3 Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4G-2.3.4 Employee Notification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4G-2.3.5 Site Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4G-2.4 Safety and Health Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4G-2.4.1 Training Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5G-2.4.2 Equivalent Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5G-2.5 Medical Surveillance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5G-2.6 Work Practices and Personal Protection. . . . . . . . . . . . . . . . . . . . . . . . . G-6G-2.6.1 Engineering Controls and Work Practices. . . . . . . . . . . . . . . G-6G-2.6.2 Personal Protective Equipment . . . . . . . . . . . . . . . . . . . . . . . G-6G-2.7 General Workplace (Facilities) Requirements . . . . . . . . . . . . . . . . . . . . G-7G-2.7.1 Illumination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-7G-2.7.2 Material Safety Data Sheets. . . . . . . . . . . . . . . . . . . . . . . . . . G-7G-2.7.3 Potable Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-7G-2.7.4 Nonpotable Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-8G-2.7.5 Toilets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-8G-2.7.6 Food Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-8G-2.7.7 Temporary Sleeping Quarters . . . . . . . . . . . . . . . . . . . . . . . . G-8G-2.7.8 Washing Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-8G-2.7.9 Showers and Change Rooms . . . . . . . . . . . . . . . . . . . . . . . . . G-8xiv

S0300-A6-MAN-060H CONVERSION TABLESGlossary, Bibliography, and IndexGLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Glossary-1Bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bibliography-1INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index-1xv

xviS0300-A6-MAN-060

S0300-A6-MAN-060LIST OF ILLUSTRATIONSFigure Title Page1-1 National Response Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41-2 Federal Regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51-3 U.S. Navy Oil Pollution Response Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-92-1 Typical Petroleum Distillation Fractions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22-2 Various Processes Taking Place After an Oil Spill . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-92-3 Time Span and Relative Importance of Processing Acting on an Oil Spill . . . . . . . . . . 2-92-4 The Influence of Three Percent of the Wind Speed Combined with 100 Percentof the Current Speed Results in the Movement of Oil from A to B . . . . . . . . . . . . . . . 2-193-1 EPA Computerized Spill Response Team Decision Tree. . . . . . . . . . . . . . . . . . . . . . . . 3-73-2 American Petroleum Institute Oil Spill Control Decision Diagram . . . . . . . . . . . . . . . . 3-83-3 Navy Oil Spill Response. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-113-4 Federalized Oil Spill Response. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-123-5 Federalized Oil Spill Response with Spiller Involvement . . . . . . . . . . . . . . . . . . . . . . 3-123-6 Oil Outflow and Formation of Water Bottom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-143-7 Representative Loading Plan for C-5A Aircraft - Modular and NonmodularSkimmers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-223-8 Supervisor of Salvage Valdez Spill Response Organization . . . . . . . . . . . . . . . . . . . . 3-273-9 Cleaning Pool Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-324-1 Typical Boom Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54-2 Anchored Net Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-64-3 External Tension Member Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-74-4 Boom Connecting Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-94-5 Boom Storage and Deployment Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-104-6 Typical Containment Fence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-114-7 Pneumatic Barrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-114-8 NAVSEA (ESSM) Oil-Containment Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-154-9 Encircling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-174-10 Waylaying. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18xvii

S0300-A6-MAN-060Figure Title Page4-11 Cascading Oil with Boom (Plan View) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-194-12 Towed Boom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-204-13 Staggered Boom Deployed Across a Channel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-214-14 SUPSALV Mooring System/Oil Boom Recovery System. . . . . . . . . . . . . . . . . . . . . . 4-234-15 Escape of Oil from a Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-244-16 Boom Deployment Angle vs. Current Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-244-17 Flinn Scientific Material Safety Data Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-285-1 Belt-Type Skimmer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35-2 Rope Mop-Type Skimmer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45-3 Disc, Drum and Brush Recovery Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55-4 Self-Adjusting Skimmer/Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-65-5 Inclined Plane Skimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-75-6 Weir Recovery System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-85-7 Hydrocyclone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-95-8 Sorbent Material Characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-115-9 Vortex Skimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-135-10 Screw Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-145-11 Two-Vessel Sweep System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-155-12 Three-Vessel Sweep Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-165-13 Class V and VB Oil Recovery Skimmers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-195-14 SUPSALV Mooring System/Oil Boom Recovery System. . . . . . . . . . . . . . . . . . . . . . 5-205-15 Boom Configuration Showing Span Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-205-16 ESSM Class XI VOSS OIL Recovery Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-215-17 NAVFAC Small Skimmers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-225-18 NAVFAC Large Skimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-245-19 DOP-250 Flow Rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-255-20 Waste Oil Rafts (Donuts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-266-1 Mechanism of Chemical Dispersion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-37-1 Oil Behavior on Beach Surfaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8xviii

S0300-A6-MAN-060Figure Title Page7-2 Decision Tree for Treatment of Recovered Oil and Oily Debris . . . . . . . . . . . . . . . . . 7-11C-1 Sample Message Request for Spill Response Assistance. . . . . . . . . . . . . . . . . . . . . . . . C-4E-1 Typical Mooring Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-2E-2 Boom Submergence by Improper Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-2E-3 Boom Mooring With Weighted Guy Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-5E-4 Guy Ropes to Relieve Stress on End Connectors (Plan Views). . . . . . . . . . . . . . . . . . . E-5F-1 Theoretical Evaporation Rates of Selected Distillate Fuels . . . . . . . . . . . . . . . . . . . . . . F-6F-2 Relationship Between Temperature and Oil Viscosity for Representative Crudeand Fuel Oils. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-7Table Title Page2-1 Characteristics of Some Hydrocarbons Found in Crude Oil . . . . . . . . . . . . . . . . . . . . . 2-52-2 Nonpetroleum Oils Shipped in Bulk. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72-3 Relationship Between Appearance, Oil Thickness, and Volume of Free Oil. . . . . . . . 2-164-1 Application of Oil Containment Barrier. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34-2 NAVFAC Boom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-134-3 NAVSEA Oil Containment Boom (FUG, FUG-1). . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-145-1 Oil Sorbent Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-105-2 Sorbent Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-126-1 Crude Oils With High Viscosities or Pour Points. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-77-1 Behavior of Oil on Some Common Types of Shoreline. . . . . . . . . . . . . . . . . . . . . . . . . 7-47-2 Application of Techniques to Different Shoreline Types. . . . . . . . . . . . . . . . . . . . . . . . 7-5A-1 Salvage Documentation Matrix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-2B-1 Environmental Coordinates (Area Coordinates). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1B-2 Shoreside Navy On-Scene Coordinates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-2B-3 Fleet Navy On-Scene Coordinates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-3C-1 SUPSALV Points of Contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1C-2 SUPSALV Oil Spill Response Equipment Inventory. . . . . . . . . . . . . . . . . . . . . . . . . . . C-2E-1 Anchor Holding Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-4xix

xxS0300-A6-MAN-060

S0300-A6-MAN-060STANDARD NAVY SYNTAX SUMMARYSince this manual will form the technical basis of many subsequent instructions or directives, itutilizes the standard Navy syntax as pertains to permissive, advisory, and mandatory language.This is done to facilitate the use of the information provided herein as a reference for issuing FleetDirectives. The concept of word usage and intended meaning which has been adhered to in preparingthis manual is as follows:"Shall" has been used only when application of a procedure is mandatory."Should" has been used only when application of a procedure is recommended."May" and "need not" have been used only when application of a procedure is discretionary."Will" has been used only to indicate futurity; never to indicate any degree of requirementfor application of a procedure.The usage of other words has been checked against other standard nautical and naval terminologyreferences.xxi (xxii blank)

xxiiS0300-A6-MAN-060

S0300-A6-MAN-060GLOSSARYACRONYMS AND ABBREVIATIONSABS. . . . . . . . . . . . . . . . . . . . American Bureau of Shipping.API . . . . . . . . . . . . . . . . . . . . American Petroleum Institute.ARPA . . . . . . . . . . . . . . . . . . Archaeological Resources Protection Act.ARS . . . . . . . . . . . . . . . . . . . Auxiliary, Salvage Vessel; U.S. Navy 213- or 250-foot ocean goingtugs designed and equipped for heavy salvage work and independentoperations in all ocean areas including areas with significantice cover.ASR . . . . . . . . . . . . . . . . . . . Auxiliary, Submarine Rescue Vessel. Older U.S. Navy ASRs(Chanticleer Class) are modified ATF designs, especially outfittedfor deep diving and submarine rescue. These ships are slightlylarger than the ATF-76 Class but with same general configuration,and equally well suited for oil spill response work. The ASR-21Class ships are large, deep-draft catamarans with high freeboard.They are not well suited to spill response work other than as afloatcommand centers.ATF . . . . . . . . . . . . . . . . . . . Auxiliary, Fleet Tug; U.S. Navy 205-foot ocean going tug.ATS. . . . . . . . . . . . . . . . . . . . Auxiliary, Salvage Tug; U.S. Navy 270-foot ocean going tugdesigned and equipped for heavy salvage work, deep diving, andsubmarine rescue.CFR . . . . . . . . . . . . . . . . . . . Code of Federal Regulations.CFST . . . . . . . . . . . . . . . . . . Contaminated fuel settling tank.CINC . . . . . . . . . . . . . . . . . . Commander in Chief.CNET . . . . . . . . . . . . . . . . . . Chief of Naval Education and Training.COE . . . . . . . . . . . . . . . . . . . Army Corps of Engineers.CONUS . . . . . . . . . . . . . . . . Continental United States.CP . . . . . . . . . . . . . . . . . . . . . Contingency Plan.CWA. . . . . . . . . . . . . . . . . . . Clean Water Act.DERA . . . . . . . . . . . . . . . . . . Defense Environmental Restoration Account.DFM . . . . . . . . . . . . . . . . . . . Diesel Fuel, Marine.DOC . . . . . . . . . . . . . . . . . . . Department of Commerce.DOD . . . . . . . . . . . . . . . . . . . Department of Defense.DOE . . . . . . . . . . . . . . . . . . . Department of Energy.DOI. . . . . . . . . . . . . . . . . . . . Department of Interior.DOJ . . . . . . . . . . . . . . . . . . . Department of Justice.DOL . . . . . . . . . . . . . . . . . . . Department of Labor.DOMS . . . . . . . . . . . . . . . . . Director of Military Support.DON . . . . . . . . . . . . . . . . . . . Department of the Navy.DOT . . . . . . . . . . . . . . . . . . . Department of Transportation.Glossary-1

S0300-A6-MAN-060EFD . . . . . . . . . . . . . . . . . . . Engineering Field Division.EPA . . . . . . . . . . . . . . . . . . . Environmental Protection Agency.FEMA. . . . . . . . . . . . . . . . . . Federal Emergency Management Agency.FOSC . . . . . . . . . . . . . . . . . . Federal On-Scene Commander.FWPCA . . . . . . . . . . . . . . . . Federal Water Pollution Control Act.GSA . . . . . . . . . . . . . . . . . . . General Services Administration.IAA, IAG . . . . . . . . . . . . . . . Interagency agreement.IMCO . . . . . . . . . . . . . . . . . . Intergovernmental Maritime Consultative Organization (see IMO).IMO . . . . . . . . . . . . . . . . . . . International Maritime Organization (formerly IMCO).ISSA . . . . . . . . . . . . . . . . . . . Interservice Support Agreement.LCM . . . . . . . . . . . . . . . . . . . Landing Craft, Mechanized; large, open-well craft with control stationaft,bow ramp, and hull designed for beaching. The most commontypes are the 56-foot LCM(6) and the 74-foot LCM(8).LCU . . . . . . . . . . . . . . . . . . . Landing Craft, Utility; landing craft generally similar to, but largerthan LCM-type craft, and equipped with berthing and galley facilities.LEL . . . . . . . . . . . . . . . . . . . Lower Explosive Level.LPD . . . . . . . . . . . . . . . . . . . Amphibious Platform, Dock.LSD. . . . . . . . . . . . . . . . . . . . Landing Ship, Dock.LST. . . . . . . . . . . . . . . . . . . . Landing Ship, Tank.LSV. . . . . . . . . . . . . . . . . . . . Logistics Support Vessel; U.S. Army vessel with beaching capability,similar to very large LCU.LT . . . . . . . . . . . . . . . . . . . . . U.S. Army Large Tug. The LT designation includes large harbortugs similar to the U.S. Navy YTB and YTM designations, as wellas larger ocean going tugs.MAC. . . . . . . . . . . . . . . . . . . Military Airlift Command.MARPOL. . . . . . . . . . . . . . . International Maritime Convention for the Prevention of Pollutionfrom Ships.MESO. . . . . . . . . . . . . . . . . . Marine Environmental Support Office.MOA. . . . . . . . . . . . . . . . . . . Memorandum of Agreement.MOU. . . . . . . . . . . . . . . . . . . Memorandum of Understanding.MSC . . . . . . . . . . . . . . . . . . . Military Sealift Command.MSDS . . . . . . . . . . . . . . . . . . Material Safety Data Sheet.NAVFAC . . . . . . . . . . . . . . . Naval Facilities Engineering Command.NAVFACENGCOM . . . . . . Naval Facilities Engineering Command.NAVOSH . . . . . . . . . . . . . . . Navy Occupational Safety and Health.NAVSEA . . . . . . . . . . . . . . . Naval Sea Systems Command.NAVSEASYSCOM . . . . . . . Naval Sea Systems Command.NAVSEA OOC . . . . . . . . . . Naval Sea Systems Command, Director of Ocean Engineering andSupervisor of Salvage.Glossary-2

S0300-A6-MAN-060NCEL . . . . . . . . . . . . . . . . . . Naval Civil Engineering Laboratory.NCP . . . . . . . . . . . . . . . . . . . National Contingency Plan.NEESA . . . . . . . . . . . . . . . . . Navy Energy and Environmental Support Activity.NEPMG . . . . . . . . . . . . . . . . Navy Environmental Program Management Group.NEPSS . . . . . . . . . . . . . . . . . Naval Environmental Protection Support Services.NESO . . . . . . . . . . . . . . . . . . Navy Environmental Support Office.NOAA. . . . . . . . . . . . . . . . . . National Oceanographic and Atmospheric Administration.NOS . . . . . . . . . . . . . . . . . . . National Ocean Service.NOSC . . . . . . . . . . . . . . . . . . Navy On-Scene Coordinator; also Naval Ocean Systems Center.NOSCDR . . . . . . . . . . . . . . . Navy On-Scene Commander.NRC . . . . . . . . . . . . . . . . . . . Nuclear Regulatory Commission, National Response Center.NRT . . . . . . . . . . . . . . . . . . . National Response Team.OCIMF. . . . . . . . . . . . . . . . . Oil Companies International Marine Forum.OHS . . . . . . . . . . . . . . . . . . . Oil or hazardous substances.OPLAN . . . . . . . . . . . . . . . . Operations Plan.OPNAV . . . . . . . . . . . . . . . . Office of the Chief of Naval Operations.OPNAVINST . . . . . . . . . . . . CNO instruction.OPORD . . . . . . . . . . . . . . . . Operations Order.OSC . . . . . . . . . . . . . . . . . . . On-Scene Coordinator.OSCDR . . . . . . . . . . . . . . . . On-Scene Commander.OSHA . . . . . . . . . . . . . . . . . . Office of the Safety and Health Administration.OSOT . . . . . . . . . . . . . . . . . . On-Scene Operations Team.OWHT . . . . . . . . . . . . . . . . . Oily waste holding tank.OWS . . . . . . . . . . . . . . . . . . . Oil-water separator.POL . . . . . . . . . . . . . . . . . . . Petroleum, Oil, and Lubricants.PPM . . . . . . . . . . . . . . . . . . . Parts per million.PSI . . . . . . . . . . . . . . . . . . . . Pounds per square inch.RCP . . . . . . . . . . . . . . . . . . . Regional Contingency Plan.RCRA. . . . . . . . . . . . . . . . . . Resource Conservation and Recovery Act.REC . . . . . . . . . . . . . . . . . . . Regional Contingency Plan.RRT . . . . . . . . . . . . . . . . . . . Regional Response Team.SCP . . . . . . . . . . . . . . . . . . . . Spill Contingency Plan.SECDEF. . . . . . . . . . . . . . . . Secretary of Defense.SECNAV . . . . . . . . . . . . . . . Secretary of the Navy.SERC . . . . . . . . . . . . . . . . . . State Emergency Response Commission.SESO . . . . . . . . . . . . . . . . . . Ship's Environmental Support Office.SITREP . . . . . . . . . . . . . . . . Situational Report.SPCC . . . . . . . . . . . . . . . . . . Spill Prevention Control and Countermeasures.SSC . . . . . . . . . . . . . . . . . . . . Scientific Support Coordinator.ST . . . . . . . . . . . . . . . . . . . . . U.S. Army Small (harbor) Tug.SUPSALV . . . . . . . . . . . . . . Supervisor of Salvage.Glossary-3

S0300-A6-MAN-060T-ATF . . . . . . . . . . . . . . . . . Auxiliary, Fleet Tug, MSC-operated; the T-ATF-166 Class designis based on the offshore supply vessel design. These vessels havelarge, low freeboard aft working decks well suited to oil spillresponse work and small craft support.UEL . . . . . . . . . . . . . . . . . . . Upper Explosive Level.USCG . . . . . . . . . . . . . . . . . . United States Coast Guard.USCGC . . . . . . . . . . . . . . . . United States Coast Guard Cutter.USAV . . . . . . . . . . . . . . . . . . United States Army Vessel.USNS . . . . . . . . . . . . . . . . . . United States Naval Ship.USS . . . . . . . . . . . . . . . . . . . . United States Ship.VHF . . . . . . . . . . . . . . . . . . . Very High Frequency; radio transmissions in the 30-300 MHzrange.WLB . . . . . . . . . . . . . . . . . . . USCG Offshore Buoy Tender.WLI . . . . . . . . . . . . . . . . . . . USCG Inshore (river) Buoy Tender.WLM . . . . . . . . . . . . . . . . . . USCG Coastal Buoy Tender.WTGB . . . . . . . . . . . . . . . . . USCG 140-foot Icebreaking Tug.WYTM . . . . . . . . . . . . . . . . . USCG I 10-foot (medium) Harbor Tug.YTB . . . . . . . . . . . . . . . . . . . USN 109-foot (large) harbor tug.YTM . . . . . . . . . . . . . . . . . . . USN 108-foot (medium) harbor tug.Glossary-4

S0300-A6-MAN-060DEFINITIONSAccessories, boom. Optional mechanical devices used on or in conjunction with a boom systembut not included with the basic boom and end connectors; that is, lights, paravanes, drogues,buoys, anchor systems, storage bags, boxes or reels, bulkhead connectors or repair kits, etc.After peak. The aftermost tank or compartment of a ship forward of the stem post.Anchor point, boom. A structural point on the end connector or along the length of a boom sectiondesigned for the attachment of anchor or mooring lines.Ancillary equipment, boom. Those mechanical devices essential to the operation of a givenboom system; that is, air pumps, hydraulic power supplies, control manifolds, etc.Ballast. Weight applied to the skirt to improve boom performance.Basin. A naturally or artificially enclosed or nearly enclosed harbor.Bay. A recess in the shore or an inlet of a sea between two capes or headlands, not as large as agulf, but larger than a cove.Beach berm. A nearly horizontal part of the beach or backshore often with a steep or nearverticalface formed by the deposit of material by wave action. Some beaches have no bermsothers haveone or several.Boom. A floating mechanical barrier used to control the movement of substances that float.Boom section. The length of boom between two end connectors.Boom segment. Repetitive identical portion of the boom section.Boom weight. Dry weight of a fully assembled boom section including end connectors.Breakwater. A structure protecting a shore area, harbor, anchorage, or basin from waves.Bulk cargo. Liquid or solid cargo made up of commodities such as oil, coal, ore, grain, etc., notshipped in bags or containers; more specifically applied to solid cargoes.Catenary drag force. The tension on a boom that results from towing it in a U-configuration.Clay. Generally, fine-grained soils having particle diameters less than 0.002 millimeter andexhibiting plastic properties when wet.Coastal Zone. An area of Federal responsibility for response action under the NCP; includes allU.S. waters subject to the tide, U.S. waters of the Great Lakes, specified ports and harbors on theGlossary-5

S0300-A6-MAN-060inland rivers, waters of the Contiguous Zone, other waters of the high seas subject to the NCP,and the land surface or land substrata, ground waters, and ambient air adjacent to those waters.Code of Federal Regulations (CFR). Codification of the general and permanent rules publishedin the Federal Register by the executive departments and agencies of the Federal Government.Cofferdam. Empty space separating two or more compartments as insulation, or to prevent theliquid contents of one compartment from entering another in the event of rupture or leak in thecompartment bulkheads.Conformance. The ability of a boom to maintain freeboard and draft when subjected to a givenset of environmental conditions.Containment mode. The placement of a boom to prevent movement of a floating substance.Contiguous zone. A zone of the high seas, established by the U.S. under the Convention of theTerritorial Sea and Contiguous Zone, which is contiguous to the territorial sea and which extendsnine nautical miles (nm) seaward from the outer limit of the territorial sea.Control draft. The minimum vertical depth of the boom membrane below the waterline.Current response. Change in freeboard or draft due to current forces acting to displace the boomfrom rest.“Curtain-type” boom. A boom consisting of a flexible skirt supported by flotation.Deep tanks. Tanks extending from the bottom or inner bottom of a vessel up to or higher than thelowest deck.Discharge. Discharge, as defined by the Clean Water Act, includes, but is not limited to, anyspilling, leaking, pumping, pouring, emitting, emptying, or dumping of oil. For National ContingencyPlan purposes, discharge also means threat of discharge.Dispersant. Chemical agents that emulsify, disperse, or solubilize oil into the water column orpromote the surface spreading of oil slicks to facilitate dispersal of the oil into the water column.Diversion mode. The placement of a boom to redirect the movement of a floating substance.End connector. A device permanently attached to the boom used for joining boom sections toone another or to other accessory devices.Ends. Groupings of the hydrocarbon compounds containing in crude oil; grouped as light ends,with low viscosity, density, and boiling point, and heavy ends with high viscosity, density, andboiling point.Glossary-6

S0300-A6-MAN-060Expansion trunk or tank. A trunk extending above a space which is used for the stowage of liquidcargo. The surface of the cargo liquid is kept sufficiently high in the trunk to permit expansionwithout risk of excessive strain on the hull or of overflowing, and to allow contraction of theliquid without increase of free surface.Explosive range. See flammable limits.Federal On-Scene Coordinator (FOSQ). The Federal official predesignated by EPA or theUSCG to coordinate and direct Federal responses under the NCP, except for DOD HS releases.In the case of HS releases from DOD facilities or vessels, the DOD-appointed OSC is the FOSC.“Fence-type” boom. A boom consisting of a self-supporting or stiffened membrane supportedby flotation.Fire point. The lowest temperature at which a liquid fuel sustains combustion.Flammable limits. The range in which there is enough oxygen to ignite a vapor.Flammable liquid. Liquid with a flash point below 100 degrees Fahrenheit.Flash point. The lowest temperature at which a liquid fuel gives off sufficient vapor to form anignitable mixture near its surface.Float. That separable component of a boom that provides buoyancy.Flotation. That portion of a boom which provides buoyancy.Foreign areas. Any other countries, territories, or jurisdictions not contained under the definitionof U. S.Forepeak. The watertight compartment at the extreme forward end of a ship. The forward trimmingtank.Freeboard, boom. The vertical height of a boom above the waterline.Groin. A shore protection structure built (usually perpendicular to the shoreline) to trap littoraldrift or retard erosion of the shore.Gross buoyancy. The weight of fresh water displaced by a boom totally submerged.Gross buoyancy to weight ratio. Gross buoyancy divided by boom weight.Harbor. Any protected water area affording a place of safety for vessels.Heave response. The ability of a boom to react to the vertical motion of the water surface.Glossary-7

S0300-A6-MAN-060Hinge. A location between boom segments at which the boom can be folded back 180 degreesupon itself.Ignitable mixture. A mixture of vapor and air that is capable of being ignited by an ignitionsource, but usually is not sufficient to sustain combustion.Ignition point, ignition temperature. The lowest temperature at which a fuel will bum withoutcontinued application of an ignition source.Intertidal Zone. The land area that is alternately inundated and uncovered with the tides, usuallyconsidered to extend from mean low water to extreme high tide.Inner bottom. The plating over the double bottom; also called tank top.Intrinsically safe. Equipment or devices that do not produce sparks, heat, or provide other ignitionsource. Primarily applicable to electrical and communication equipment.Jetty. On open seacoasts, a structure extending into a body of water, and designed to preventshoaling of a channel by littoral materials, and to direct and confine the stream or tidal flow. Jettiesare built at the mouth of a river or tidal inlet to help deepen and stabilize a channel.Lead agency. The authority within the Federal Government designated under the contingencyplan as having overall responsibility for response to marine emergencies.Lifting point. A structural point on the end connector or along the length of a boom sectiondesigned for the attachment of a lifting device, such as a crane.Lighter. To transport goods or cargo short distances by water; to discharge cargo from a largervessel into a smaller vessel for further transport; vessels used for lighterage.Lower Explosive Level (LEL). Minimum concentration below which a flammable gas or liquidvapor will not bum.Low Water Datum (LWD). An approximation to the plane of mean low water that has beenadopted as a standard reference plane.Marine (pollution) emergency. Any casualty, incident,, occurrence, or situation, howevercaused, resulting in substantial pollution or imminent threat of substantial pollution to the marineenvironment by oil and including collisions, strandings, and other incidents involving ships, oilwell blowouts, pipeline ruptures, and the presence of oil arising from the failure of industrialinstallations.Material Safety Data Sheet (MSDS). Written or printed data concerning hazardous materialprepared by the manufacturer to inform users of safe handling procedures, hazards, appropriateprecautions, emergency procedures, etc., in accordance with paragraph (g) of 29 CFR 1910.1200Glossary-8

S0300-A6-MAN-060Membrane. The continuous portion of a boom which serves as a barrier to the movement of asubstance.Navy On-Scene Commander (NOSCDR). Commanders or commanding officers of designatednaval shore activities or complexes (Shoreside NOSCDRs) and of fleet units (Fleet NOSCDRs)predesignated by the cognizant NOSC to direct on-scene OHS spill response operations withinassigned areas.Navy On-Scene Coordinator (NOSQ). The Navy official predesignated to coordinate NavyOHS pollution contingency planning and direct Navy OHS pollution response efforts in a preassignedarea. The NOSC is the Federal OSC for Navy HS releases.National Contingency Plan (NCP). The National Oil and Hazardous Substance Pollution ContingencyPlan which provides the legal framework for Federal Government OHS pollution contingencyplanning and response. The NCP establishes national, regional, and local Federalorganizations and plans for response to release or threatened releases of OHS; assigns responsibilitiesto participating Federal agencies and outlines the state, local government, and nongovernmentcooperation needed during a response.National Response Center (NRC). The 24-hour OHS spill notification center, located at USCGHeadquarters in Washington, D.C.National Response Team (NRT). The Federal response organization, consisting of 15 Federalagencies, including DOD, established to coordinate OHS spill planning and response efforts. TheNRT is chaired by the EPA with the USCG providing the vice chair.Nearshore (zone). An indefinite zone extending seaward from the shoreline well beyond thebreaker zone.Oil. Oil, as defined by the CWA, means oil of any kind or in any form, including, but not limitedto, petroleum, fuel oil, sludge, oil refuse, and oil mixed with wastes other than dredged spoil.Oily Waste. Any liquid petroleum product mixed with wastewater and/or oil in any amountswhich, if discharged overboard, would cause or show a sheen on the water.Oil Waste Water. An oil-water mixture that has a water, content of greater than 50 percent. Themixture may also contain other nonpetroleum matter.On-Scene Commander (OSCDR). The person responsible for deployment and operation of theresponse resources on-scene.On-Scene Operation Team (OSOT). Specially trained and equipped Navy shore-based unitresponsible for providing complete OHS spill containment and recovery for inland waters andharbors.Overall height. The maximum vertical dimension of a boom.Glossary-9

S0300-A6-MAN-060Percolation. The process by which water flows through the interstices of a sediment. Specifically,inwave phenomena, the process by which wave action forces water through the intersticesofthe bottom sediment. Tends to reduce wave heights.Performance. The ability of a boom to contain or deflect oil under a given set of environmentalconditions.Permeability. The characteristics of a material which allow a liquid or gas to pass through. Pourpoint. The lowest temperature at which a substance flows under specified conditions.Public vessel. Vessels owned or bareboat-chartered and operated by the U.S., or by a state orpolitical subdivision thereof, or by a foreign nation, except when such vessel is engaged in commerce.Reclamation. The processing of used oil to recover useful oil products.Regional Response Team (RRT). The Federal response network under the NRT consisting ofregional Federal agency and state representatives. There are 13 RRTs, one for each of the tenstandard Federal regions, a separate one for Alaska, one for Hawaii and the Pacific U.S. areas, andone for the Caribbean areas.Release. Any spilling, leaking, pumping, pouring, emitting, emptying, discharging, injecting,escaping, leaching, dumping, or disposing into the environment (including the abandonment ofdiscarding of barrels, containers, and other closed receptacles containing any HS or pollutant orcontaminant). For NCP purposes, release also means threat of release.Reserve buoyancy. Gross buoyancy minus boom weight.Reserve buoyancy to weight ratio. Reserve buoyancy divided by boom weight.Response; oil spill response. Action taken to prevent, reduce, monitor, or combat oil pollution.Roll response. Rotation of the boom from rest due to wave, wind, or current forces.Sheen. An iridescent appearance on the surface of the water,Skirt. That continuous portion of the boom below the floats.Sounding tube. A pipe leading to the bottom of an oil or water tank, used to guide a soundingtape or jointed rod when measuring the depth of liquid in the tank; also called a sounding pipe.“Sour” crude. Crude oil that contains hydrogen sulfide (H2S), or a relatively high percentage ofsulfur.Special-purpose boom. A boom that departs from the general characteristics of “fence-type” and“curtain-type” booms, either in design or intended use.Glossary-10

S0300-A6-MAN-060Specific gravity. Ratio of the density of a substance’s density to that of a reference substance.Specific gravities for liquids and solids are commonly referred to water at a specified temperature;specific gravities for gases (also called vapor density) are commonly referred to air.Spill. An accidental or unpermitted discharge of OHS into or upon surrounding waters.Stiffener. A component which provides support to the membrane.Straight line drag forces. The tension on a boom that results from towing it from one end.Support agency. Any organization assigned specific tasks under the plan in support of theresponse.Surf zone. The area between the outermost breaker and the limit of wave uprush.Sweeping mode. Movement of a boom relative to the water for the purpose of controlling or collectinga floating substance.Tank, ballast. Tanks used for carrying water ballast.Tank, peak. See after peak, forepeak.Tank, settling. Fuel oil tanks used for separating entrained water from the oil. The oil is allowedto stand for a few hours until the water has settled to the bottom, when the latter is drained orpumped off.Tank top. See inner bottom.Tank, trimming. A tank located near the ends of a ship. Seawater (or fuel oil) is carried in suchtanks as necessary to change trim.Tank, wing. Tanks located well outboard adjacent to the side shell plating, often consisting of acontinuation of the double bottom up the sides to a deck or flat.Tension member. Any component which carries horizontal tension loads imposed upon theboom.Territorial Seas. The zone established by the U.S. under the Convention on the Territorial Seaand Contiguous Zone. For most Federal legislation passed before 1989, the territorial sea extendsthree nautical miles (nm) seaward from the mean low waterline of the U.S. shoreline. For internationallaw purposes, the territorial sea extends out 12 nautical miles (nm).Total draft. The maximum vertical dimension of the boom below the waterline.Towing. Transporting a boom from one place to another by pulling from one end.Glossary-11

S0300-A6-MAN-060Twelve Nautical Mile Zone. Contains the Territorial Sea Zone plus the Contiguous Zone andequals 12 nautical miles (nm).Ullage. The void above a liquid surface in a tank, and the measurement of this void.United States. The 50 states, the District of Columbia, the Commonwealth of Puerto Rico, theCommonwealth of the Northern Marianas Islands, Guam, American Samoa, the Virgin Islands,and the Trust Territory of the Pacific Islands, and any other territory or possession over which theU.S. Federal Government has jurisdiction.Upper Explosive Level (UEL). Maximum concentration above which a substance will not burn.Used oil. Oil whose characteristics have changed since being originally refined but which may besuitable for future use and is economically reclaimable. Synthetic-based lubricating and transmissionproducts are not considered used oil.Volatile. Readily vaporizable at a relatively low temperature.Waste Oil. Oil whose characteristics have changed markedly since being originally refined andhas become unsuitable for further use, and is not considered economically recyclable.Waterway. A narrow gutter along the edge of the deck for drainage.Well. Space in the bottom of a ship to which bilge water drains so that it may be pumped overboard;space between partial superstructures or between the wing walls of landing craft.Wind response. Change in freeboard or draft due to wind force acting to displace the boom fromrest.Glossary-12

S0300-A6-MAN-060BIBLIOGRAPHYNavy Policy, Organization, Procedures, and Equipment:OPNAVINST 5090.1 (Series), Environmental and Natural Resources Protection ManualNAVFAC P-908, Oil Spill Control for Inland Waters and Harbors, Department of theNavy, Naval Facilities Engineering Command, January 1986NEESA 7-021 (Series), Oil and Hazardous Substance Spill Response Activity InformationDirectory (AID), Naval Energy and Environmental Support Activity, revised annuallyContingency Planning Information for Offshore and Salvage Related Oil Spill ResponseOperations, Supervisor of Salvage, U.S. Navy, 1985NEESA 7-029, Oil Spill Contingency Planning Manual, Naval Energy and EnvironmentalSupport ActivityNSTM Chapter 593, Pollution Control, 1 June 1980NAVSEA S9597-AC-MMO-010, Operation and Maintenance Manual with Parts List forOil Containment Boom and Boom Mooring SystemGeneral Spill Response Methods and Strategy:Manual on Oil Pollution, International Maritime Organization, LondonSection I Prevention, (1983)Section II Contingency Planning, (1988)Section III Salvage, (1983)Section IV Combatting Oil Spills, (1988)Coping with an Oiled Sea, Office of Technology Assessment, U.S. Congress, 1990World Catalog of Oil Spill Response Products, Port City Press, Baltimore MD, 1987A Catalogue of Crude Oil and Oil Product Properties, unpublished report by EnvironmentCanada, Environmental Protection Directorate, River Road Environmental TechnologyCentre, Ottawa K1A 0H3, Canada, updated periodicallyBibliography-1

S0300-A6-MAN-060National Policy and Applicable Federal Regulations:National Oil and Hazardous Substance Pollution Contingency Plan, Code of FederalRegulations, Title 40, Part 300 (40 CFR 300), revised periodicallyTanker Operations and Cargo Handling:Tanker Cargo Handling, D. Rutherford, Charles Griffin & Company, Ltd, London, 1980Tanker Operations, A Handbook for the Ship's Officer, Second Edition, G.S. Marton,Cornell Maritime Press, Centreville MD, 1984International Safety Guide for Oil Tankers and Terminals, Third Edition, InternationalChamber of Shipping, Oil Companies International Marine Forum, InternationalAssociation of Ports and Harbors, Witherby Marine Publishing, London, 1988Bibliography-2

S0300-A6-MAN-060Aaeration 7-6aircraft 2-14, 2-16, 2-17, 3-2, 3-3, 3-10, 3-15,3-17, 3-18, 3-21, 3-22, 3-23, 3-30, 3-31,5-17, 6-2, 6-4, 6-6, 7-1, C-7, D-1, F-2aircraft support 6-8, C-7airlift 1-5, 3-23anchors 4-20, 4-22, 4-25, E-1, E-3, E-4archeological sites 2-16aromatic content 2-1, 2-4, F-10Bbarriers 3-3, 3-13, 3-16, 4-2, 4-4, 4-12, 5-10, 5-14beach cleaners 7-6beach interface 4-21belt skimmers 5-3, 5-4, 5-9bioaccumulation 2-14biodegradation 2-10, 2-11, 6-1, 6-2, 6-9, 6-10biological additives 6-1, 6-5, 6-9, 6-10application 6-10approval 6-10birds 2-13, 2-15boiling point range 2-1, 2-3, 2-4, 2-7boom 3-2, 3-3, 3-5, 3-15, 3-16, 3-19, 3-21, 3-23, 3-24, 3-25, 3-29, 4-1, 4-2, 4-3, 4-4,4-6, 4-7, 4-8, 4-10, 4-12, 4-13, 4-14, 4-15, 4-16, 4-18, 4-20, 4-21, 4-22, 4-25,4-26, 4-27, 5-1, 5-2, 5-10, 5-11, 5-12, 5-14, 5-15, 5-16, 5-17, 5-18, 5-21, 5-23,5-25, 6-8, 7-1, 7-3, 7-7, 7-8, 7-9, 7-12,7-13, C-2, C-6, C-8, C-10, E-1, E-3, E-4comnavfacengcom 4-2comnavseasyscom 4-2fence 4-6fire 4-7freeboard 4-2net 4-6sinking 4-6sorbent 4-7, 5-10boom accessories 4-8deployment and recovery 4-9magnetic connectors 4-9sliding connectors 4-8t-connectors 4-8boom behavior 4-23current 4-23ice 4-23wind 4-25wind and current 4-25boom cleaning 4-26boom components 4-3ballast 4-3buoyancy 4-4connecting points 4-5skirt 4-21strength members 4-25boom deploymentbeach interface boom 4-21channels and rivers 4-16diversion 4-16encircling 4-16free drift 4-16mooring 4-19, E-1multiple setting 4-20procedures 4-22securing to other structures E-3towing 4-16waylaying 4-16burningagents 6-1approval 6-9operations 6-10Ccare of birds and mammals 7-9channels and rivers 4-16, 4-20characteristics of oil 2-1aromatic content 2-4boiling point range 2-4chemical properties 2-3density and specific gravity 2-1dispersal 3-17emulsity 2-3flash point 2-3physical 2-3pour point 2-3, F-2, F-4producing region F-8relative solubility 2-4surface tension 2-8viscosity 2-2Index-1

S0300-A6-MAN-060chemical properties 2-1, 2-3, F-1classification of material 7-10cleaning 1-2, 1-10, 3-6, 3-13, 3-16, 3-19, 3-31,3-32, 4-3, 4-26, 4-27, 5-10, 6-1, 6-7, 7-1, 7-3, 7-4, 7-5, 7-6, 7-7, 7-8, 7-9, C-2,D-1cleaning equipment 3-31, 4-27, 7-7cleaning methods 7-3, 7-8cleaning 7-2cobbles, pebbles and shingles 7-9floating (free) oil 7-3heavy contamination 7-7moderate contamination 7-8mud 7-9rocks and boulders 7-8sand beaches 7-9Coast Guard 1-2, 1-3, 1-5, 1-6, 1-10, 1-12, 1-13, 2-17, 3-3, 3-5, 3-9, 3-17, C-5, C-7,D-1, D-3, E-1Coast Guard assets 3-3, 3-5command center 3-9, 3-10, 3-11, 3-23, 3-28, 3-29, C-2, C-3commercial companies 3-6comprehensive work plan G-1connecting points 4-5containment 1-1, 1-5, 1-12, 2-3, 3-2, 3-3, 3-4,3-13, 3-15, 3-16, 4-1, 4-2, 4-5, 4-6, 4-7,4-8, 4-10, 4-13, 4-14, 4-16, 4-20, 4-22,4-23, 4-25, 4-26, 5-1, 5-11, 5-15, 5-18,5-21, 5-23, 5-26, 7-8, 7-10, 7-12, E-1,G-3, G-5barriers 4-2, 4-4boom 4-1other 4-6contingency plans 1-2, 1-3, 1-6, 1-7, 1-8, 1-11,1-12, 2-16, 3-4, 3-5, 3-18, 3-19, 3-23, 3-26, 3-30, 4-1, 4-21, 5-2, 5-26, 7-3, 7-9,7-12, C-5, C-7, C-9, D-2Fleet NOSC Contingency Plans 1-1local and facility plans 1-8National Contingency Plan 7-10Navy contingency plans 1-8NOSC contingency plans 1-13NOSCDR plans 1-8shipboard plans 1-8conversion factors H-1, H-5, H-6cooperatives 1-12, 3-5, 5-1, 5-26coordination with other agencies 1-12, 3-18coordinator B-3Federal On-Scene 1-1Navy Area 1-8Navy On-Scene 1-10Scientific Support Coordinator 1-6crude oil 2-1, 2-4, 2-5, 2-6, 2-7, 2-8, 2-10, 2-11,2-12, 2-13, F-1, F-4, F-5, F-8, F-9, F-10Ddeliberate response 3-11demobilization 3-18, 3-31, 4-3, 4-26, 4-27, 6-6,C-8, C-10boom cleaning procedures 4-26cleaning equipment 4-27equipment cleaning 3-31facility 4-26density and specific gravity 2-1Director of Military Support 3-18dispersal 3-17, 6-2dispersants 1-6, 3-5, 3-17, 5-3, 6-1, 6-2, 6-3, 6-4, 6-5, 6-6, 6-7, 6-8, 6-9, 6-10, 7-5application 6-1, 6-6application ashore 6-7application from aircraft 6-8application from vessels 6-8application rates 6-8authorization for use 6-5composition 6-2considerations for employing 6-3environmental considerations 6-4field testing 6-4preapproval 6-5prevailing weather 6-4surfactants 6-2theory of application 6-6viscosity 6-4dispersion 2-8, 2-10, 2-15, 3-17, G-4disposal of oil and oily debris 3-17, 7-10classification of material 7-10energy recovery 7-12hazardous oils 7-13hazardous waste facility 7-13high-temperature Incineration 7-13incineration 7-12landspreading 7-13Index-2

S0300-A6-MAN-060municipal solid waste landfill 7-13recycling 7-12transportation 7-11dissolution 2-1, 2-8, 2-10, 2-11, 2-12, 6-2diversion 4-10, 4-16, 4-19DOMS (Director of Military Support) 3-18Eeffects of oil 2-12archeological sites 2-16bioaccumulation 2-14birds 2-15fisheries 2-14industrial installations 2-14marine mammals 2-14physical contamination 2-13ports and marinas 2-14rate of recovery 2-14recreational beaches and sea areas 2-14toxicity 2-13elastomers 6-9emergency medical services C-8Emergency Ship Salvage Material (ESSM) 1-2,1-13, 3-2, 3-21, 3-26, C-5, C-7employee notification G-4emulsibility 2-1, 2-3emulsification 2-8, 2-11, 3-16, 5-8, 6-2encircling 4-16, 4-20energy recovery 7-12engineering controls and work practices G-6Environmental Protection Agency (EPA) 1-3,1-6, 6-5, 6-6, 6-9, 6-10, 7-2, 7-3, 7-13,C-7Environmental Response Team (ERT) 1-6, 7-2,7-3equipment cleaning 3-31evaporation 2-1, 2-3, 2-4, 2-8, 2-10, 2-12, 3-10,3-16, F-11, F-13, F-15, F-17, F-19, F-21, F-23external tension member 4-7Ffate of oil 2-7biodegradation 2-11dispersion 2-10dissolution 2-10emulsification 2-11evaporation 2-10oxidation 2-11resurfacing 2-12sinking and sedimentation 2-12spreading 2-8fence boom 4-6, 4-7fire boom 4-7fisheries 2-14flash point 2-1, 2-3, 2-10, F-3, F-11, F-13, F-15, F-17, F-19, F-21, F-23Fleet NOSC Contingency Plans 1-7free drift 4-16, 4-20funding and cost 3-30Ggelling 6-9general workplace G-7gross contamination 7-2Hhazard identification G-3hazardous oils 7-13hazardous waste facility (landfill) 7-13hazardous wastes 7-10, 7-12hazards 1-4, 1-6, 2-19, 3-17, 3-32, 3-33, 4-27,7-7, 7-14, F-11, F-12, F-13, F-14, F-15,F-16, F-17, F-18, F-19, F-20, F-21, F-22, F-23, F-24, G-1, G-2, G-3, G-4, G-5, G-6, G-8engineering controls and work practices G-6hazard identification G-3hazardous oil 7-13hazardous wastes 7-10, 7-13material safety data sheets G-6site control G-3, G-4task hazards 7-14herding 3-16, 6-9high-pressure washing 7-6high-temperature incineration 7-13historical perspective 1-2hydroclone skimmers 5-8Iice 4-3, 4-23, 4-25illumination G-7incineration 5-10, 7-10, 7-12, 7-13, F-12, F-14,F-16, F-18, F-20, F-22inclined plane skimmers 5-7Index-3

S0300-A6-MAN-060induction devices 5-2, 5-6industrial installations 2-14initial response 3-6prediction of required response effort 3-10reports 3-19Llandspreading 7-13lightering 3-3, 3-13, 3-15, 3-17, 5-15, 5-24, 5-25logistics 3-13, 3-19, 3-20, 3-21, 3-23, 3-28, 3-29, 3-31, 7-3, G-2aircraft support C-7airlift 3-23command center 3-23, 3-28emergency medical services C-8general workplace G-7illumination G-7logistics center 3-29low-pressure flushing 7-5, 7-6lubricating oils 2-4, 2-7, 2-10, 6-4, F-8material-handling equipment 3-29nonpotable water G-8personnel 3-1, 3-4, 3-5, 3-6, 3-10, 3-17, 3-20, 3-23, 3-24, 3-25, 3-26, 3-28, 3-29, 3-30, 3-32, C-4, C-5, C-7, C-8,C-9, C-10, G-2, G-3, G-4, G-5, G-7ship and vessel 3-23support 3-31, C-7transportation 3-6, 3-10, 3-20, 3-21, 3-23,3-26, 3-28, 3-29, 3-30, 3-31water, fuel, lube and hydraulic oils C-9MMaterial Safety Data Sheets G-6, G-7material-handling equipment 3-29, C-5mechanical grabs 5-2, 5-11media 3-19, 3-28, 7-3, 7-9medical surveillance G-1, G-2, G-3, G-5, G-6mobilization 1-13, 3-2, 3-7, 3-10, 3-18, 3-20, 3-30, 3-31, 3-33, 4-3, 4-10, 4-26, 4-27, C-3, C-10monitoring 3-4, 3-23, 3-24, 3-25, 3-26, 6-10,G-3, G-4, G-5mooring 4-13, 4-14, 4-15, 4-16, 4-19, 4-22, 4-25, 4-26, C-2, E-1, E-3, E-4Multiple Weir Systems 5-7municipal solid waste landfill 7-13NNational Contingency Plan 1-8, 3-3, 6-5, 6-9,6-10, 6-11, 6-12, 7-10, D-2, G-1National Response Organization 1-3, 3-19Public Information Assistance Team 1-6Regional Response Teams 1-3Special Teams and Resources 1-5National Response Team 1-3, 3-23National Strike Force 1-5Naval Environmental Protection 1-14Naval Facilities Engineering Command 1-2, 1-13Naval Sea Systems Command 1-2, 1-13, C-1,D-3NAVFAC Skimmers 5-21Navy contingency 1-8, C-10Navy oil recovery systems 5-17NAVFAC skimmers 5-17other 5-24SUPSALV Class V and VB oil recoveryskimmers 5-17SUPSALV vessel-of-opportunity 5-18Navy On-Scene Commanders 1-8, 1-10, 1-11,C-3Navy On-Scene Coordinator 1-1, 1-8, 1-10, 5-26, B-2Navy Response Organization 3-3net boom 4-6, 4-7, 4-25NOAA 1-6, 2-18, 3-4, 7-3nonpetroleum oils 2-1, 2-7, F-1nonpotable water G-8NOSC contingency plans 1-7, 1-13Ooil pollution 1-1, 1-2, 1-3, 1-6, 1-13, 1-14, 2-12,3-21, 3-26, 5-1, 6-11, 7-2containment 1-1, 1-5, 4-1control 4-1prevention 1-1, 1-14protection 4-1oil recovery operations 3-17, 5-13, C-6, C-7oil-water separation 5-12single-vessel 5-15skimming and sweeping 5-15spill containment 5-14storage 5-14three-vessel 5-16Index-4

S0300-A6-MAN-060two-vessel 5-15oil recovery systems 5-1, 5-2, 5-14, 5-17belt skimmers 5-3hydroclone skimmers 5-8inclined plane skimmers 5-7induction devices 5-2mechanical grabs 5-2multiple weir systems 5-7nets 5-11oleophilic devices 5-3principles 5-1rope mops 5-4screw pumps 5-11suction devices 5-11vacuum 5-26vortex skimmers 5-2oil slick monitoring 2-16, 3-4remote sensing 2-16spill movement forecast 3-10visual quantification 2-16oil slick movement 2-18, 2-19oils determined to be hazardous 7-13oil-water separation 5-12, 5-15oleophilic devices 5-3on-scene operations team 1-12, 3-21organizational structure G-1, G-2oxidation 2-8, 2-10, 2-11, 2-12, 3-16, 6-2, 6-9,7-13Ppersonal protection F-24, G-6petroleum distillates 2-7petroleum distillation F-1physical contamination 2-12, 2-13ports and marinas 2-14pour point 2-1, 2-3, 6-4, 6-7, 7-1, F-4, F-5, F-9,F-10pre-entry briefings G-3Rresponse resources 2-16, 3-2, 3-6Coast Guard assets 3-3commercial companies 3-6cooperatives 3-5Emergency Ship Salvage Material 3-21, 3-26Marine Spill Response Corporation 3-4Navy 3-5state and local agencies 3-4volunteer groups 3-6response team 1-2, 1-3, 3-2, 6-5, 7-2, C-4, D-2resurfacing 2-8, 2-12rope mops 5-4Ssafety 1-12, 2-3, 2-8, 2-19, 3-17, 3-18, 4-22, 4-27, 5-1, 7-1, 7-3, 7-11, 7-14, E-3, F-11,F-12, F-14, F-16, F-18, F-20, F-22, F-24, G-1, G-2, G-3, G-4, G-5, G-6, G-7care 7-10comprehensive work plan G-1emergencies 7-14employee notification G-4medical surveillance G-4monitoring G-5organizational structure G-1personal protection G-6personnel G-2pre-entry briefings G-3protective clothing G-8site evaluation G-3site operations G-1site-specific G-1standards G-7safety and health training G-1, G-3safety and health training G-4scientific support coordinator 1-6, 3-4, 4-16, 7-2, 7-3, 7-7screw pumps 5-2, 5-11, 5-13securing the source 3-13, 4-1ship and vessel 3-23shipboard plans 1-8shoreline cleaning 7-1, 7-2shoreline survey 7-1sinking 2-8, 2-12, 4-4, 4-6, 6-1, 6-11agents 6-11, 6-12sinking and sedimentation 2-12site control G-3, G-4site evaluation G-3skimmers 5-1belt 5-3hydroclone 5-7inclined plane 5-7NAVFAC 5-21oleophilic 5-4Index-5

S0300-A6-MAN-060SUPSALV 5-17vortex 5-11skimming and sweeping 4-20, 5-15sorbents 3-16, 5-2, 5-8, 5-9, 5-10, 5-11, 5-12, 5-13, 7-5, 7-8, 7-9, 7-13special teams 3-19spill containment 3-16, 4-1spill movement forecast 3-10spill response tasks 3-11containment 3-15coordination with other agencies 3-18media 3-19preventing further discharge 3-13, 3-15recovery and cleanup 3-16securing the source 3-13spreading 2-3, 2-8, 2-10, 3-10, 3-13, 4-2, 4-6,4-7, 4-20, 4-25, 6-9stains 7-7, 7-8state and local agencies 3-4storage 2-18, 3-3, 3-13, 3-16, 3-21, 3-23, 3-24,3-29, 3-31, 4-2, 4-3, 4-4, 4-6, 4-9, 4-10,4-27, 5-4, 5-5, 5-10, 5-12, 5-13, 5-14, 5-15, 5-17, 5-18, 5-22, 5-23, 5-25, 7-10,7-11, C-2, C-5, C-7, C-10, F-12, F-14,F-16, F-18, F-22, G-6, G-7storage of recovered oil 5-14suction devices 5-2, 5-5, 5-6Supervisor of Salvage 1-1, 1-2, 1-10, 1-11, 1-13, 3-2, 3-23, 3-26, C-1assets C-1command and control 3-26equipment support requirements C-5funding C-10staging area C-5SUPSALV vessel-of-opportunity 5-18surface collecting agents 6-1, 6-5, 6-9approval 6-5elastomers 6-9gelling 6-9herding 6-9surface tension 2-1, 2-3, 2-8, 6-2surfactants 6-2, 6-3Ttask hazards 7-14T-connectors 4-8towing 3-15, 3-23, 3-24, 3-25, 4-4, 4-14, 4-16,4-20, 4-26, 5-12, 5-15, 5-16, 5-17, 5-18,C-6toxicity 2-4, 2-12, 2-13, 6-5, 7-11training 7-14equivalent G-5requirements G-5safety and health G-1transportation 3-6, 3-10, 3-20, 3-21, 3-23, 3-26,3-28, 3-29, 3-30, 3-31, 4-4, 4-26, 5-10,5-17, 6-6, 7-3, 7-6, 7-10, 7-11, 7-12, C-5, C-8, C-9, C-10, D-3, G-1Vviscosity 2-1, 2-2, 2-3, 2-8, 2-10, 2-11, 3-16, 4-7, 4-26, 5-2, 5-6, 5-10, 5-12, 5-13, 5-18,6-4, 6-6, 6-7, 7-1, 7-4, 7-7, 7-8, F-3, F-4, F-5, F-8, F-9, F-23vortex skimmers 5-2, 5-11, 5-13Wwaylaying 4-16, 4-20wetlands 2-12, 2-15, 3-13, 6-5, 7-2, 7-3, 7-8, 7-9wind 2-10, 2-11, 2-18, 2-19, 3-16, 3-31, 4-6, 4-13, 4-16, 4-22, 4-25, 5-14, 6-4, 6-5, 6-6,7-9, 7-14, E-1, E-3, E-4Index-6

S0300-A6-MAN-060CHAPTER 1INTRODUCTION1-1 INTRODUCTIONOil pollution at sea comes from many sources. Because oil spills often result from ship casualties,spill response has become a highly specialized adjunct to salvage operations. In every casualty,salvors have a responsibility to prevent further pollution. They may also be tasked to undertake orparticipate in the response to oil spills originating with the casualty. Environmental protection issuch a sensitive issue that oil spill response may affect or take precedence over salvage operations.Commercial salvage agreements contractually bind the salvor to use his best endeavors toprevent the escape of pollutants. Pollution control and abatement efforts may delay the commencementof salvage work or limit the methods available to the salvor; in some cases, vessel orcargo salvage is undertaken to support pollution control efforts by securing or removing the pollutionsource. Navy salvage forces become involved with pollution control in one of four situations:• Prevention and control of pollution during salvage of Navy or other publicly-ownedvessels. This includes action to stop or limit spills in progress when salvage forcesarrive, to prevent spills during subsequent operations and to contain and clean up anyspills that do occur. In military spill response operations, a Navy On-Scene Coordinator(NOSC) and a Navy On-Scene Commander (NOSCDR) will be designated by theapplicable Navy Regional Contingency Plan. The NOSC may or may not be involvedin the salvage operations. The senior salvage officer or officer in tactical command(OTC) is charged with complying with Navy, national and local pollution control regulationsduring the salvage operations and is typically assigned as the Navy On-SceneCommander (NOSCDR).• Containment and recovery of major Navy-originated spills. Navy salvage units may bedesignated as fleet NOSCDRs under Fleet NOSC Contingency Plans to deal with offshorespills. The Supervisor of Salvage (SUPSALV) maintains containment andcleanup equipment and is prepared to deal with salvage-related and offshore spills fromNavy and other publicly owned vessels or facilities. Navy salvage forces and SUP-SALV assets may also be tasked to support response to nonsalvage-related, near-shoreoil spills that are the responsibility of but beyond the response capacity of the designatedshoreside NOSC.• Response to spills originating with other Department of Defense (DOD) components.Navy assistance for DOD-originated spills may be requested by DOD, the DOD componentor the Federal On-Scene Commander (FOSC). Assistance provided mayinclude oil response equipment, personnel, ships and craft or salvage services.• Federalized oil spill response operations. Responsibility for spill cleanup rests with theowner or operator of the offending vessel. The Navy can be requested to provide SUP-1-1

S0300-A6-MAN-060SALV assets and/or locally deployed Navy assets to assist in response to spills fromcivilian sources under National and Regional Contingency Plans via a Navy/CoastGuard interagency agreement if the owner or operator is unable or unwilling to handlethe incident in a timely manner. In most cases, cleanup work is performed by specialistcontractors with Emergency Ship Salvage Material (ESSM) equipment supported byfleet assets. The Navy may conduct salvage work to secure or remove the spill sourceat the request of the Federal On-Scene Coordinator (FOSC).The Navy and other federal agency organizations, state and local governments and internationalorganizations have specific obligations for response to oil spills. When a spill occurs, the responsemust be coordinated to effectively contain and remove the oil and to minimize its impact. Immediatelyfollowing a spill, the response organization must quickly gather information, make decisionsand mobilize. Free oil on the water does little environmental damage if it is contained andremoved before it reaches the shore. The costs of free oil removal are relatively low compared tothe astronomical costs of cleaning oiled shoreline.Coordination within the Navy and between other agencies and groups is vitally important to aneffective response. Salvors engaged in salvage work on casualties that have discharged or maydischarge oil because of damage are an integral part of the oil spill response team.1-2 HISTORICAL PERSPECTIVEThe Navy takes significant measures to prevent spillage of oil and to clean up those spills forwhich it is responsible. In fulfilling this responsibility, Commander, Naval Sea Systems Command(COMNAVSEASYSCOM) and Commander, Naval Facilities Engineering Command(COMNAVFACENGCOM) maintain inventories of oil pollution response equipment tailored forthe risks presented by the Navy’s day-to-day operations. The COMNAVFACENGCOM inventoryis tailored towards dealing with spills in sheltered waters and is distributed to NOSCDRsthroughout the Navy. Within NAVSEASYSCOM, the Supervisor of Salvage (SUPSALV) maintainsand operates equipment for response to offshore and salvage-related spills.The SUPSALV spill response inventory, maintained in the Emergency Ship Salvage Material(ESSM) System, is one of the largest and most capable response inventories in the world. Itsvalue as a national asset has been proven by its effective participation in many operations.Because it is a significant national asset, SUPSALV equipment is available to other U.S. Governmentagencies and is frequently called upon to assist with non-Navy spills. Deployments of SUP-SALV oil pollution response equipment for non-Navy spills have included:• Antarctica - to remove fuel oil from the capsized Argentine Government vessel BAHIAPARASIO and to recover spilled oil.• Alaska - to collect oil spilled from the Very Large Crude Carrier (VLCC) EXXONVALDEZ and to protect environmentally sensitive areas.• Arthur Kill (New York) - to recover oil discharged from a severed underwater pipeline.1-2

S0300-A6-MAN-060• Huntington Beach (California) - to recover crude oil spilled from the damaged oiltanker AMERICAN TRADER.• Arthur Kill (New York) - to recover oil spilled as a result of oil tanker BT NAUTILUSgrounding.• Chesapeake Bay - to recover fuel oil spilled following a collision between two cargoships.• Gulf of Mexico - to recover crude oil from IXTOC 1 oil well blowout.The Navy’s position in the national effort to mitigate the effect of oil pollution has been establishedby its performance. Response to oil spills has become and can be expected to remaina major responsibility of the Navy salvage organization.1-3 THE NATIONAL RESPONSE ORGANIZATIONThe Federal Water Pollution Control Act (Clean Water Act) mandated the National Oil and HazardousSubstances Pollution Contingency Plan (NCP) which is codified as Title 40, Part 300, ofthe Code of Federal Regulations (40 CFR 300). The NCP establishes national concept, policy,plan and organization for response to oil and hazardous substance spills. It sets guidelines for federalresponse, establishes the National Response Team (NRT) and 13 Regional Response Teams(RRT), designates participating agencies, Federal On-Scene Coordinators (FOSC) and specialforces and resources. NEESA Publication 7-021 (Series), Oil and Hazardous Substance SpillResponse Activity Information Directory, gives names and addresses of members of the NRT andkey members of the RRTs and special resource agencies.National planning for oil spill response was greatly enhanced by the Oil Pollution Act of 1990.That legislation requires the addition of Coast Guard District Response Groups and Area Committees.Area Committee members are to be appointed from federal, state and local agencies. Ofparticular significance is a requirement for procedures to coordinate Coast Guard Strike Teams,FOSCs, District Response Groups and Area Committees. Areas are to have contingency plansthat harmonize with the NCP.1-3.1 National Response Team (NRT). The NRT is a planning and oversight body whose membersrepresent 15 federal agencies, including the Department of Defense, as shown in Figure 1-1.Representatives from the Environmental Protection Agency (EPA) and U.S. Coast Guard, respectively,chair and vice-chair the NRT. The National Response Center (NRC), located at USCGHeadquarters and staffed constantly, is the single federal point of contact for all oil and hazardoussubstance (OHS) spill reporting and is the NRT communications center.1-3.2 Regional Response Teams. (RRT). The standing RRTs are responsible for regional planningand preparedness activities and for maintaining Regional Response Centers (RRC). StandingRRT membership consists of designated representatives from each federal agency participating inthe NRT, together with state and (as agreed upon by the states) local government representatives.Navy activities within a region are represented indirectly through the DOD member of the RRT.1-3

S0300-A6-MAN-060Figure 1-1. National Response Organization.The jurisdiction of the standing RRTs corresponds to the ten Federal Regions shown in Figure1-2, with separate RRTs for Alaska, the Caribbean area and Hawaii and the Pacific Island area.When an oil or hazardous substance spill is reported, an incident-specific RRT is activated to provideadvice and support to the FOSC. Agencies represented on the RRT, including DOD, are obligatedto provide personnel and equipment assets to the FOSC in so far as possible withoutinterfering with operations or degrading mission readiness. If spill response requirements exceeda region’s resources, the spill involves significant population hazards or national policy issues orassistance is requested by an NRT member, an incident-specific NRT is activated. The incidentspecificNRT may act as an advisory board, request resources from other federal agencies and settlematters referred to it by the RRT.1-4

S0300-A6-MAN-060Figure 1-2. Federal Regions.1-3.3 Federal On-Scene Coordinator (FOSC). The FOSC is the principal federal official whodirects response efforts and coordinates all other efforts at the scene of a discharge or release. TheCoast Guard provides predesignated FOSCs for oil and hazardous substance (OHS) spills into orthreatening U.S. coastal waters; the EPA provides FOSCs for spills into or threatening inlandregions.1-3.4 Special Teams and Resources. Special teams are available to the predesignated FederalOn-Scene Coordinator. Each team has special technical skills upon which the OSC may call. Specialteams are available to the Navy OSC via the predesignated Federal OSC or by special directarrangement.1-3.4.1 National Strike Force (NSF). The NSF consists of three Coast Guard strike teams basedat Fort Dix, N.J., Hamilton Air Force Base, Calif. and Mobile, Ala. The National Strike ForceCoordination Center (NSFCC) located in Elizabeth City, N.C. coordinates activity among theteams and ensures that they are uniformly trained and equipped.The strike team concept was designed to airlift pollution response experts and specialized containmentand removal equipment to the spill site to assist and advise the FOSC. Strike teams alsoprovide communications support and expertise in shipboard damage control.1-5

S0300-A6-MAN-0601-3.4.2 Environmental Response Team (ERT). The Environmental Protection Agency (EPA)maintains an ERT to meet its disaster and emergency responsibilities. The ERT has expertise intreatment technology, biology, chemistry, hydrology, geology and engineering. The ERT can providetechnical advice on risk assessment, cleanup techniques and priorities, water supply decontaminationand protection, application of dispersants, environmental assessment, degree ofcleanup required and disposal of contaminated material to oil and hazardous material spills.1-3.4.3 Scientific Support Coordinator (SSC). SSCs are available, at the request of the OSCs,to assist with actual or potential responses to oil discharges or releases of hazardous substances,pollutants or contaminants. SSCs also provide scientific support for the development of spill contingencyplans. Generally, SSCs are provided by the National Oceanic and Atmospheric Administration(NOAA) in coastal and marine areas and by the Environmental Protection Agency (EPA)in inland regions. SSCs may be supported in the field by a team providing, as necessary, expertisein chemistry, trajectory modeling, natural resources at risk and data management.During a response, the SSC serves under the direction of the OSC and is responsible for providingscientific support for operational decisions and for coordinating on-scene scientific activity. TheSSC can be expected to provide specialized scientific skills and to work with governmental agencies,universities, community representatives and industry to compile information to assist theOSC in assessing the hazards and potential effects of discharges and in developing response strategies.If requested by the OSC, the SSC serves as the principal liaison for scientific information andfacilitates communications to and from the scientific community on response issues. The SSCstrives for a consensus on scientific issues surrounding the response but also ensures that any differingopinions within the community are communicated to the OSC.The SSC also assists the OSC in responding to requests for assistance from state and federal agenciesregarding scientific studies and environmental assessments.1-3.4.4 Public Information Assistance Team (PIAT). A U.S. Coast Guard PIAT is available toassist FOSCs and regional or district offices to meet demands for public information and participation.The use of a PIAT is encouraged any time the FOSC requires outside public affairs support.Requests for PIAT support are made through the National Response Center (NRC).1-3.5 International Support. Provisions of the International Convention on Oil Pollution Preparedness,Response and Cooperation, 1990, held under the auspices of the International MaritimeOrganization, encourages international cooperation among member nations in oil spillresponse by:• Requiring emergency plans aboard oil tankers.• Requiring member nations to have national and regional oil spill contingency plans.• Setting up a means of international cooperation with advisory services, technical supportand equipment.1-6

S0300-A6-MAN-060The type of equipment and response policy employed vary widely from country to country; somecountries have much larger mechanical recovery systems than those available in the U.S. Assetsmay be held by the government or the private sector. Access to international technical assistanceis through the NRT. Coordination by the U.S. Department of State may be necessary.1-4 NAVY OIL SPILL CONTINGENCY PLANNINGThe goal of Navy oil spill contingency plans is to provide an organized, coordinated response tooil spills, to stop the flow, contain the spill, mitigate the impact, remove the oil and restore theenvironment. These goals are consistent with those of federal, state and local agencies andaccepted commercial practice. Contingency plans provide guidance to NOSCs, NOSCDRs, activityand unit commanders and other spill response managers; they are not cookbook solutions foroil spill response. Each oil spill is unique and requires some innovation on the part of trained personnelto make an adequate response. Contingency plans provide a head start by making certaindecisions in advance and by identifying available response options.1-4.1 NOSC Contingency Plans. The basis of NOSC contingency plans are the NOSC responsibilities,notification procedures, available assets and organizational arrangements. Each planidentifies:• Notification procedures• Response organization• NOSCDR assignments and areas of responsibility• Response operations• Environmentally sensitive areas that must be protected and• Other resources/agencies that may assist.NOSC contingency plans are to be coordinated with and consistent with area coordinator plansand instructions, Federal regional (FOSC) plans, other DOD component OSC plans and commercialresponse plans, where appropriate.Shoreside NOSC contingency plans cover assigned geographic areas (discussed in Paragraph1-5.1 and Appendix B) and are coordinated with regional and state contingency plans for thoseareas. Subordinate NOSCDRs and unit commanders develop contingency plans appropriate totheir spill risk within the framework of the NOSC Plan.Fleet NOSC Contingency Plans cover fleet operating areas and are coordinated with shoresideNOSCs, federal, state and foreign agency plans, as appropriate. Separate NOSCDR contingencyplans are not required if the NOSC plan contains country-specific response guidelines for eachcountry in the fleet operating area. Fleet plans contain information consistent with shoresideNOSC plans and applicable senior officer present afloat (SOPA) instructions. Fleet NOSC/1-7

S0300-A6-MAN-060NOSCDR plans may be promulgated as stand-alone instructions or incorporated in fleet operationalorders (OPORDs).1-4.2 NOSCDR Plans. NOSCDR contingency plans amplify NOSC plan guidance for NOSCDRgeographic areas and are coordinated with state and local authorities.1-4.3 Local and Facility Plans. Commanders of shore activities with the potential for oil spillsare required to develop activity contingency plans consistent with NOSC and NOSCDR plans.1-4.4 Shipboard Plans. Each Navy ship is required to have a contingency plan coordinated withfleet NOSC/NOSCDR plans and consistent with adjacent shoreside plans. COMNAVSEA-SYSCOM is in the process of developing a shipboard plan which may be used by each ship indeveloping their own ship-specific plan.1-5 NAVY SPILL RESPONSE ORGANIZATIONThe Navy oil spill organization and response capability is established by the Environmental andNatural Resources Protection Manual of 2 October 1990, OPNAVINST 5090.1A. This instruction,consistent with the NCP, establishes the Navy oil and hazardous substance spill organizationand the requirement for a Navy contingency planning system.The Navy has a worldwide capability for responding to its own oil spills. Navy contingency planscan also be implemented to assist federal agencies under the National Contingency Plan.The Navy organization for oil spill response and planning is divided into shoreside and fleet organizations,as shown in Figure 1-3. Area (Environmental) Coordinators are assigned coordinationauthority over broad geographic areas by OPNAVINST 5400.24 (series); Fleet Commanders inChief (CINC) are charged to establish oil and hazardous substance (OHS) spill pollution contingencyplanning and response policies in their operating areas. Below the Fleet CINC/Area Coordinatorlevel, both organizations consist of a hierarchy of Navy On-Scene Coordinators (NOSC),Navy On-Scene Commanders (NOSCDR) and supporting activities. NEESA Publication 7-021(Series), Oil and Hazardous Substance Spill Response Activity Information Directory, commonlyreferred to as the AID manual, lists the Area Coordinators, NOSCs and NOSCDRs and theiraddresses for both fleet and shoreside organizations. Addresses for Area Coordinators and fleetand shoreside NOSCs are given in Appendix B.1-5.1 Navy Shoreside Spill Response Organization. There are seven Navy Area Coordinators:• Commander in Chief, Pacific Fleet (CINCPACFLT)• Commander in Chief, Atlantic Fleet (CINCLANTFLT)• Commander in Chief, U.S. Naval Forces Europe (CINCUSNAVEUR)• Chief of Naval Education and Training (CNET)1-8

S0300-A6-MAN-060• Commander, U.S. Naval Forces Central Command (COMUSNAVCENT)• Commander, Naval Reserve Forces (COMNAVRESFOR)• Commandant, Naval District Washington D.C. (NAVDISTWASH)Navy Area Coordinators:Figure 1-3. U.S. Navy Oil Pollution Response Organization.• Subdivide coordination areas into regions and predesignate shoreside NOSCs to planand direct responses to oil spills from Navy ship and shore activities within eachregion.1-9

S0300-A6-MAN-060• Develop and update areawide oil spill contingency planning instructions that specifyNOSC and NOSCDR responsibilities.• Coordinate, with the assistance of the Supervisor of Salvage, development, revisionand update of area-wide oil and hazardous substance (OHS) spill contingency planninginstructions and individual NOSC plans.NOSCs, in turn, designate Navy On-Scene Commanders (NOSCDRs). This designation is basedupon known or potential spill risk and the existence of prestaged response assets or the ability torapidly obtain such assets. NOSCDRs are at the bottom of the shoreside oil spill response organizationand typically own the front line forces—the On-Scene Operational Teams (OSOTs) andprestaged equipment utilized for response to minor Navy oil spills.Regional and state environmental coordinators are assigned by area coordinators to coordinateenvironmental matters and public affairs in local regions and individual states. The regional coordinatoris the senior naval officer in the local region and may be the designated NOSC. State coordinatorsare designated on the basis of which command can most effectively attend to Navyinterests in the state and will normally be located within easy access of the state capital. In mostcases, regional coordinators will also serve as state coordinator for the states in which they arelocated.1-5.1.1 Navy On-Scene Coordinator (NOSC). NOSCs are either shoreside or afloat-based commandsassigned to coordinate NOSCDRS in their areas. The coordination effort must ensure thereare enough personnel and resources to clean up an oil spill and must interface with federal, state,local, commercial and volunteer response and support organizations. Shoreside NOSCs are generallydesignated to parallel existing regional environmental coordination authorities as designatedunder the NCP. Typically, the NOSC is a Naval Base Commander, Naval Force Commander orNaval Training Center Commander. For hazardous substance (HS) spills from DOD facilities orships, DOD provides the predesignated FOSC; the NOSC is therefore the FOSC for HS spillsfrom Navy ships or facilities. The predesignated Coast Guard or EPA Regional FOSC mayassume control of the response if the Navy response is inappropriate or inadequate. For oil spillsfrom DOD facilities or ships, DOD assumes responsibility for minimizing damage and cleaningup spilled oil, while the Coast Guard or EPA assumes the broader roles of the FOSC. Typically,the Coast Guard or EPA FOSC will monitor DOD response efforts and advise the DOD (Navy)On-Scene Coordinator. If the DOD (Navy) response is inadequate or inappropriate, the FOSCwill assume direct control of the response.The NOSC activates an Area Response Center (ARC) after a spill occurs. This center is a clearinghouse for all spill information, requests and inquiries to and from outside parties. Personnel manthe center and monitor and direct response actions for the duration of the operation.Specifically, shoreside NOSCs are responsible for:• Directing all major Navy response efforts for Navy oil spills within assigned shoresideboundaries, including coastal areas extending out to 12 miles.1-10

S0300-A6-MAN-060• Serving as the Federal On-Scene Coordinator (FOSC) under the NCP for Navy hazardoussubstance releases within assigned geographic boundaries.• Predesignating shoreside NOSCDRs and preassigning geographic areas of responsibility.• Coordinating response operations with adjacent NOSCs, including fleet NOSCs, forNavy oil spills that may impact more than one NOSC region.• Developing, in the general format prescribed by COMNAVSEASYSCOM (Supervisorof Salvage) and consistent with the area coordinator’s instructions, areawide NOSC oilspill contingency plans and coordinating the development of the plans with the overlappingregional federal OSC plans, as prescribed in the NCP.• Coordinating response operations with the DOD representative to the RRT.• Coordinating shoreside NOSC plans with fleet planning and operations and ensuringthat Navy SOPA instructions contain fleet oil spill response guidance that is consistentwith the shoreside NOSC plans.• Ensuring that all federal, state and local oil spill notification procedures are followed.Foreign shoreside NOSCs develop and coordinate contingency plans with host governments.Fleet NOSC responsibilities are outlined in Paragraph 1-5.2.1-5.1.2 Navy On-Scene Commanders (NOSCDR). NOSCDRs are Navy commanders assignedto stop, contain and clean up oil spills in their designated areas. Typically, NOSCDRs are commandingofficers of shore stations. The NOSCDR must set up an Activity Spill Response Center(ASRC) with a constantly manned telephone to receive incident reports. The ASRC, activated atthe beginning of an oil spill, directs the spill response until the end.The NOSCDRs are responsible for:• Overseeing response efforts for Navy oil releases within preassigned NOSCDR areasuntil relieved by the NOSC and supporting the NOSC for Navy response in areas outsideof NOSCDR boundaries.• Developing, reviewing annually and updating periodically subregional or localNOSCDR plans in a format prescribed by COMNAVFACENGCOM and consistentwith policy direction and guidance provided by the NOSC.• Coordinating NOSCDR plans with appropriate state and local environmental and emergencyplanning authorities.• Making all required federal, state and local notifications for Navy oil spills and makingNavy chain of command notifications up to the NOSC level.1-11

S0300-A6-MAN-060The NOSC may assume direct control of response activities when an oil spill exceeds theresponse capability of a NOSCDR, affects areas beyond Navy property, is catastrophic or for anyother reason. This may be done, for example, to harmonize response operations between two adjacentNOSCDRs.1-5.1.3 On-Scene Operations Team (OSOT). The OSOT is the NOSCDR’s team of trained personnelwho make the initial response to an oil spill. Their goal is to control and contain the spill.Personnel from the waterfront near potential spill areas typically make up the team. The secondmajor effort of the OSOT is to remove oil and clean up after the spill. Environmental restorationstarted by the OSOT usually requires personnel and equipment from and coordination with otheragencies, particularly the EPA Remedial Program Manager. The NOSCDR or NOSC supportstaff provides safety, health, security, public affairs and legal personnel services to the OSOT. Asan alternative to forming OSOTs from military personnel or DOD employees, NOSCDRs maymake arrangements to access commercial response personnel, including in-place contracts,arrangements to utilize Coast Guard or EPA Basic Ordering Agreements or other mechanisms. Insome instances, naval installations may participate in oil spill response cooperatives. Spillresponse cooperatives are defined in Paragraph 3-3.5.1-5.2 Navy Fleet (Offshore) Spill Response Organization. In additions to their responsibilitiesas shoreside area coordinators, CINCPACFLT and CINCLANTFLT are charged with establishingoil and hazardous spill contingency plans and response policies within their ocean operatingareas. Numbered fleet commanders function as fleet NOSCs under the Fleet CINCs. Fleet NOSCshave responsibilities generally similar to those of shoreside NOSCs with several important differences:• In waters outside U.S. jurisdiction, the NOSC does not function as the FOSC and nocoordination with the NRT or RRT is required.• Fleet NOSCs must coordinate responses with shoreside NOSCs and RRTs when a spilloccurs within or threatens U.S. coastal waters (12-nautical mile zone).• Fleet NOSCs must ensure required foreign government notifications are made andcoordinate responses with foreign government response organizations when a spilloccurs within or threatens foreign territorial waters.Fleet NOSCs designate at least one fleet NOSCDR to provide operational assistance for large orcomplex fleet-originated oil spills. The fleet NOSCDRs are normally fleet salvage unit commanders.Fleet NOSCDRs oversee response efforts for Navy OHS spills within preassigned areas andsupport the fleet NOSC for Navy response in other areas.Navy ships are required to have personnel prepared to initiate immediate actions to mitigateeffects of a spill. COMNAVSEASYSCOM has developed a shipboard oil spill cleanup and containmentkit to provide a quick “first aid” response. The cognizant fleet or shoreside NOSCDRwill mobilize appropriate response assets and direct response actions for spills beyond the ship’slimited capability.1-12

S0300-A6-MAN-0601-5.3 Naval Sea Systems Command. The Chief of Naval Operations has assigned NAVSEA-SYSCOM, specifically the Supervisor of Salvage, to assist with the development and update ofarea coordinator and NOSC contingency plans. Specific responsibilities include:• Assist area coordinators in the development of area-wide contingency plans, includingidentification of appropriate NOSC commands.• Assist NOSCs in the development of NOSC contingency plans, including identificationof appropriate NOSCDRs and NOSCDR response boundaries.• Assist NOSCs in major spill response issues as they arise and in decision making foroffshore or salvage-related response operations.The Supervisor of Salvage is responsible for maintaining and operating oil pollution equipmentfor offshore and salvage-related oil spills. To meet this task, the Supervisor of Salvage hasincluded oil spill response equipment in the Emergency Ship Salvage Material System (ESSM).Because major oil spills often result from ship casualties, oil spill response equipment is specializedsalvage equipment as stated in 40 CFR 300.175. Rapid mobilization of the equipment fromexisting ESSM bases allows the Supervisor of Salvage to augment NOSCs at any location. Thisequipment is a national asset and has served frequently in Navy, federal, state and commercial oilspill responses. EPA and USCG Federal On-Scene Coordinators (FOSCs) have partially federalizedoil spills solely for the purpose of augmenting resources with Supervisor of Salvage equipmentand operators. Appendix C lists the oil pollution assets available through the Supervisor ofSalvage and describes the procedures for requesting the equipment. The Navy and Coast Guardhave an Interagency Agreement (IAA) in place that authorizes mutual support during an oilresponse operation and through which SUPSALV equipment and operators are usually providedto the USCG-designated FOSC. The IAA is reproduced as Appendix D.1-5.4 Naval Facilities Engineering Command (NAVFACENGCOM). NAVFACENGCOM isresponsible for writing local contingency plan guidance, purchasing NOSCDR oil spill equipment,providing technical expertise and compiling a Navy oil spill resources directory. Specificresponsibilities include:• Assisting shoreside NOSCDRs and other Navy activities in developing and updatinglocal contingency plans.• Determining requirements for budgeting for and procuring equipment for harbor andinland water oil spill control for use by shoreside NOSCDRs.• With COMNAVSEASYSCOM, assisting major commands and area coordinators inthe determination of training requirements and the development of associated trainingcurriculums.• Sponsoring oil spill response and contingency planning training courses for shoresideNOSCs and NOSCDRs.1-13

S0300-A6-MAN-060• Providing specialized environmental engineering and information management.1-5.5 Naval Environmental Protection Support Service (NEPSS). The NEPSS consists ofspecial offices in various commands tasked to provide environmental engineering, research, legalassistance, data management and information exchange services to Navy and Marine Corps activities.NEPSS addresses all forms of pollution; its organization includes the following activitieswith oil pollution prevention and spill response support responsibilities:• COMNAVFACENGCOM as the NEPSS manager.• Naval Engineering Field Divisions (EFDs) that provide field level expertise in environmentalengineering and legal support.• Naval Energy and Environmental Support Activity (NEESA), Port Hueneme, Californiathat maintains an activity information directory (AID), coordinates NEPSS actionsand manages NEPSS specialty offices.• Specialty offices and Navy laboratories, including:(1) The Marine Environmental Support Office (MESO) at the Naval Ocean SystemsCenter (NOSC), San Diego, California provides Navy-wide support relative toaquatic environmental protection.(2) The Naval Civil Engineering Laboratory (NCEL), Port Hueneme, California conductsenvironmental protection research and development with regard to shorefacilities.1-5.6 Salvor-NOSC Coordination. Salvors must notify the U.S. Navy command having NOSCresponsibility when performing work that could result in an oil spill to which the NOSC would berequired to respond. Such notification should be made as early as possible so the NOSC canensure personnel and equipment are available should a response be necessary. Potential spillsmust also be reported by telephone to the National Response Center.Likewise, the NOSC should request technical assistance from NAVSEA/SUPSALV wheneversuch assistance is needed to augment NOSC resources. Communications between the SUPSALVand NOSC organizations are most effective when they are initiated early during a response. Earlynotification by telephone should be encouraged wherever practical, with more formal means ofcommunication used when time is less critical.1-14

S0300-A6-MAN-060CHAPTER 2OIL CHARACTERISTICS AND BEHAVIOR2-1 INTRODUCTIONThe behavior, spread and impact of oil on the water depends on the quantity of oil, the marineenvironment, prevailing weather and most importantly, the physical and chemical properties ofthe substance. Response actions must be tailored to the conditions of the spill. The type of oil andits characteristics must be identified as the first step of a timely and adequate spill response.2-2 CHEMICAL AND PHYSICAL CHARACTERISTICS OF OILThe term oil includes crude petroleum and refined petroleum products, as well as nonpetroleumoils (animal and vegetable oils). Both chemical and physical properties are important in assessingspill impact and developing appropriate response tactics. The chemical properties of concern areboiling point range, solubility in water, aromatic content and the presence of dissolved nonhydrocarboncompounds. The physical properties of greatest concern are density, viscosity, pour point,flash point and surface tension. The importance of each of these properties is discussed in the followingparagraphs. Appendix F gives pertinent properties of petroleum and nonpetroleum oils.Petroleum products are refined in a distillation process (boiling and vapor recovery) that separatesfractions from the crude oil stock. The fractions or ends, with the lowest boiling points boil offand distill early in the refining process and are called light ends because of their characteristicallylow density. The fractions with higher boiling points, that distill later, are called heavy ends.Those that remain after all the lighter ends have been boiled off are called residuals. Like crudeoil, refined products are not simple compounds, but mixtures of hydrocarbon compounds that boil(and distill) within a given temperature range. Figure 2-1 shows a typical fraction separation.2-2.1 Physical Characteristics. As hydrocarbon mixtures, the physical properties of oil are acomposite of the physical properties of the various constituent compounds. If the relative proportionsof the constituent compounds change, through evaporation, dissolution or other processes,the composite properties will also change. Several physical properties that affect behavior ofspilled oil on both land and water are viscosity, pour point, density or specific gravity, surface tension,flash point and emulsibility.2-2.1.1 Density and Specific Gravity. Density is the mass per unit volume and is expressed aspounds per cubic foot, grams per cubic centimeter or similar units. Density is expressed alternativelyas specific gravity, the ratio of the density of a material to the density of fresh water at a certaintemperature-usually 60°F. The specific gravity of water (at 60°F) is therefore 1.0. Most oilshave a specific gravity of less than 1.0, which means that the material is lighter than and floats onfresh water. However, some oils have a specific gravity greater than 1.0 and will sink in freshwater. The specific gravity of saltwater is 1.025. A few oils have specific gravities greater than1.025 and will sink in saltwater. The density of crude oils and petroleum products is also2-1

S0300-A6-MAN-060Figure 2-1. Typical Petroleum Distillation Fractions.expressed as American Petroleum Institute (API) gravities or degrees API. API gravities are basedon the arbitrary assignment of a gravity of 10 degrees to fresh water. Liquids with higher gravitiesare lighter than water; those with lower API gravities are heavier than water. API gravities are calculatedby:Oils having low density (high API gravity) generally have low viscosities and contain a high proportionof volatile compounds. Conversions between specific gravity, API gravity and density aregiven in Chapter 1 and Appendix B of the U.S. Navy Ship Salvage Manual, Volume 5, S0300-A6-MAN-050.2-2.1.2 Viscosity. Viscosity is a measure of the resistance to flow or the internal friction of theproduct. Kinematic viscosity is expressed in centistokes (cSt) and varies with temperature formost liquids. The viscosity of water at 68°F is approximately 1.00 cSt. Viscosity may also be tabulatedin other units:• Absolute or dynamic viscosity is given in units of Poise. Absolute viscosity is kinematicviscosity multiplied by density.• Viscosity is sometimes expressed as the number of seconds required for a specifiedquantity of oil to flow through an orifice of specified size. More viscous oils flow moreslowly and have higher values. There are several viscosity scales based on this concept,2-2

S0300-A6-MAN-060including the Saybolt Second Universal (SSU) and Saybolt Second Furol (SSF) scalesused in the U.S. and the Redwood and Redwood Admiralty scales used in the UnitedKingdom. The scales differ in quantity of oil and orifice used to determine viscosity.The less viscous a material, the more readily it flows and spreads. Spills of low-viscosity oilsnecessitate rapid response to minimize spill migration.2-2.1.3 Pour Point. Pour point, related to viscosity, is the lowest temperature at which an oilflows. As the pour point is approached, spill spread decreases. Consequently, oils spread morerapidly in warm weather than in cold. Pour point can vary widely; some crude and residual oilsmay have pour points as high as 80°F, while the pour point of light diesel fuel is -60°F. The physicalstate of spilled oil influences containment and recovery methods. Both air and water temperaturesaffect oil state. Some oils may be solid or semisolid during cool nights and liquid during theday or solid when in contact with cool water and liquid when stranded on shore.2-2.1.4 Surface Tension. Surface tension is the attraction of a liquid for its own molecules.When oil is on water, the oil’s surface tension holds the oil molecules together and discouragesspreading, while the water’s surface tension works to pull the water molecules together, allowingthe oil to spread. Petroleum products with low surface tension spread readily over the water surface.Effective cleanup of spilled oil with low surface tension requires rapid response.2-2.1.5 Flash Point. Flash point is the lowest temperature at which a substance ignites understandard conditions. A highly volatile oil with a low flash point is a serious safety hazard thatgreatly complicates response.2-2.1.6 Emulsibility. Emulsibility is the tendency of spilled oil to form a stable suspension withwater. High emulsibility will cause oil to spread throughout the water column, increasing thethreat to the environment. This characteristic can force changes in cleanup priorities or methods.2-2.2 Chemical Properties. The chemical and physical properties of an oil are closely related, asboth are determined by the molecules that make up the oil.2-2.2.1 Boiling Point Range. Boiling point range indicates the relative volatility of an oil. Volatilityis the tendency of a liquid to evaporate and is related to boiling point; the lower the boilingpoint, the more volatile the liquid. Light (low-density) oils usually have lower boiling pointranges and are more volatile than heavy oils. Evaporation of highly volatile oils, such as JP-4 andgasoline, facilitates cleanup but may create an explosion hazard, especially in confined spaces. Asthe more volatile fractions of an oil evaporate, the remaining oil becomes denser and more viscous.When accounting for spilled oil, the portion that has evaporated must be included. Light, low boilingpoint range oils, such as gasoline or JP-4, may evaporate completely in a few days. Significantportions of spills of heavier oils, including fractions with boiling points above ambient, may belost to evaporation. Spilled Kuwait crude from the TORREY CANYON soon lost most of its fractionswith boiling point less than 570°F and it is estimated that as much as one-third of the total2-3

S0300-A6-MAN-060spill volume was lost through evaporation. Because they have a very high, but relatively narrowboiling-point range, spilled residual fuels loose only a fraction of their volume to evaporation.Boiling point range is a function of the homogeneity of an oil. Crude oils generally have broadboiling point ranges, while refined products have narrow boiling point ranges.2-2.2.2 Relative Solubility. Relative solubility is a measure of an oil’s ability to dissolve inwater. The lightest petroleum fractions are slightly soluble in seawater; heavy compounds are virtuallyinsoluble in seawater. Solubilities of the hydrocarbon compounds found in petroleum areshown in Table 2-1. Although the solubility of oil in water is low, many additives are both solublein water and toxic. Small quantities of soluble oils can cause greater environmental impactthan large spills of less soluble oil.2-2.2.3 Aromatic Content. Aromatic content is important in assessing spill impact because aromatichydrocarbons are both more toxic and generally more soluble than other hydrocarbons.Depending on ambient temperature, the toxicity and solubility of aromatic compounds may betempered by their high evaporation rate. Because of their stable form, aromatics resist naturaldegradation more than paraffins or naphthenes.2-2.3 Crude Oil. Crude oils are not simple compounds, but complex mixtures of hydrocarboncompounds. Most crude oils are amber-yellow to brownish-green or black, viscous liquids, withspecific gravities ranging from 0.80 to 0.99, although some crude petroleum fractions have specificgravities greater than 1.0. Crude oil may also contain dissolved gases, solids, water and suspendedsolids. Hydrocarbon compounds typically account for more than 95 percent of a crudeoil’s composition. The molecular weight of the hydrocarbons ranges from 16 to more than 850.The principal hydrocarbon components of petroleum fall into three groups:• Paraffins - saturated straight chain hydrocarbons.• Naphthenes - saturated ring hydrocarbons.• Aromatics - highly stable ring hydrocarbons.Crude oils typically contain dissolved sulfur, nitrogen, oxygen and natural gas in varying proportions.Phosphorous, nickel, vanadium, cadmium or other metals may be present.As mixtures of hydrocarbon and other compounds, the properties of oil are a composite of theproperties of the constituent compounds and vary with composition. Composition and propertiesof crude oil or petroleum, vary widely with location of origin (producing field) and even betweenwells within the same field, particularly between wells producing oil from different depths.Crude oils have been traditionally classified as paraffin base, asphalt base or mixed base. Theconcept of the base of an oil arises from the facts that the residual fractions of a crude oil might bewaxy or asphaltic or both and that the character of the residual fractions can be correlated to thenature of the lighter fractions. For example, lubricating oils distilled from a paraffin base crudeare usually less dense, have a higher boiling point range and are more likely to contain solid par-2-4

S0300-A6-MAN-060affin in solution than the corresponding products derived from an asphalt base crude. The classificationsystem has been modified to include naphthene or hybrid base crudes that contain littleasphalt and significant quantities of high molecular weight waxes that differ from conventionalparaffin wax. This classification system was established primarily as a guide to the commercialapplicability and value of crude oil stocks and is an imperfect measure of the overall characteristicsof the oil. It does, however, provide some indication of the expected range of physical characteristics.Table 2-1. Characteristics of Some Hydrocarbons Found in Crude Oil.COMPOUNDCARBONNUMBERBOILINGPOINT (°F)SPECIFICGRAVITYSOLUBILITY IN WATERParaffinsMethane 1 -258.70 0.424 90 ml/l (68.0°F)Ethane 2 -127.30 0.546 47 m/l (28.0°F) (gases)Propane 3 -43.96 0.542 65 m/l (64.4°F)Butane 4 31.10 0.579 65 m/l (64.4°F)Pentane 5 97.16 0.626 360 ppm (62.6°F)Hexane 6 156.20 0.660 138 ppm (59.9°F)Heptane 7 209.30 0.684 52 ppm (59.9°F)Octane 8 258.26 0.703 15 ppm (59.9°F)Nonane 9 303.44 0.718 about 10 ppmDecane 10 345.38 0.730 about 3 ppmUndecane 11 384.62 0.741Dodecane 12 421.34 0.766Tridecane 13 456.08 0.756Tetradecane 14 488.48 0.763Pentadecane 15 519.26 0.769Hexadecane (Cetane) 16 548.78 0.773Heptadecane 17 576.68 0.778NaphthenesCyclopropane 3 -27.40 “Slight”Cyclobutane 4 55.40Cyclopentane 5 120.74 0.751Methyulecyclopentane 6 161.24 0.749Cyclohexane 6 177.26 0.779Methylcyclohexane 7 213.62 0.7692-5

S0300-A6-MAN-060Table 2-1. Characteristics of Some Hydrocarbons Found in Crude Oil.COMPOUNDCARBONNUMBERBOILINGPOINT (°F)SPECIFICGRAVITYSOLUBILITY IN WATEREthycyclopentane 7 218.30 0.763Ethylcyclohexane 8 269.24 0.788Trimethycyclohexane 9 286.16 0.777AromaticsBenzene 6 176.18 0.879 820 ppm (71.6°F)Toluene 7 231.08 0.866 470 ppm (60.8°F)Ethylbenzene 8 277.16 0.867 140 ppm (59.0°F)p-Xylene 8 281.12 0.861m-Xylene 8 282.38 0.864 about 80 ppmO-Xylene 8 291.92 0.874iso-Propylbenene (Cumene) 9 306.32 0.864n-Propylbenzene 9 318.56 0.862 60 ppm (59.0°F)Napththalene 10 424.22 1.145 about 20 ppm2-Methylnaphthalene 11 465.98 1.0291-Methylnaphthalene 11 472.64 1.029Dimethylnaphthalene 12 503.60 1.016Trimethylnaphthalene 13 545.00 1.01Anthracene 14 669.20 1.25Source: Nelson-Smith, 1973The primary oil producing areas of the world are certain areas of North America, northern SouthAmerica, North Africa and the Middle East, the Caspian Sea region, the North Sea and to lesserdegrees, continental Europe and the Malayan region. Because the U.S. is a net importer of oil,ship casualties, terminal accidents or pipeline ruptures in U.S. waters can spill oil from almostanywhere in the world.It is customary to characterize crude oils by their area of production and producing fields by theoil they yield. These characterizations are roughly accurate so long as oil is produced from formationsof the same depth and geologic age. Wells producing from different depths may yield verydifferent crudes even though they are not widely separated. No firm rule can be stated, but it isapproximately true that geologically younger crudes-usually those produced from shallower formations-arehigher in sulfur, oxygen and nitrogen content, are more likely to be asphaltic and aremore likely to oxidize when exposed to the air. Crude oils from deep, presumably older formationsare more likely to be paraffinic. Crude oils lying in the presence of hydrocarbon gases indeep formations may be essentially colorless and much less dense than the normal darkly pig-2-6

S0300-A6-MAN-060mented crude oils. Appendix F describes the general characteristics of crude oils from variousproducing regions.2-2.4 Petroleum Distillates. Petroleum distillates consist of lighter petroleum fractions andinclude substances such as gasoline, kerosene, jet fuel, diesel fuels and some fuel oils. Somepetroleum distillates contain additives, such as the lead and phosphorous compounds in gasoline.Because of their low boiling point range, petroleum distillates evaporate rapidly and are less viscousthan residual oils and most crude oils. Petroleum distillates are sometimes divided into lightand heavy distillates. Light distillates, such as gasoline, kerosene, jet fuels and light diesel fuels,have boiling points lower than 350° F and specific gravity generally less than 0.81. Heavy distillates,such as fuel oils and heavy diesel fuels, have boiling points greater than 350°F and specificgravity greater than 0.81.2-2.5 Lubricating Oils. Lubricating oils are separated from crude oil by the distillation process,but tend to be relatively involatile. Spilled lubricating oils can be expected to remain on the seasurface. Lubricating oil spills may consist of clean oil from ruptured tanks or shipping containersor waste oil, i.e., oil that has been used to lubricate machinery. Waste oil will contain considerablequantities of suspended solids, including metals and oxidized material. Spills of waste oil resultfrom ship damage that penetrates machinery space bilges or waste oil tanks or from unauthorizeddischarges.2-2.6 Residual Fuels. Residual fuels or black oils, are distillation residues or blends of residuewith distillates. Residual oils are used as fuel for ships, power plants and heating systems and areshipped and stored in bulk. They are generally very viscous with specific gravity approaching orsometimes exceeding that of seawater. When spilled, residual oils behave like weathered crudeoil.2-2.7 Nonpetroleum Oils. Most oil carried by sea is petroleum or petroleum-derived, but significantquantities of animal and vegetable oil are carried in bulk. The nonpetroleum oils carried bytankers in bulk are shown in Table 2-2.Table 2-2. Nonpetroleum Oils Shipped in Bulk.Animal Oil Coumarone Oil Mustard Seed Oil Safflower Seed Oil Vegetable OilCaarnation Oil Fish Oil Olive Oil Soybean Oil Whale OilCoconut Oil Groundnut Oil Palm Oil Sperm Oil Corn OilLinseed Oil Pine Oil Sunflower Seed Oil Cottonseed Oil Menhaden OilRapeseed OilTung Oil2-3 FATE OF OILNatural seeps constantly release small amounts of oil at steady rates into the marine environment.The oceans assimilate this oil through natural processes. These seeps affect the ocean very differentlyfrom accidental and unauthorized releases of large quantities of oil that occur in a relativelyshort period and overwhelm the natural ability of the oceans to assimilate oil.2-7

S0300-A6-MAN-060Spilled oil is acted upon by natural processes that occur more or less simultaneously, although theprocesses proceed at very different rates. These processes lead to the removal of oil from thewater surface and its eventual accommodation by the environment. The main processes acting onspilled oil are:• Spreading• Evaporation• Dispersion• Dissolution• Emulsification• Oxidation• Microbial degradation• Sinking• ResurfacingNearly all the processes cause chemical or physical changes in the oil. The natural processes andresulting changes in the oil characteristics are collectively called weathering. Many of the changesfrom weathering help response efforts. Weathering of oil on water is much more complex thanweathering of oil on land because of the dynamics of water movement and exposure to the elements.The specific processes that contribute to weathering of spilled oil are described in the followingparagraphs. Figure 2-2 is a graphical representation of the weathering processes. Figure2-3 shows the relative impact and time span of these natural processes.Oils may be categorized as either persistent or nonpersistent. Persistent oils remain on the sea surfacefollowing a spill and require response activity for removal. Nonpersistent oils tend to dissipatewithout assistance, requiring less human intervention following such a spill. Crude oils andrefined residual oils are persistent oils. Nonpersistent oils include gasoline; naphtha; kerosene;Diesel Fuel, Marine (DFM); and other diesel fuels. Nonpersistent oils are typically more toxic tomarine life than persistent oils and safety concerns regarding vapors given off from nonpersistentoils may limit offensive response measures.2-3.1 Spreading. The initial and very visible process of spreading of spilled oil can last as longas 10 days for a very large spill. Spreading thins the oil slick to a few millimeters or less. Rate ofspreading depends upon the volume of oil spilled, the duration of the spill and physical characteristicsof the spilled oil, particularly pour point, viscosity and surface tension.Low-viscosity oils spread more rapidly than high-viscosity oils. Spilled oils at temperaturesbelow their pour point spread very little.2-8

S0300-A6-MAN-060Figure 2-2. Various Processes Taking Place After an Oil Spill.Figure 2-3. Time Span and Relative Importance of Processing Acting on an Oil Spill.2-9

S0300-A6-MAN-060Spilled oil begins to form windrows a few hours after spilling. Windrows are narrow bands orrows of oil that form parallel to the wind direction from the trailing edge of spilled oil. Spreadingat this point is influenced by turbulence and other hydrographic conditions, including currents,tidal action and wind velocity. Skimming operations should take advantage of windrows in orderto engage the most oil on each sweep.2-3.1.1 Evaporation. Evaporation removes more oil from a spill than any other natural process.The rate of evaporation is primarily determined by the volatility of the various components of theoil. High volatility is usually associated with low boiling point and low molecular weight. Evaporationrate is influenced by air and water temperatures, sea state, wind, relative humidity and rateof spreading. Evaporation proceeds at a greater rate from a thinly spread oil layers slick in hot,dry, windy conditions than from thick oil layers in cool, calm, humid conditions.Light oils, such as diesel or jet fuel evaporate quickly, loosing as much as 50 percent of the spillvolume in only a few hours. Crude oils may loose significant portions of spill volume to evaporation,depending on the percentage of light fractions. In one test, the bulk of a controlled spill of120 tons of an Iranian light crude in the North Atlantic had disappeared in four days, mainly byevaporation. Residual fuel oils and lubricating oils, containing few light ends, evaporate veryslowly.Evaporation alters the physical characteristics of the remaining oil. The mix of less volatile componentsof oil remaining will have higher density, viscosity, pour/flash point, carbon residue andwax content and in the case of crude oil and residual fuels, higher asphaltene and metals contentthan the original oil. The rate of evaporation decreases with time as the percentage of light ends inthe residue steadily decreases.The composite physical characteristics will change as the light ends evaporate. Heavy, dense residueremains when all the light fractions have evaporated from spilled oil.2-3.1.2 Dispersion. Oils disperse in water as small droplets that diffuse within the upper layers ofthe seas. The droplets may remain suspended in the water or rise to the surface, depending uponthe sea state and difference between the densities of the oil and water. Natural dispersion of oiloccurs more quickly in moderate to rough seas than it does during calm weather. Very small dropletsof dispersed oil tend to remain mixed in the water column. Larger droplets, particularly oflight oils, tend to rise to the surface. The large collective surface area of the dispersed oil dropletsenhances oxidation, dissolution and biodegradation. Most small oil slicks disappear within a fewhours as a result of natural dispersion when accompanied by breaking waves. Natural dispersionand evaporation are the primary environmental factors affecting the persistence of an oil slick onthe open sea.2-3.1.3 Dissolution. Although most hydrocarbons are relatively insoluble in water, some lowmolecular weight and polar compounds will dissolve in seawater. The rate and degree of dissolutiondepends on relative solubility, viscosity, slick thickness, water temperature, amount of oxidationthe oil has undergone, turbulence and dispersion. More compounds dissolve in warmturbulent water than in cold calm water. However, concentrations of dissolved hydrocarbons inseawater rarely exceed one part per million because of the low solubility of most petroleum frac-2-10

S0300-A6-MAN-060tions. Because light compounds are more likely to evaporate than dissolve in water, very little ofthe total spill volume is lost to dissolution. Dissolution starts immediately and continues as longas oil is in the water because oxidation and microbial action constantly produce water-solublepolar compounds.2-3.1.4 Emulsification. Emulsification is the process by which one liquid is dispersed intoanother immiscible liquid in droplets of optically measurable size. Light and medium crude oils(those having asphaltene contents greater than 0.5 percent) absorb water to form stable water-inoilemulsions. Because of their typical dark color and foamy texture, water-in-oil emulsions arecalled chocolate mousse or simply mousse.The rate at which emulsions form is a function of oil viscosity and sea state. Emulsions of lowviscosityoils, such as diesel oils and JP-5, form very easily and may occur in just two or threehours during winds above Beaufort Force 3, absorbing 60 to 80 percent water, by volume in theprocess. More viscous oils, under the same conditions, may absorb only 10 percent water, by volume,in 10 hours. Emulsions seldom occur in calm water. The stability of emulsions variesdirectly with the amount of asphaltenes contained in the oil. Some emulsions separate whenheated by sunlight during calm weather or when stranded on shorelines. Water-in-oil emulsionsbreak down readily in hot climates and persist for long periods of time in cold environments.Color varies from black for low water content, large-droplet emulsions through brown and reddishbrown to orange for high water content, small-droplet emulsions.2-3.1.5 Oxidation. Hydrocarbon molecules react with oxygen to water-soluble (polar) compoundsand persistent tars. The polar compounds-keytones, alcohols, aldehydes and carboxyolicacids–dissolve in water or act as detergents and emulsifiers. Although enhanced by sunlight(photo-oxidation), oxidation is a slow process. Thin films will break down under strong sunlightby no more than 0.1 percent per day.Oxidation of thick oils sometimes creates tar balls and tar mats. This phenomenon occurs whenthe lighter fractions oxidize, leaving a persistent skin that isolates the unaffected oil from furtheroxidation and other weathering processes. Oil in this form weathers slowly and remains in themarine environment for a long time.2-3.1.6 Biodegradation. Hydrocarbons and their oxidation products are food to some naturallyoccurring bacteria and other microbes. Most of the microorganisms which consume hydrocarbonsrequire oxygen in either the free or dissolved form. There is usually sufficient oxygen near thesurface to allow the maximum biological degradation to occur. However, in benthic regions andbelow the photic zone, the supply of oxygen is severely limited. Degradation by microbes is not asignificant removal mechanism in these areas, although there are a few organisms that willdecompose hydrocarbons when little or no dissolved or free oxygen is present.The initial effects of biodegradation on oil spills are generally minimal and are limited by thequantities of the nutrients nitrogen (N) and phosphorus (P), which the microbes need to surviveand grow. If the limiting nutrients nitrogen and phosphorous are present in sufficient quantities,temperature controls the rate of microbial degradation. As microbes can only attack that part of2-11

S0300-A6-MAN-060the oil which is in contact with the water the opportunity for degradation is enhanced when the oilis spread thinly or dispersed to expose a greater surface area to microbial attack.2-3.1.7 Sinking and Sedimentation. Evaporation, dissolution, oxidation and adhesion of particlesof sediment or organic matter to oil will sometimes increase the density of oil enough tomake it sink. Adhesion to sediments occurs with heavy crude oils, some heavy fuel oils andwater-in-oil emulsions with specific gravities only slightly less than one. These heavy oils, visibleby day when warmed by the sun, may submerge during hours of darkness as they cool andbecome more dense. As sediment and debris adheres to heavy oil, the oil is more likely to sink,become embedded in the ocean bottom and remain there for an extended period. Sinking complicatescleanup operations and poses a danger to bottom-dwelling organisms. This phenomenonoccurs most frequently close to shore, where the water column entrains particulate matter.2-3.1.8 Resurfacing. Density of oil on the seabed may be decreased by anaerobic oxidation.If density is reduced sufficiently, the oil will resurface and be exposed to weathering processeswhich will continue until the oil sinks again or disappears completely.2-4 EFFECTS OF OILThe effects of spilled oil depends upon the quantity spilled, its physical and chemical characteristics,the nature of the environment and prevailing weather. For example, weathered crude or blackoil may sink and impact life on the sea bottom as well as in the water column and intertidal zone.Light oils, on the other hand, tend to remain near the water surface and thus impact marine life onor near the water surface and intertidal region. However, because they tend to be more toxic thanheavy oils and penetrate shoreline soils and porous stone more deeply, light oils cause longlastingenvironmental harm.The extent of damage is not necessarily proportional to the quantity of oil spilled. A small amountof oil in an environmentally sensitive area can cause considerably more damage than more oil ona rocky shoreline. What happens to the environment is a combination of the impact of oil andmeasures taken by response personnel.Response measures mitigate spill effects, but impact the environment in their own ways. Timelybooming may keep oil from impacting environmentally sensitive shorelines. Removing oil bymechanical means may do more damage to the environment than if no response were made. Leavingimpacted marshlands alone can prevent plants from being trampled by well-meaning cleanuppersonnel.Ecological effects from an oil spill include physical contamination of habitats, changes in growth,physiology and behavior of organisms and species, toxicity and increased mortality in plants andanimals and destruction or modification of entire communities of organisms. Effects from an oilspill are more than ecological. The oil spill fouling of recreational areas, industrial facilities,ports, wetlands and wildlife has economic impact; degrading or destroying scenic, natural areashas a negative impact on the quality of life in the region. Negative effects of oil pollution include:2-12

S0300-A6-MAN-060• Direct kill of organisms through coating and asphyxiation.• Direct kill of organisms through contact poisoning.• Direct kill of organisms through exposure to water soluble toxic components of oil atsome distance from the oil spill and/or some time after the incident.• Destruction of food sources for animals higher in the food chain.• Destruction of juvenile organisms that are generally more sensitive to pollution.• Sublethal exposure of organisms resulting in reduced resistance to infection and otherstresses.• Destruction of commercial value of food fish and shellfish by oil tainting.• Introduction of carcinogens and cumulative toxins into the marine food chain andhuman food sources.• Low-level effects that may interrupt the events necessary for the survival and reproductionof marine species.2-4.1 Physical Contamination. Oil on the water surface may contaminate mammals and birdsthat populate that area. This contamination is more likely to occur in coastal areas than on theopen ocean. Shorelines may be coated with oil. The degree of contamination depends on the physicalcharacteristics of the shoreline. Oil may penetrate a gravel or sand beach to several incheswhile coating only the surface of a rocky coastline. Oil dispersed throughout the water column oremulsified, can contaminate fish and fishing gear.2-4.2 Toxicity. It is difficult to quantify the toxicity of oils because they may consist of thousandsof different compounds of varying toxicity. Mortality in test organisms exposed to differentcrude oils has been as low as 1 percent and as high as 89 percent. In general, the lighter petroleumfractions are more toxic to marine life than heavier oils. Many low boiling point aromatics, suchas benzene and toluene, are deadly poisons to almost any form of life, while some higher boilingpoint paraffins are essentially nontoxic. Less persistent than heavy oils, the light components ofoil are present in greater proportions during the initial stage of a spill than they are after some timehas passed. The lighter components evaporate quickly from the sea surface and leave little residue.The effects of the toxic components of oil on marine life can be severe if a spill occurs during apeak period of animal reproduction. The impact may last for several reproduction cycles if oilssink into the bottom sediment where oils may be retained for several years.The toxicological effects of oil may be transient if oil remains on the water surface and does notimpact the shore.2-13

S0300-A6-MAN-0602-4.3 Bioaccumulation. Organisms that survive the initial effects of an oil spill may take inpetroleum compounds from the water column, bottom sediments and contaminated food. Thepetroleum compounds accumulate in their tissues and may affect growth, reproduction and abilityto escape predators.Bioaccumulation may taint food fish making them unmarketable. Tainting may last from a fewdays to several months, depending upon the marine life affected, type of oil and severity of thecontamination.2-4.4 Rate of Recovery. Repopulation of marine life involves population dynamics of reproduction,growth and maturation and the ecological interactions of predation and competition for food.In general, recovery in the water column is very rapid, but estuarine and coastal systems mayrequire years to recover and repopulate. Damage to marshy areas can last for decades if loss ofvegetation leads to soil erosion and consequent changes in the marine environment.2-4.5 Recreational Beaches and Sea Areas. Beaches impacted by oil must be closed, causingadverse impact on tourism and regional economics. This impact increases if spills occur during atourist season. Recreational beaches and shorelines sometimes serve as staging points forresponse activity because of immediate, easy access to the water and are closed to the public duringthe spill response and may suffer lasting damage from vehicle and personnel traffic. Oils, particularlylight oils, may penetrate porous shorelines, such as sand, shingle or cobble beaches andresurface with successive high tides for months following the initial contamination.2-4.6 Ports and Marinas. Ports are sometimes closed to marine traffic to enable response forcesto retrieve oil without the water surface being disturbed by vessel wakes or oil being moved aboutby ships and boats. Port closures affect the local economy adversely. While “trapped” in port,fishing vessels, merchant ships, coastal tugs and other vessels cannot generate income. Similarly,fishing vessels and gear coated with oil from a spill must be taken out of service and cleanedbefore use, causing further loss of income.2-4.7 Industrial Installations. Oil drawn into water intakes can foul heat exchangers, makingthem ineffective. Oily water can contaminate distilling units. Typically, electric utilities and otherindustrial facilities are affected by spills and must be warned when spills are likely to affect theiroperations. Light oils, especially gasoline and aircraft fuels, generate flammable vapors. Hot workin a spill area must be secured until risk of fire and explosion is past.2-4.8 Fisheries. The largest impact on fisheries from an oil spill may be the threat to fish hatcheriesand fish larvae. There are usually few fish killed in open water from an oil spill. However, theimpact on larvae or eggs near a spill can be severe. Closure of a fishing season or loss of stockfrom a fish hatchery can have a devastating regional economic impact. Shellfish and crustaceanstocks can be severely depleted in oil-impacted areas because of their relative immobile lifestyle.High mortality among eggs or larvae of commercially important species may cause significanteconomic impact that is first felt several years after the spill.2-4.9 Marine Mammals. Oiled sea otters, seals and other animals may die from hypothermiabecause oiled fur has no insulating value. Animals in areas impacted by oil are subject to toxicfumes, may eat food contaminated by oil or may ingest oil from grooming themselves. Weaken-2-14

S0300-A6-MAN-060ing or starvation may result from a contaminated food supply. Most seal populations are harmedmore by disturbance than by oil contamination. Observations have shown that seal pups handledor displaced by cleanup operations show a slower growth and higher mortality rates than undisturbedpups.2-4.10 Birds. Bird mortality from oil contamination is well documented and frequently used toillustrate the ecological impact of an oil spill. Birds that spend much of their time on or in thewater, such as ducks, penguins, auks, pelicans, etc., are the most vulnerable to oiling, but any birdthat nests or feeds in coastal regions may be impacted by oil after it has come ashore.Oil clogs the interstitial spaces of feathers causing them to mat together. The oiled, matted featherslose their insulating value and water repellency. As the feathers absorb water, the bird loosesbuoyancy. The bird must expend more energy than normal to stay afloat, move about and maintainbody temperature. At the same time, the bird may ingest oil and may not be able to find sufficientfood in its oiled environment. Drowning and hypothermia are principal causes of death ofoiled birds.Resident bird populations often leave areas contaminated by oil spills, possibly because of oilfumes and feeding difficulties. The effects of this displacement are not well known, but maycause increased mortality of young birds if the displacement occurs during winter or nesting season.Increased mortality of young birds or abandonment of eggs may result from oil contaminationof active nesting sites. Eggs can be lethally oiled by transfer of oil from the plumage of oiledadults. Minute amounts of oil can significantly reduce hatching success.2-4.11 Wetlands. Coastal and estuarine ecosystems, such as mangrove forests and salt marshes,are highly vulnerable to impact from oil spills in coastal waters. Several natural features of coastaland estuarine wetlands detract from their ability to assimilate spilled oil:• Networks of channels which transport oil deep into the vegetated coastal margin• Low wave energy, resulting in minimal natural dispersion by physical forces• Fine, highly organic, anaerobic sediments which entrap and hold oil for long periodsThe immediate effect of an oil spill in a marsh ecosystem is the destruction of invertebrates andthe above-ground portions of the marsh vegetation. Unless the marsh area is subjected to veryrapid erosion or physical disruption of surface sediments (such as may occur during cleanup operations),the underground rhizome system of the plants is likely to survive the oiling. Recovery ofthe plant community usually begins within one year and vegetative recovery is likely within threeto ten years. However, oily components will probably persist in fine-grained sediment for tenyears or more. Disruption by erosion or removal of sediments and the rhizome system by mechanicalremoval, in contrast, may result in long-term changes in the wetland ecology and prolong therecovery process. Marshes generally recover well from a single oil spillage or successive spillsprovided enough time has elapsed between spills.2-15

S0300-A6-MAN-0602-4.12 Archeological Sites. Archeological or historical sites can be irretrievably harmed whensites are damaged to the extent that material to be excavated or examined is lost due to oil contamination-eitherdirectly or because of response measures. For this reason, archeological sites shouldbe noted in contingency plans and be protected in the same manner as environmentally sensitiveareas.2-5 OIL SLICK MONITORINGKnowledge of the quantity and movement of spilled oil helps responders to select and deployappropriate response resources to be used. Chapter 5 discusses selection of response resources indetail.2-5.1. Visual Quantification. The volume of oil spilled from ships or handling facilities may bedetermined by comparing oil container levels before and after the spill. When soundings are notavailable, the amount of spilled oil may be determined by visual observation of the oil slick. Estimatesof quantities of spilled oil can be made with the information in Table 2-3. Although theoreticalestimates can be made, experience has shown field estimates of spilled oil quantities to behighly inaccurate.Table 2-3. Relationship Between Appearance, Oil Thickness and Volume of Free Oil.APPEARANCE APPROXIMATE THICKNESS (MM)* APPROXIMATE VOLUME (GAL/SQ MI)Barely discernible --- 25.0Silvery sheen --- 50.0Faint colors --- 100.0Bright bands of Color --- 200.0Iridescent 0.0003 265.0Dull brown --- 600.0Dark Brown --- 1,300.0Black/dark brown 0.1 88,500.0Brown/orange, frothy (mousse) >1 885,000.0+* 1/10 mm = approximately 0.004”2-5.2 Remote Sensing. Sensors deployed from aircraft enable oil slicks to be identified duringhours of darkness and during periods of reduced visibility. This technology makes spill detectionpossible around-the-clock rather than being limited to daylight hours.Three sensors, used separately or in combination, comprise present remote sensing technology:Side-Looking Airborne Radar (SLAR), Infrared Line Scanners (IRLS) and Ultraviolet Line Scanners(UVLS).SLAR can define the extent of an oil spill. With microwave radiation, SLAR detects differencesin signal energy between returns from prevailing sea waves and waves dampened by oil. As aconsequence, SLAR is least effective during periods of calm weather and is influenced by tide2-16

S0300-A6-MAN-060rips and other phenomena that dampen waves. SLAR is effective up to twenty miles and is largelyunaffected by cloud cover and moisture. SLAR cannot be used to determine oil thickness.IRLS determines the presence of oil by measuring natural radiation emitted from the sea surfacein the thermal infrared region and detecting the difference between sea temperature and the temperatureof substances floating on the sea surface. IRLS has a much shorter effective range thanSLAR. Because IRLS operates on a temperature differential principal, it may indicate the presenceof substances other than oil. As an oil slick absorbs heat from the sun, the thicker portions ofthe slick will become warmest, enabling IRLS to determine slick thickness. IRLS cannot seethrough fog and cloud cover. UVLS, useful only during daylight, detects differences in UV lightreflected from the sea surface. UVLS can detect very thin films of oil. Like IRLS however, it doesnot discriminate between oil and other substances.These sensing devices display their outputs on video screens in aircraft. The information thenmust be interpreted by an equipment operator and later by personnel at the oil spill response commandpost. Because all three remote sensors can return contacts that may not be oil, the presenceof oil detected by remote sensors should be confirmed visually. Relay of the information gainedby the remote sensing devices can take an inordinate amount of time, so plans should be made tocommunicate this information quickly. The most common method of information transmission atthis writing is videotape, however, other means of electromagnetic data transmission are beingdeveloped.The Coast Guard AIREYE remote sensing system is a composite package incorporating SLAR,IRLS and UVLS. AIREYE is installed in several aircraft and is scheduled for upgrading. TheMarine Spill Response Corporation (MSRC) is presently designing a remote sensing system tosupport around-the-clock spill response operations. SUPSALV does not have a remote sensingsystem in its inventory, but is examining site-specific systems, such as remote cameras to supportskimmer operations.Free oil is not distributed uniformly throughout an oil slick. Influenced by wind, current and theoil source, free oil will consist of oil, water-in-oil emulsion and oil sheen. Estimates of the volumeof floating oil must be made by adding the contribution of each form of oil. Such an estimate maybe done by estimating the percentage of the total spill area consisting of each form of oil with thetotal equal to 100 percent. An example using Table 2-3 follows:2-17

S0300-A6-MAN-060EXAMPLE 2-1During an overflight, the spotter estimated that a slick of free oil measuring 1 mile x 2 milessquare consisted of patches totaling 15 percent mousse, 25 percent black-appearing oil and 60percent iridescent sheen. Fifty percent of the mousse was water.Contribution of mousse: 885,000 gal/sq mi x 2 sq mi x 0.15 x 0.50 = 132,750 gallons oilContribution of black appearing oil: 88,500 gal/sq mi x 2 sq mi x 0.25 = 44,250 gallons oilContribution of iridescent sheen: 265.5 gal/sq mi x 2 sq mi x 0.60 = 319 gallons oilTotal gallons estimated = 132,750 + 44,250 + 319 = 177,319 gallons oilThese calculations illustrate two important points. Although the sheen covered 60 percent of theaffected water surface, it accounted for less than 1 percent of the oil. The type of oil should betaken into account when deploying skimmers. Skimmers will engage much more oil when operatingin black/brown patches of oil than in a sheen.The other point is that although a very large proportion of mousse is water and was not includedin these calculations, water will be retrieved as part of the mousse during an oil spill response.The volume of oily water emulsion (mousse) that must be handled is nearly twice the volume ofoil spilled. Once mousse begins to form, skimmer and waste oil storage capacity requirementsincrease dramatically.2-5.3 Oil Slick Movement. When the projected slick track is known, assets may be deployed efficientlyto capture the oil and areas needing protection may be identified.Wind, tides, currents, wave action and weathering of oil all affect oil slick movement. Becausemost of these parameters may be measured or are predictable, computer programs have been writtento forecast free oil movement. While not an exact science, accuracy of oil spill trajectory forecastskeep improving. Government and commercial services are available that offer thisinformation. Regional Response Teams and NOAA can make arrangements for such services.Rough estimates of free oil movement are made by summing wind and current drift vectors. Ingeneral, oil spills are influenced mostly by prevailing wind and water movement. For rule ofthumb calculations, the wind-drift vector is three percent of true wind velocity, in the direction oftrue wind. The water movement vector is the velocity and direction of prevailing current. The sumof these vectors give an approximation of oil spill movement. Example 2-2 illustrates an estimateof oil slick movement:2-18

S0300-A6-MAN-060EXAMPLE 2-2Assume that wind is from the west (270°) at 25 knots and current sets to the south (180°) at 2.5knots.Wind vector = 0.003 x 25 knots = 0.75 knotsCurrent vector = 1.00 x 2.5 knots = 2.5 knotsPredictions of oil spill movement are made easily by utilizing a radar transfer plotting sheet ormaneuvering board. Wind and current vectors for oil slick movement are plotted the same as currentset and drift are plotted to solve for influence of current on a ship’s heading. Figure 2-4shows how a plotting sheet may be used to predict movement of an oil slick. The resultant movementis 163° at 2.6 knots.Figure 2-4. The Influence of Three Percent of the Wind Speed Combined with 100 Percent of theCurrent Speed Results in the Movement of Oil from A to B.2-6 HAZARDSOil spill response presents hazards to persons working in that activity. Oils may be toxic as wellas flammable. In addition, walking surfaces at spill sites are often very slippery, making work notonly difficult but dangerous. Spills often occur during inclement weather and in remote areas,exposing spill response persons to the rigors of adverse environments. All of these things must betaken into account during a spill response. This subject is addressed in more detail in Chapter 3,Appendix G and in the U.S. Navy Salvage Safety Manual, S0400-AA-SAF-010.2-19

S0300-A6-MAN-060CHAPTER 3OIL SPILL RESPONSE OPERATIONS3-1 INTRODUCTIONProtection of the environment demands incident-free handling of oil, but despite the most carefulhandling some spills will occur. Cleanup that minimizes environmental harm must follow an oilspill immediately—regardless of the size of the spill. The Oil Pollution Act of 1990 (OPA 90) reiteratesthis expectation with several new standards for oil spill prevention, response preparedness,removal, liability and compensation. Public reaction to oil spills has heightened awareness of theimpact of oil in the marine environment.An oil spill response operation is much like combat. Response organizations and planning mustprovide:• Intelligence about the enemy• A high state of readiness and training• Proper weapons• Communications up and down the chain of command• Logistical support• CoordinationA well-constructed contingency plan, practiced and revised regularly, increases the chance of successin oil spill response. The similarity of an oil spill response to a military operation is one reasonDOD units were effective in the EXXON VALDEZ oil spill response.The interval between the initial report of an oil spill and the engagement of forces in its removalcan be very frustrating for responders. Although much action is in progress to start the operation,personnel on scene become anxious as oil moves closer to shore and no help is in sight. The frustrationis similar to that experienced when a stranded ship breaks up before salvors arrive.The person in charge of an oil spill response operation must determine the action necessary andhave the personal energy to see the operation to a successful end. This effort requires the combinedtalents of a seaman, technician, laborer and statesman. It is never easy. It must be done correctlythe first time.Spill responses are conducted within the framework of the applicable Navy or regional contingencyplan. For Navy-originated spills, the response forces will consist of Navy personnel, civil-3-1

S0300-A6-MAN-060ian workers and/or contractors, as specified in the contingency plan. If necessary, assistance willbe sought from adjacent NOSCDRs or NOSCs, Navy salvage forces or SUPSALV (ESSM)assets. For non-Navy-originated spills, Navy assistance may be requested by the FOSC throughregional response team agreements or the USN-USCG interagency agreement. Navy assistancemay include fleet salvage forces, shoreside NOSC/NOSCDR assets and other fleet assets, as wellas ESSM equipment and contractors. With the exception of offshore and salvage related spills,where commanders of fleet salvage units are likely to be the designated NOSCDR, Navy salvageforces are not usually in charge of the overall spill response, nor are they likely to constitute theentire response force. Rather, they will be part of an integrated team. It is important that leaders ofNavy units tasked to assist with an oil spill response understand the applicable contingency planand their unit’s place and function in the overall organization.The success of a response is measured by the quantity of oil recovered, number of animalscleaned and returned to their habitat and amount of sensitive area protected successfully. The specificgoals of the response should be defined early in the operation. Every action taken shouldcontribute to achieving these goals.3-2 NAVY RESPONSE RESOURCESThe Navy’s principal inventory of spill response equipment suitable for offshore spill operationsis maintained and operated by the Supervisor of Salvage as part of the Emergency Ship SalvageMaterial (ESSM) System. The ESSM gear is organized and deployed under a systems concept. Aboom or skimmer system includes not only the boom or skimmer, but all necessary ancillary andaccessory equipment, such as air compressors, spare parts, rigging supplies, etc. The standardquantities of accessory and ancillary equipment may not be optimum for all conditions, but thesystem will function. Additional accessory and ancillary items can be ordered separately to modifythe system to suit particular conditions. The majority of the equipment is located in nearlyequal amounts at two bases in Virginia and California. A single skimmer system is stored at PearlHarbor. Oil spill response equipment can be prepositioned at any of the Navy’s other ESSM bases(Livorno, Italy; Singapore; Aberdeen, Scotland; and Sasebo, Japan) if required. The equipment isbuilt for rapid mobilization and shipment to spill sites anywhere in the world on U.S. Air ForceMilitary Airlift Command (MAC) or commercial cargo aircraft. ESSM-based equipment isdesigned for offshore use in terms of deployability and ruggedness, but is not effective at containingor recovering oil in conditions more severe than sea state.NAVFACENGCOM funds equipment purchases for shoreside NOSCDR response inventories.The equipment is staged at NOSCDR locations and is configured for response to small oil spills insheltered waters. Collectively, the inventory for all NOSCDRs is vast, but widely dispersed.NEESA Publication 7-021 (Series) contains a periodically updated inventory of all NOSCDRequipment. The major assets provided by NAVFACENGCOM consist of:• Permanent, deployed and stored containment boom systems of up to 10,000 feet long(12- to 36-inch height).• Boom anchoring systems (small).3-2

S0300-A6-MAN-060• Small, medium and large harbor skimmer systems.• Small utility boats for placing boom.• Barges and waste oil rafts.This equipment, already distributed throughout the Navy, is a readily available resource.Although designed for harbor and inland spills, the NOSCDR equipment may be usable in someoffshore or salvage-related spills. It is particularly useful for protecting harbors and shelteredshorelines threatened by major offshore spills, freeing limited quantities of offshore equipmentfor use in open waters.Fleet NOSCDRs have no organic spill response equipment other than the small shipboard spillresponse kits. They rely on nearby shoreside NOSCDRs, the ESSM system and/or area commercialor foreign government assets for equipment to respond to offshore spills.The Navy spill response capability, built around dispersed shoreside NOSCDR and mobileESSM-based equipment, is more substantial than that of any other U.S. Government agency. Theoffshore response equipment of the ESSM system, however, is designed to be air-transportable;individual pieces of equipment are therefore limited in size and capacity. Chapter 4 and Chapter5 describe Navy spill response equipment in greater detail.3-3 OTHER RESOURCESVarious government agencies, in compliance with the National Contingency Plan, provide specializedservices to the predesignated Federal On-Scene Coordinator during an oil spill response.Navy forces assisting a federally coordinated spill response will need to coordinate their activitieswith some or all of the agencies listed here.These agencies are not specifically tasked or organized to assist a Navy OSC during response to aNavy-originated spill, but the NOSC can access their expertise and assets through the DOD memberof the Regional Response Team or the FOSC.3-3.1 Coast Guard Assets. Coast Guard strike teams, as well as vessels, aircraft and otherresponse assets, are available to predesignated FOSCs through the NCP. They can be made availableto the Navy Response Organization through the USN-USCG interagency agreement.A significant amount of strike team equipment is devoted to lightering stricken vessels to minimizeoil spillage. Significant strike team equipment includes:• Open Water Oil Containment and Recovery Systems, consisting of skimming barriers,pumps and oil storage bladders (dracones).• Air-Deliverable Anti-Pollution Transfer Systems (ADAPTS) consisting of hydraulicsubmersible pumps, similar to the ESSM six-inch POL pump and associated dischargehose, hydraulic power units and fuel bladders.3-3

S0300-A6-MAN-060• Additional equipment in limited quantities, such as boats, vehicles, chemical transfersystems, viscous oil pumping units, nonsubmersible pumps, communications gear,monitoring equipment and computers.Like the ESSM-based equipment, the open water containment and recovery systems are designedfor offshore use in terms of deployability and ruggedness, but are not effective at containing orrecovering oil in conditions more severe than sea state 3.3-3.2 NOAA. Because NOAA is a member of each Regional Response Team, NOAA personnelreceive early notice of an oil spill. A NOAA member acts as the Scientific Support Coordinator tothe FOSC. Although it is an advisory agency, NOAA operates computer programs that forecastoil and hazardous substance movement through trajectory modeling. This information assists inthe determination of sensitive areas that must be protected from free oil. The trajectory predictioncapabilities form a vital part of any contingency plan. NOAA also provides expertise on livingmarine resources and their habitats, including endangered species, marine mammals and NationalMarine Sanctuary ecosystems. Other information provided includes actual and predicted meteorologicalconditions for marine, coastal and inland waters and tide and circulation data for coastal,territorial waters and for the Great Lakes. NOAA operates a number of research vessels that aresuitable platforms for command sites and oil slick monitoring.3-3.3 State and Local Agencies. States have state and local contingency plans in place andassets to combat oil spills. Fish and game departments customarily have small boats that can beused to monitor the effects of the spill. Advice from state agencies should be sought on:• The location of sensitive areas• How sensitive areas should be protected and/or cleaned• Impact on local populations• Managing security and crowd control• Other matters of local concern, interest or expertiseIn a large spill, local assets can be critical to success.3-3.4 Marine Spill Response Corporation (MSRC). The MSRC was created by oil companiesto respond to major oil spills in and around U.S. waters extending out to approximately 200 miles.Through this mechanism, oil companies plan to be able to respond quickly to contain and clean upmajor oil spills generated by member companies. The organization was to be fully equipped andfunctioning by early 1993.MSRC, headquartered in Washington, D.C., is to have five Regional Response Centers:• New York/New Jersey (Northeast)3-4

S0300-A6-MAN-060• Miami/Port Everglades, FL (Southeast)• Lake Charles/Hockberry LA (Gulf)• Port Hueneme, CA (Southwest)• Seattle, WA (Northwest)Each region will have four to six pre-staging areas where equipment and vessels will be located.Coverage will extend to Hawaii and the Virgin Islands. Regional Response Centers will have personneland spill response equipment capable of responding to EXXON VALDEZ size spills (10million gallons).Spill response equipment will be staged at about 27 sites throughout the U.S. including Hawaiiand the Virgin Islands. Its inventory is to be the largest in the world and will include:• Sixteen 200-foot offshore command vessels• Tank barges and trucks• Skimmers and booms• Dispersants• Shoreline cleanup equipment• Pumping equipment3-3.5 Cooperatives. Apart from Navy and Coast Guard assets, much of the rest of the availableoil spill response equipment in the U.S. is maintained by industry oil spill cooperatives. Cooperativesare local spill response organizations created by pooling of resources. Typically, membershipis from oil terminals or other waterfront petroleum-handling facilities. Cooperatives rangefrom small mutual-aid groups, to large organizations having specially built response vessels andfull-time staffs. There are about 90 cooperative organizations in the U.S. Virtually all U.S. cooperativesare set up to deal with spills in protected harbors, sheltered waters or inland areas; only asmall portion of the available industry maintained equipment is suitable for offshore use. Accordingto a recent American Petroleum Institute report, “...no U.S. cooperative has been designed todeal with a catastrophic spill.” Despite this limitation, cooperative resources can augment Navyand Coast Guard inventories, particularly when large offshore spills threaten coastal areas.General guidelines for accessing cooperative assets for Navy spills include:• NOSCDR and NOSC contingency plans should list cooperative resources.• Agreements for contracting for cooperatives’ participation should be in place beforespills occur.3-5

S0300-A6-MAN-060• Communications should be established between all parties.• Cooperatives should be invited to participate in NOSCDR drills and training sessions.• Cooperative equipment may be available for response to non-Navy (civilian) spills ifthe spiller is a member of the cooperative.There are also a number of oil spill cooperatives in overseas locations, some of which areequipped to respond to catastrophic or offshore spills. The largest oil spill cooperative in theworld is Oil Spill Response Ltd (OSR) based in Southampton, England. The large equipmentinventory is estimated by the Congressional Office of Technology Assessment to be roughlyequivalent to that of one of the ESSM bases. As a full member of the cooperative, Exxon was ableto obtain and use 50 percent of OSR’s equipment to respond to the EXXON VALDEZ spill.3-3.6 Volunteer Groups. Volunteer groups that have trained personnel with expertise in beachcleanup, bird and mammal cleaning, emergency communications, security and other disasterrelatedskills should be part of any contingency plan. Volunteers must meet training requirementsas required by federal and state OSHA regulations to ensure that they are available immediately.In large spills, manpower for the physical removal of oil will be one of the major problems.Trained volunteers can make the difference between failure or success in a major cleanup.3-3.7 Commercial Companies. The oil industry has many oil spill response resources located atrefineries and oil terminals. Although most oil companies rely heavily on specialist contractors,they may have internal response forces and equipment ready for the initial response. There is alsoan increasing number of commercial contractors who deal with oil and hazardous materials on afull time basis, with marine oil spill response being part of their business. Several of these companieshave accumulated a considerable amount of response equipment and experienced personnel.They can usually provide the following services:• Oily waste collection, transportation and disposal.• Cleanup of oiled shoreline.• Waterborne oil and debris collection.• Environmental impact surveys and other field scientific and engineering services,including computerized spill trajectory tracking and forecast.3-4 INITIAL RESPONSE ACTIONSEvery spill response begins with a report of spilled oil. Following the spill report, an applicablespill contingency plan is put into effect. A well-written plan will guide responders to appropriateactions quickly and include useful information about area resources, probably spill movement andidentify sensitive areas to be protected. The plan may have made certain decisions in advance ormay include decision trees similar to those shown in Figures 3-1 and 3-2.3-6

S0300-A6-MAN-0603-4.1 Initial Reports. As with fires or other catastrophes, an early spill report with incompleteinformation is preferable to a delayed complete report. An early partial report enables responseforces to begin mobilization. Initial reports are made to the Navy organization having responsibil-Figure 3-1. EPA Computerized Spill Response Team Decision Tree.3-7

S0300-A6-MAN-060Figure 3-2. American Petroleum Institute Oil Spill Control Decision Diagram.3-8

S0300-A6-MAN-060ity for oil spill response. Telephonic reports are most timely. The inside front covers of telephonebooks list phone numbers of oil spill responders and other emergency numbers. The base or unitduty office should be called if no other phone number is given.Spilled oil reports also may be directed to the National Response Center (NRC) at 1-800-424-8802; within the Washington, D.C. area: (202) 267-2675. The National Communications Centeris located at Coast Guard Headquarters and manned continuously for handling oil spill responseactions. The NRC receives and immediatelyrelays telephone notices of oil dischargesto the proper predesignatedFederal On-Scene Coordinator (FOSC).By this mechanism the FOSC mayinform the Navy of a Navy spill.Timeliness is important in reporting oilspills, particularly those that threatenshorelines. Spill responders work aroundtide cycles and strive to contain oilbefore a flood tide carries it ashore. Theinterval between successive high tidesmay be as short as 11 hours; it is nevermore than 25 hours. A timely report will help responders to be effective within the initial tidecycle.Federal penalties emphasize the importance of reporting oil spills. The penalty for spilling oil is$5,000; that for the spiller failing to report a spill is $10,000. The larger fine for failure to report isan incentive for spillers to report oil spills.3-4.2 Initial Actions. Definition of the spill is prerequisite to a proper response. Initial reportsseldom contain complete information. Acquisition of missing information, including spill location,size of spill, type of oil spilled and source of spill, is an early task for responders. Often,phone calls to persons near the spill site or a quick view with binoculars from a nearby vantagepoint can develop the information. With some imagination, large quantities of information can becollected quickly.Overflights give the best spill observation by giving a view of the entire spill, the spill environmentand the flow direction. An experienced person can determine relative thickness of the spillby noting the various colors of the oil. Overflights also enable the person in the air to determinethe probable source of the spill. The person making the initial overflight should take along a largescale chart of the area and a video camera. The boundaries of the spill should be plotted on thechart, the entire spill videotaped and a description of the spill communicated to the response commandcenter immediately. Such a report from the air saves valuable hours of initial response time.For consistency, the same observer should make follow-up overflights along the same flight pathwith observations made in the same format as the initial overflight.3-9

S0300-A6-MAN-060Military or charter aircraft normally make the overflights. However, to save time, other operatorssuch as state police, civil air patrol or highway traffic reporters should be solicited. Public serviceorganizations such as these are pleased to help and need only to be asked for their services.Oil spills into ocean or coastal waters are defined as minor, medium and major discharges:• Minor discharge - less than 10,000 gallons of oil• Medium discharge - 10,000 to 100,000 gallons of oil• Major discharge - more than 100,000 gallons of oilCatastrophic spill describes exceptionally large discharges such as the EXXON VALDEZ spill orsmaller spills that impact very sensitive areas.With a rough spill definition, responders can make proper notifications, set up a command center,make initial resource orders and begin to refine resource requirements.3-4.3 Spill Movement Forecast. Projection of the movement of the oil slick permits determinationof its potential impact on shorelines or its location in open water. The projected path of an oilslick is the spill trajectory. Chapter 2 contains information on estimating oil movement. Governmentand commercial services are available to project spill movement. Spill trajectory projectionsease decisions on staging and deploying resources to combat the spill and protect environmentallysensitive areas.Trajectory forecasts predict spreading, rate of evaporation, slick size and thickness and directionof movement. With this information, time of impact with a shoreline can be projected. Computergenerated forecasts can be provided any time and can be corrected after comparison with actualspill observations. A good contingency plan includes probable spill trajectories for likely spillsites and conditions and lists sources for spill-specific trajectory forecasts.3-4.4 Initial Prediction of Required Response Effort. The size of the effort can be estimatedwhen spill size, type of oil, location and direction of oil flow is known. The characterization of thespill determines the response. The response to an open water spill is primarily skimming free oilfrom the surface and transporting the skimmed oil to a disposal facility but may include in-situburning, bioremediation or even dispersant use. Response to oil on a shoreline is primarily a rakeand shovel operation with little skimming of free oil, but again, could include such methods asbioremediation.Although the extent of the required response effort may be defined shortly after a spill is reported,mobilization and transportation of personnel and equipment takes time. The time depends uponthe location of the spill and the extent of the mobilization. It is while the response effort begins toget underway, before any oil is recovered, that agencies charged with protecting the environmentand the general public, as well as people associated with an oil spill response feel the most frustrated.Apparent and visible action in this period is important both to start the response effort andto convince the many interested parties that a positive response is in progress.3-10

S0300-A6-MAN-060Initial estimates of equipment requirements are based on spill size and the environment to be protected.As in a salvage operation, it is false economy and potentially disastrous to deploy too littleequipment to the scene. It is better and more effective to send too much equipment than too little.The correct procedure for any oil spill response is to order quickly whatever may possibly beneeded for the response.3-5 DELIBERATE RESPONSE OPERATIONSAfter the type and size of the spill have been determined, the command center located andresponse equipment mobilized, the typical spill response becomes several busy, simultaneouslyfunctioning activity centers. Emergent problems compete for managers’ time and limit the timeavailable to concentrate on recovering oil and minimizing harm to the environment. A challengein every oil spill response is to focus on limiting environmental damage and recovering oil. Thissection describes the activities that must receive attention, particularly during the initial phase ofan oil spill response. Figure 3-3 shows organizational relationship for a Navy-coordinated spillresponse. Figure 3-4 shows the relationships between various aspects of a federalized spillresponse. Figure 3-5 shows how the relationships can change when the spiller takes an active rolein the spill response.3-5.1 Spill Response Tasks. The initial goal of the response is to deploy resources to recover oiland minimize harm to the environment. Specific actions that can be accomplished separately orconcurrently include:Figure 3-3. Navy Oil Spill Response.3-11

S0300-A6-MAN-060Figure 3-4. Federalized Oil Spill Response.Figure 3-5. Federalized Oil Spill Response with Spiller Involvement.3-12

S0300-A6-MAN-060• Securing the spill source and preventing further discharge• Containing spilled oil and/or diverting it away from sensitive areas• Recovering spilled oil from the sea surface• Cleaning oil fouled shoreline, structures and wetlandsThe elements of a functional contingency plan were discussed in Paragraph 1-4. Reference to awell-written contingency plan can help response managers to:• Identify the cause(s) of a spill to facilitate securing the source• Identify sensitive areas that should be protected• Estimate probable oil spill movement and spread• Determine optimum deployment of containment and recovery assets for the prevailingconditions• Identify sources of primary and backup response assets and procedures for mobilizingthem• Identify sources for logistics and other support services and procedures for accessingthem3-5.1.1 Securing the Source. Oil spilled from a very large or unlimited source, such as a pipelineor well, cannot be contained effectively until the spill source is secured. Unless oil can be recoveredand removed as fast as it is spilled, the spreading oil slick will eventually flow under, over oraround containment barriers. Limited oil sources, such as ship’s tanks or shoreside storage facilitieswill stop discharging oil on their own in a relatively short time, but it is still desirable tosecure the source as soon as possible to limit spill size. Spill sources are secured by one of the followingmeans:• Transferring liquids from damaged tanks to sound tanks aboard a ship casualty• Transferring liquids from damaged tanks to another vessel (lightering)• Plugging or sealing submerged gas vents, tank overflows and damage openings; closingsubmerged valves, sounding/ullage openings, etc., that may have been left open atthe time of the casualty.• Stopping pumps, closing valves and or isolating damaged piping if the spill is causedby a pipeline leak3-13

S0300-A6-MAN-060Damaged deep tanks on ships will not necessarily spill all their contents. If a deep tank containingoil less dense than the surrounding water is holed below the waterline, oil flows out until the oilwithin the tank reaches a level where the sea pressure and oil pressure balance as shown in Figure3-6. The depth of oil above the hole is deeper than the depth of water outside the tank because ofthe oil’s lower density. Some additional oil will flow out as the relative heights of the oil-waterinterface and the upper edge of the hole fluctuate because of passing waves or vessel rolling,establishing a shallow water bottom beneath the oil. For ships stranded in tidal areas, additionaloil will flow out as the water level falls below that at the time of the casualty. Little oil will bespilled on subsequent tide cycles, unless later low tides are lower than the previously experiencedlowest water level. It was estimated that in the EXXON VALDEZ casualty, approximately half theoil spilled flowed out of the damaged tanks in the first 20 minutes after the grounding, while mostof the remaining oil spillage occurred over the next 24 hours as the tide rose and fell.It is not always necessary to empty a damaged tank completely to stop oil leakage. Deepening orestablishing water bottoms provides a buffer that can prevent further discharge of liquids lighterthan water. As a practical matter, a water bottom has been established when the cargo pumpsFigure 3-6. Oil Outflow and Formation of Water Bottom.3-14

S0300-A6-MAN-060begin to draw water instead of oil. The thickness of the water bottom can be increased by drawingoil from the top of the tanks with portable pumps, allowing water to flow in through the breachedplating. In the initial stages of the incident, salvors or spill responders should attempt to create orincrease water bottoms in damaged tanks, especially if lightering capacity is limited and severaltanks are leaking. Water bottoms should be deep enough to ensure that several feet of waterremains beneath the oil at the lowest anticipated tide. As operations continue, water bottoms canbe systematically increased until the tanks are completely discharged. The U.S. Navy SalvageManual, Volume 5, S0300-A6-MAN-050, discusses the use of water bottoms and methods toremove liquids from damaged vessels.The effectiveness of water bottoms is limited for water soluble liquids or liquids with a specificgravity very near one. Water bottoms cannot be created at all under liquids with specific gravitiesgreater than one. Many bulk chemicals fall into this category, as well as some crude oils and bunkerfuels.3-5.1.2 Preventing Further Discharge. Spills are prevented by taking appropriate precautionswhen handling pollutants. In many cases, spills are best prevented by removing the potential pollutantfrom the damaged vessel or by removing the vessel with the pollutant completely contained.The act of removing a pollutant carries the risk of accidental spill. The potential gain mustbe weighed against the possibility of a spill during transfer. U.S. Navy Salvage Manual, Volume 5,S0300-A6-MAN-050, describes procedures to minimize incident potential during POL transfer.3-5.1.3 Containment. Oil and other pollutants are most often contained with purpose-builtbooms. Booms are also used to corral, move or funnel spilled oil to recovery devices or to divert itaway from sensitive areas. Trained aircraft spotters should be deployed to track oil movement,guide skimmers and recommend locations for placement of protective containment booms.Booms range in height from under one foot for protecting calm water areas to over seven feet foroffshore use. Smaller booms are less expensive, lighter, easier to deploy and require less power totow. Deployment of large offshore booms requires larger boats and heavier equipment thansmaller booms. Specialized equipment is sometimes required. Most booms become ineffective incurrents greater than one knot or wave heights greater than six feet, as oil is entrained in the currentand swept under the boom. Systems designed for severe conditions in the Norwegian sectorof the North Sea are required by the Norwegian government to be effective in nine-foot wavesand 1.5 knot currents. Even with booms built to these standards, efficiency is greatly reduced insix- to nine-feet seas. When wave height exceeds nine feet, oil is whipped into the water andsplashed over booms; little containment or recovery is possible.Boom heights of 18 to 80 inches have been used for offshore oil containment. Available evidencesuggests that the largest booms are no more effective at containing oil than booms in the 32- to42-inch height, but larger booms are useful for providing increased towing resistance to slowdown boats that otherwise could not maintain the one- to two-knot speeds required for boom andskimmer towing.Booms for sheltered waters can be field-fabricated from linked chains of logs, empty oil drums,small craft, etc. Effectiveness can be increased by adding weighted plastic or canvas skirts. Sor-3-15

S0300-A6-MAN-060bent boom can be fabricated by binding straw or other sorbent materials to fiber line with floats ofsome type attached at intervals. In shallow waters such as marshes or tidal flats, sorbent barrierscan be constructed by staking straw bales to the ground or fastening them to poles. Although containmentor sorbent boom can be improvised in the field, the fabrication is so slow that purposebuiltboom can be flown in and deployed before an improvised boom can be completed in mostlocations.Ship hulls, quay walls, etc., can function as opportune barriers. Smaller spills can be contained ormoved by water sprays or propwash, alone or in conjunction with booms. Chemical herdingagents applied around an oil spill may consolidate the spill, but use of chemical agents is subjectto strict controls by various authorities. Spill response chemicals are discussed in Chapter 6.Spill containment is a temporary measure, not a final solution. In the presence of any wind or current,oil will build up along the boom, extending downward until at some point, oil will beentrained in the current passing under the boom. Contained oil must be recovered and disposed ofproperly. Containment methods and equipment and their integration with recovery systems arediscussed in Chapter 4.3-5.1.4 Recovery and Cleanup. Oil spill recovery and cleanup either removes oil from the wateror shore or enhances natural processes such as evaporation, oxidation and photochemical and biologicaldeterioration.Oil is recovered by picking it up from the water surface with skimmers or sorbent materials. Oilsorbents range from sawdust to expensive sorbent mats. Sorbents are usually deployed and recoveredby hand. Some can be re-used after squeezing or wringing the oil from them.Skimmers are available in assorted sizes, some small enough to be used in large cargo tanks.Skimmers are generally used in sheltered waters, although a few types are effective in seas up toabout six feet. Skimmer efficiency (ratio of oil recovered to total volume of oil-water mixturerecovered) depends on several parameters:• Oil slick thickness and degree of containment• Oil viscosity and degree of emulsification• Sea stateThe basic types of skimmers and their relative strengths and weaknesses are discussed in Chapter5. No skimmer is completely effective and all skimmers recover a mixture of oil and water. Oilwaterseparators are desirable to conserve storage capacity. Chapter 5 addresses mechanicalrecovery of free oil from the water surface. Chapter 7 describes methods for cleaning oil-fouledshoreline.Most oil is recovered during the first days of a response, before it has spread and weathered somuch that retrieval is difficult. Skimmers and containment boom fill very quickly in the initialperiod. An ideal skimming operation continues nonstop. Nonstop operation requires pumping oil3-16

S0300-A6-MAN-060frequently from skimmers and containment boom into reception facilities. Dracones, tank bargesor other temporary receptacles must be near the skimming operations. Otherwise, oil recoveryoperations must stop while skimmers travel to and from a discharge facility.A continuous skimming operation must have a quick and routine procedure to dispose of collectedoil and oily debris. Oiled seaweed and other trash is usually retained onboard skimmersafter it is separated from recovered oil. Skimmers recover large quantities of this material in areaswith significant amounts of marine vegetation. Oily debris must be collected from skimmers andtaken to disposal sites regularly. Chapter 7 discusses the final disposal of oil and oily debris.3-5.1.5 Dispersal. If left alone, crude oil and heavy bunker fuel residues will form tarry globs oremulsify into a mousse after the light ends have evaporated. The tar or mousse will coalesce intothick layers, retarding the natural deterioration of the oil. The rate of degradation of the oil by biologicaland chemical processes can be increased if the exposed surface area is enlarged by dispersion.The oil mass can be dispersed by agitation (prop wash, water spray, etc.) or by chemicaldispersants.The decision to disperse an oil spill rests with local regulatory officials. Dispersal is not usual innear shore waters, because most of the oil reaches the shore before it deteriorates. The use of dispersantsnear shore can compound the problem by adding still more chemicals to the environmentand the oil will only merge again upon reaching shore. Many chemical dispersants are themselvesenvironmental hazards; their use is subject to approval by environmental authorities, including theCoast Guard designated Federal On-Scene Coordinator (FOSC).For effectiveness, dispersants are deployed before oil weathers, i.e., as early as possible. Aircraftor boats deploy dispersants depending upon the volume of dispersant and the time to reach thespill site. Dispersant application must be coordinated with skimmer and containment boom operationsso personnel and equipment remain clear of areas where chemical dispersants are to beapplied. Although the Navy neither stockpiles nor uses dispersants, Navy personnel must sometimescoordinate with deployment of dispersants. Chemical dispersants and their use are discussedin Chapter 6.3-5.2 Safety. Response to large spills, particularly light distillate or crude oil spills, must includean awareness of the fire and explosion potential of the slick or damaged vessel given the righttemperature and atmospheric conditions. Spill recovery is dirty, slippery work and involves workingwith moving machinery, heavy rigging, operations at the waters edge and exposure to potentiallytoxic petroleum products. Spill responders may also be exposed to inclement weather orextremes of temperature. Safety of response workers and personnel aboard damaged vessels mustbe safeguarded by adherence to appropriate safety precautions, including, but not limited to:• Restriction of smoking, open flames and hot work in the vicinity of volatile slicks andruptured tanks, on tank decks during lightering and on tankers whose inert gas systemis not functioning.• Use of appropriate protective clothing, such as hardhats, steel-toed boots, coveralls,gloves, eye protection, life preservers, etc.3-17

S0300-A6-MAN-060• Provision of functioning and adequately sized firefighting equipment.• Provision of adequate safety training and environmental hazard training to all responseworkers.• Ensuring that equipment is operated by properly trained and qualified operators.• Strict enforcement of boat safety requirements for boat and skimmer operations.• Provision of adequate first aid equipment, medical treatment facilities and evacuationcapability.Response managers must implement and enforce safety standards. Oil spills often occur in remoteareas and with harsh climates. In the intensity of a response, people become tired, careless andless alert than in their usual work place and routine.3-5.3 Documentation. Response management also must set up administrative and documentationprocedures on the first day. Persons must know where to report, where to mess and berth andwhat is expected of them. Costs must be documented. Cost tracking is vital when Navy forces areworking for the Coast Guard under the interagency agreement and must document reimbursableexpenses. Field accounting practices should be simple and uniform and kept up to date daily.Records not kept daily become garbled and require an inordinate amount of time and effort to correct.Cost accounting requirements are discussed in Paragraph 3-8.3-5.4 Coordination with Other Agencies. Coordination among the several agencies working ona spill increases the effectiveness of the operation. Sharing equipment and experts enhances effectivenessand develops a synergy that benefits everyone. Coordinated field activities assist planningfor future operations and demobilization.State and local governments are represented on the Regional Response Team to provide a conduitfor Regional/local information into the spill response decision-making process. State and localofficials have local knowledge of the environment impacted and how to do things. This sort ofinformation is helpful during a response and is not always obvious to military people who havebeen in the spill area only a short while. Local people can identify environmentally and economicallyimportant areas.State officials can bring on board manpower, such as police, marine patrols, conservation employees,firefighters and public health officials. Their organizations often have resources such as communicationequipment, four-wheel-drive vehicles, aircraft and boats that are useful during aresponse. Contingency plans should identify the contributions expected from or arrangementsmade with state and local governments.The Director of Military Support (DOMS), a military agency made up of representatives of severalDOD agencies, is activated in times of national crisis or emergency, to provide DOD assetsfor specific situations. During the EXXON VALDEZ oil spill response, DOMS coordinated flights3-18

S0300-A6-MAN-060of ESSM oil spill equipment from CONUS to Alaska. This organization is not available for allmajor oil spill responses. When it is activated, it can provide substantial logistics assistance.3-5.5 Media. A major oil spill is a news event. The media can be expected to be present and toreport the response. Knowledgeable people should be available to ensure the media has correctinformation about the strategies and tactics in use. Unfortunately, the demand by media for informationis greatest when response efforts are most intense and managers find it difficult to maketime available for anything other than spill response operations.Media relationships are a specialized business. Mutually satisfactory media relationships requireknowledge of the media’s motivations and requirements. In major spills, Navy public informationspecialists should coordinate media relationships, advise managers and assure that the Navy ispresented in the most favorable manner.Adherence to the following principals will enhance media relationships:• The media should be treated fairly as professionals who have an important job.• Information presented to the media should be correct and phrased in nontechnical termsthat people not familiar with oil spill response technology understand.• Information should be positive, never defensive or evasive.• Interviews should be prepared in advance and the scope discussed with the interviewer.• All media reports should include numbers—skimmers in operation, the number of personsinvolved in the response, the number of gallons of oil collected, the miles ofmarshlands protected by boom, etc.Media coverage should be coordinated by a single person or office throughout the operation, givingthe media a single, initial point of contact. Whenever possible, the media coordinator jobshould be a full-time position. Nearby naval facilities, the Coast Guard, the DOMS organizationor other federal agencies may be able to provide a full-time public affairs officer (PAO). Whencareer PAOs are not familiar with response operations, a knowledgeable member of the responseorganization should be assigned as technical liaison. The Coast Guard Public Information AssistTeam (PIAT), discussed in Paragraph 1-3.4.4, is one of the National Response Organization specialteams available to the FOSC.3-5.6 Volunteers. There are two classes of volunteers. Volunteers who deliver professional servicesrequiring special skills—such as bird and mammal cleaning and beach cleaning—make upthe first class. Many volunteer groups have highly motivated, highly skilled and experienced people.Contingency plans should recognize their special expertise, need for space and utilities andfood and shelter.The second class consists of people not specifically trained for oil spill response who just want tohelp in some way. Restoration of environmental damage caused by an oil slick coming ashore is3-19

S0300-A6-MAN-060very appealing to persons wanting to do a good turn. Adverse effects on wildlife increases theappeal. It is not unusual for a few hundred volunteers to come forward to help with a spillresponse. These volunteers may approach the response organization as members of organizedgroups or as individuals. There must be a plan for these people to work safely in concert with professionals.Turning them away loses many manhours of labor and much goodwill.A common issue is risk of personal injury to someone not trained or otherwise unfit to participatein the handling of oily debris. Volunteers should not engage in the actual cleanup of oil until theyhave had required training. Appendix G reproduces excerpts from the 29 CFR 1910 (OSHA)detailing training required for oil spill response workers. Eliminating the risk requires a screeningprocess, a simple security system and periodic advice from qualified persons. The screeningshould check for skills or training that may be of use to the response organization.Navy policy is to put volunteers under another organization whenever possible. Volunteer assignmentsshould be worked out with state representatives, environmental groups or others on scenewho have a relationship with volunteers. The Navy can draw on the volunteer’s sponsor organizationfor resources. Many volunteers have local knowledge useful to people in a hurry to get thingsdone.Legal and security issues require very quick, case-by-case handling. The person in charge mustmake contact with the local Navy facility or otherwise have immediate access to Navy personnelwho can give guidance.3-6 MOBILIZATION AND LOGISTICSTimeliness of equipment arrival at the spill site is an indicator of the potential success of aresponse. The sooner the response can begin, the smaller the oil slick and oil fouled area and thegreater the likelihood that the oil can be contained and removed. While personnel can be drawnfrom local commands and agencies or respond quickly to remote areas, special measures must betaken to move equipment quickly enough for it to be effective. Getting the logistics train movingis a crucial step in combatting an oil spill. Equipment requirements are proportional to spill size;equipment support and transportation requirements expand rapidly as spill size increases. The followingparagraphs deal with logistics requirements for SUPSALV (ESSM) spill response operations.Specific support requirements for ESSM spill response are discussed in Appendix C.Responders and equipment from other sources will have similar requirements.3-6.1 Mobilization. The ESSM oil spill response equipment is ready-for-issue (RFI) and configuredand packaged for mobilization by all modes of military and commercial transportation tospill sites worldwide. The primary staging sites for ESSM pollution equipment are the ESSMbases at Cheatham Annex, Williamsburg, Virginia and Stockton, California. An additional skimmersystem is at the ESSM complex in Pearl Harbor, Hawaii. Oil spill equipment can be positionedin all the Navy’s other ESSM bases—Aberdeen, Livorno, Singapore and Sasebo. Whenplaced on alert by notification of a major spill, ESSM contractors start around-the-clock operationsto mobilize personnel and equipment.3-20

S0300-A6-MAN-060NOSCDR equipment is maintained ready for immediate use by the local On-Scene OperationsTeam(s).3-6.2 Logistics. Those intimately involved often characterize response to a major oil spill aslogistics, logistics and more logistics problem solving. The same people always make the twopoints: that equipment must be identified quickly and get to the scene as soon as possible. Allaspects of the transportation network must be considered; barges and other support vessels areoften overlooked and not available.The U.S. Navy Emergency Ship Salvage Material Catalog, NAVSEA 0994-LP-017-3010, containsa complete description of oil pollution and response equipment in the ESSM system. Themanual contains technical descriptions of equipment, photographs and data such as dimensionsand weights useful for transporting system components. This information is invaluable to thosecharged with transporting, staging or handling response equipment. Similar documentationshould be sought for equipment provided by other sources.Trucks or aircraft transport ESSM (or similar) material depending upon distance to the scene andavailability of materials handling equipment (MHE) at the destination. Trucking skimmers andother large items from the ESSM bases to almost any coastal port in CONUS is as fast as air transportation.Although time in the air may be only a few hours, repeated handling, examining andrestowing removes most, if not all, of the expected time savings.The transportation method, particularly air, affects the equipment selected for the initial shipment.The first plane should contain enough equipment to get a skimming or booming operation underway.A C-5A with a cargo capacity of 226,000 pounds can carry one modular Class V skimmer,two boom handling boats, several vans and additional ancillary equipment. Alternatively, theseaircraft may carry three nonmodular skimmers. Because of the width of these units, little spaceremains for additional equipment. C-141 aircraft with a cargo capacity of 64,200 pounds cancarry three-quarters of a modular skimming system. Figure 3-7 shows typical stowage arrangementsfor a C-5A aircraft.Stored equipment complies with published Air Force and FAA requirements for air transportation.Special handling requirements for fuel, storage batteries, compressed gases and other potentiallyhazardous materials should be discussed with Air Force officials when arranging flight forESSM equipment. In general, fuel tanks must be empty, engine-starting batteries disconnectedand compressed gas cylinders isolated. Compliance with these requirements may adverselyimpact initial operations in remote areas. For example, special arrangements may be required toget fuel for skimmers, boom handling boats and auxiliary equipment. When strict compliancewith transportation regulations may inhibit the operation, exceptions can be made.Transportation by truck is more flexible. Trucks can move out as soon as they are loaded and documentationprepared. Additional trucks cost much less than additional aircraft. It is faster andmore economical to put additional trucks in service than it is to put additional aircraft in service.On arrival at the spill site, trucks unload their cargo at the waterfront, operations area or storagearea—even when transported by air, the first and last legs of the journey will be by truck. When3-21

S0300-A6-MAN-060Figure 3-7. Representative Loading Plan for C-5A Aircraft - Modular and Nonmodular Skimmers.transported by truck, boats, skimmers and other engine-driven equipment can be shipped fueledand ready for immediate operations on arrival.3-6.2.1 Material Handling Equipment (MHE). Material Handling Equipment (MHE) is crucialto any logistics operation that must function without interruption. MHE and qualified MHE operatorsare required wherever pollution equipment is deployed. Cranes are necessary to move skimmers,vans, etc., on and off flatbed trucks and to launch skimmers in the water. Similarly, 5- to 6-ton forklifts are needed at staging areas. Special K-loaders must move equipment in and out oflarge military cargo aircraft. It is sometimes necessary to transport K-loaders to the destination3-22

S0300-A6-MAN-060airfield in the first aircraft. The SUPSALV Contingency Planning Guide includes MHE requirementsso contingency plans may include them. The 13-ton command van is the heaviest elementin the ESSM system. If the MHE at each transshipment point can handle the command van, it canhandle all other parts of the system.3-6.3 Logistics Support. Logistics support for NOSCDR spill responders is provided by Navyand DOD forces in the area, as specified by the applicable contingency plan. Normally, the sameunits will support SUPSALV contractors and Navy salvage forces tasked to assist the NOSCDR.If necessary, logistics assistance can be sought from adjacent NOSCDRs or the NOSC.The National Response Team (NRT) supports the Federal On-Scene Coordinator and can providelogistics support to Navy spill response teams, including SUPSALV assets, tasked to participatein a non-Navy spill response. The NRT, made up of officials from 15 federal agencies includingDOD, can arrange for aircraft and other assets—a task that may be difficult and time-consumingfrom the field. NRT organization and membership is discussed in Chapter 1.The Military Airlift Command (MAC), responding directly to SUPSALV or via the Coast Guard,has provided aircraft for logistics support often. Special Assignment Airlift Missions (SAAM)provide dedicated but very expensive air transportation. The urgency of the response and thepotential environmental damage that delay could cause may justify the expense of SAAM aircraft.The Supervisor of Salvage office should be contacted both for ESSM equipment and transportationarrangements, including SAAMs.3-6.4 Ship and Vessel Support. A variety of ships and smaller craft may be required to supportlarge spill response operations. Typical vessel requirements include:• Working platforms from which boom is deployed and positioned.• Platforms for vessel of opportunity skimming systems (VOSS).• Boom and skimmer towing to move and recover oil.• Personnel and equipment transportation, including towing of smaller craft.• Towing oil storage bladders or barges.• Afloat command centers.• Mobile, afloat maintenance and logistics support for small craft.• Tending moored boom.• Spill monitoring and tracking.• Vessel salvage.3-23

S0300-A6-MAN-060Ships and craft, such as offshore supply vessels, tugs or barges, may be provided by a number ofsources, depending on the location of the spill and the nature of the response. Ships and offshorevessels provide convenient mobile command sites; some types of ships are suitable for use asworking platforms, for towing boom/skimmer systems or for providing berthing, messing, medicalor industrial shop support. Some ship types that are particularly useful during spill responseoperations include:• Offshore supply vessels (OSV). The relatively small size and maneuverability of thesevessels, coupled with a large, low-freeboard working deck and towing capacity, makesthese vessels ideal platforms for skimmer support, dracone towing, spill monitoring,personnel and equipment transport and chemical deployment. Many OSVs areequipped with mud tanks and can be used for transporting waste oil. OSVs can be usedas mobile command sites, although the smaller vessels may have very limited communicationsfacilities. Most OSVs have berthing for only the normal crew of about five,although vessels designed for anchor-handling or salvage work usually have berthingfor an additional 15 to 20 persons. Some OSVs, particularly those set up for salvagework are equipped with light cranes. Except for those equipped with controllable-pitchpropellers, most OSVs cannot maintain the one- to two-knot tow speeds required forskimmer operations. The utility of OSVs can be expanded by embarking berthing,communications, work or equipment vans or liquid cargo containers for transportingwaste oil.• Fishing vessels. Fishing vessels vary in size and capability. Most have clear workingdecks aft or amidships and deck winches or capstans. Many have derricks or A-framesthat can be used to lift skimmers, boats or oil boom. Most fishing vessels are suitablefor towing or deploying boom and for offshore work in rough weather. Boom deploymentoperations are very similar to some fishing operations and are readily grasped byfishing crews. Fishing vessels of appropriate size can perform most of the tasks listedfor OSVs.• Tankers and tank barges. Tank vessels may be required to lighter a stricken tanker thatis the source of the spill or to receive waste oil from skimmers or dracones.• Other barges. Hopper barges are good receptacles for oily debris. Flat-decked bargescan be moored at convenient locations as floating piers and work platforms to supportskimmer and small boat operations.• Dredges. Large liquid storage capacity combined with pumping systems designed tomove viscous materials make hopper dredges ideal receiving platforms for heavy orweathered oil. Some dredges are able to skim oil. A Soviet dredge employed on theEXXON VALDEZ spill was designed as a trailing hopper dredge with oil recovery capability;several U.S. Army Corps of Engineers dredges were also used in the EXXONVALDEZ spill without modification.• Tugs. Harbor tugs can deploy boom, tow boom, skimmers and dracones, transport personneland equipment, support small boat and skimmer operations, tow disabled3-24

S0300-A6-MAN-060response vessels, position barges and assist with salvage operations. Like OSVs, manytugs may not be able to maintain the low towing speeds required for towed skimmeroperations.• Military vessels. Navy and Coast Guard ships typically have very good communicationsfacilities and make excellent afloat command sites. Depending on size and configuration,military vessels may be able to provide medical support, messing, berthingand industrial shop support to spill response operations. Patrol craft are well suited forpersonnel and light equipment transport, spill monitoring and messenger duties. Combatantslarger than small patrol craft are of little use as work platforms, but can be veryuseful in monitoring large spills, particularly those that carry helicopters. The Navy,Coast Guard and Army also operate harbor tugs (YTB, YTM, WYTM, WTGB, ST)and a variety of workboats. Because of their authoritarian nature, Navy and CoastGuard ships are well suited for keeping sightseers and other vessel traffic out of theresponse area. Certain military vessels described below are well suited to oil spillresponse work.• Salvage vessels (ARS, ATS, ASR, T-ATF). Navy salvage ships and tugs are wellequippedfor boom deployment and boom/skimmer towing operations. With liftingderricks or cranes, they can lift skimmers, boom and workboats to and from piers ortransport them to remote areas. Communications facilities and office space are sufficientto allow them to function as command sites. Most salvage ships and tugs areequipped with one or two workboats and one or more inflatable boats. Ex-Navy ARSand ATF Class ships serving as Coast Guard cutters and some Army large tugs (LT)have similar capabilities. The T-ATF-166 design was derived from offshore supplyvessel design, giving them many of the same features as described for those vessels. T-ATF-166, ARS-50 and ATS-1 Class ships are fitted with transient berthing for 15 to 20people.• Amphibious warfare ships (LST, LSD, LPD). Amphibious warfare ships have largemessing and berthing capacity and their crews are used to maneuvering in shallowwater close to shore. All are equipped with cranes or boom and kingpost systems andhave large cargo capacity. As large ships, their communications and administrationfacilities are commensurately larger than those of salvage ships. LSTs can dischargecargo directly to shore in undeveloped areas, while other types can discharge cargo toshore via landing craft. Ships fitted with well decks can transport boats and skimmersto remote work areas and anchor to serve as a covered boat harbor and work area.Amphibious warfare ships are also well suited to returning response equipment to theESSM Pools.• Buoy tenders (WLB, WLM, WLI). As robust, relatively small and maneuverable workingvessels, the capabilities of buoy tenders with regard to oil spill response is generallysimilar to that of salvage ships. The well deck amidships provides a good working areaand a 30- or 20-ton boom gives a good lift capacity. Operated by the Coast Guard, buoytender crews are familiar with both inshore and offshore operations and general oil spill3-25

S0300-A6-MAN-060response procedures. The Army Corps of Engineers operates vessels of similar size andconfiguration at a number of ports throughout the U.S.• Heavy landing craft (LCM, LCU, LSV). Large mechanized landing craft are handy,maneuverable workboats, with large working decks suitable for embarking equipment,vans or vehicles. Landing craft are effective platforms for supporting skimmer operations,transporting personnel, equipment, vehicles or oily debris, monitoring spillmovement and as general-purpose workboats. Because of their beaching capacity andshallow draft, landing craft are well suited to operations in shallow water and for transportingpersonnel and equipment to and from remote beaches. Landing craft are operatedby Navy assault craft units, Army water transportation units and may be embarkedon amphibious warfare ships. Modified landing craft are also operated by naval stations,Mobile Diving and Salvage Units and certain other units as workboats or divingtenders.For Navy-originated spills, Navy ships and craft may be assigned support duties under fleet orshoreside NOSC contingency operations. Vessel assignments may be defined in NOSC contingencyplans or made on request of the NOSC/NOSCDR following a spill. The Navy’s Environmentaland Natural Resources Program Manual (OPNAVINST 5090.1A) states that fleet salvageunits should be assigned as fleet NOSCDRs, so it is likely that salvage ships will attend spills towhich the fleet NOSC organization responds, as well as spills originating from vessel casualties.For non-Navy spills, Navy ships and craft may be assigned to support FOSC requirementsthrough regional response team agreements or through the USN-USCG interagency agreement.Commercial vessels may be hired by the spiller or various state and federal agencies as part of thecontingency operations.3-7 SUPSALV ON-SCENE SPILL RESPONSE ORGANIZATION3-7.1 Command and Control. NAVSEA contracts for maintenance of SUPSALV oil pollutionresponse equipment within the Emergency Ship Salvage Material (ESSM) system. When directedby SUPSALV full-time ESSM operations, maintenance, support and subcontractor personnelmobilize to the spill site. This mechanism enables NAVSEA to carry out Navy responsibilities foroil spill response.Deployed SUPSALV resources are under the control and direction of the Supervisor of SalvageRepresentative (SUPSALVREP). The SUPSALVREP reports to the NOSC, NOSCDR or, whenESSM resources mobilize under the interagency agreement, to the predesignated FOSC. TheSUPSALVREP is the personal representative of the Supervisor of Salvage and is responsible for:• Liaison with the customer• Liaison with government agencies• Administration of the ESSM contract throughout the operation3-26

S0300-A6-MAN-060• Technical direction and assistance to the ESSM contractor• Daily contact with the SUPSALV office• Recommendations about on-scene resource requirementsIn practice, most SUPSALV oil spill activities are in response to FOSC needs for SUPSALVexpertise and specialized equipment. As a result, SUPSALV and the ESSM system organizationsare well known to and highly regarded by the Coast Guard and oil spill response communitiesthroughout the world. Navy participation in any oil spill response activity is always welcomebecause of the special expertise and experience.3-7.2 Command Organization. The project manager, the senior contractor charged with handsonmanagement of the response activity, assists the SUPSALVREP. Project managers are highlyskilled oil spill response operators who typically have several years experience working withinFigure 3-8. Supervisor of Salvage Valdez Spill Response Organization.3-27

S0300-A6-MAN-060the ESSM system. As a result, they are intimately familiar with equipment and material in theESSM inventory.Figure 3-8 illustrates a typical deployed SUPSALV organization.The functional positions for SUPSALV involvement in an oil spill response include assistantproject managers for operations, documentation (administration) and personnel:• Operations Managers are responsible for the resources on-scene, usually includingskimmer operations, maintenance and the day-to-day activities of recovering oil andoily debris. The operations manager initiates daily reports.• Documentation (Administration) Managers are responsible for accounting and reportpreparation. They also act as the office managers and the logistics coordinator, responsiblefor getting equipment to and from scene and expediting supplies. Typically, theyspend much of their time with communications and handling the myriad of telephonecalls that accompany any response operation.• Personnel Managers are responsible for getting the proper number and mix of people tothe right places. A major spill can require hundreds of personnel on-scene, some ofwhom must travel long distances or work at sites remote from the command center.Transportation, berthing and messing and compensation all require attention to detail toget people assembled and working quickly.Very high, near frantic activity levels surround oil spill response operations, particularly duringthe first two or three days. Logistics requirements, people needs, media involvement and technicalmatters compete for supervisors’ time and attention. During this period, people must focus theirefforts on the principal objective—to recover oil and minimize damage to the environment. Theymust be certain their activities contribute to that objective. Without a clear understanding of priorities,inordinate time may be spent on less important matters, slowing the response.The oil spill response organization can be thought of as an outdoor group (operations) and anindoor group (documentation and personnel). The primary function of the organization is to keepthe outdoor group working nonstop. The indoor group furnishes the outdoor group with enoughpeople, equipment and supplies for this to happen. Both groups are necessary for a successfuloperation. The concept of such an ideal and symbiotic organization helps managers assign priorities,particularly during the initial stages of a response.3-7.3 Command Center Locations. The command center should be near the principal activity soday-to-day business does not require excessive travel time. Communications, transportation,topography and proximity to the water help determine command centers siting. Communicationshave the greatest influence. VHF (line of sight) communications work well close to shore and inflat country. In these conditions, support facilities can be spread out. High terrain and islands canblock VHF, requiring operating units to remain close together or be supported by a more complexcommunications system.3-28

S0300-A6-MAN-060A initial or temporary site should have telephones so people can call in reports or for instructions.Cellular telephones allow mobility so an automobile can sometimes serve as a command centerfor a small spill or as a temporary site. Motel rooms make good temporary command centersbecause telephones, food and berthing facilities are in a single location. The command center canshift to a more permanent site when the needs of the operation are more fully defined.The ESSM command van is specifically designed for use as a temporary or mobile command center.Offshore supply vessels are suitable afloat command centers because of the large open deckarea for loading vans and equipment. The command center for a major spill may consist of a commandtrailer and two command vans supported by the communications van and a network of telephonelines and VHF repeater stations. A communications van with a satellite communicationscapability is included in the ESSM inventory to support command centers in remote or offshorelocations.The command center should serve communication, transportation, and people needs so peoplecan exchange information easily and make timely decisions during the response operation. It isusually convenient to have the assistant project managers located in one place, although there maybe situations where collocation is not necessary.Naval facilities are excellent command centers for nearby spills. The availability of piers, deepwater berths, cranes, storage facilities, material-handling equipment, messing and berthing facilities,office space, communications facilities and manpower simplifies startup, coordination andlogistics.3-7.4 Logistics Center. The logistics center receives and handles equipment. The facility—awarehouse or yard—must have material-handling equipment to load and unload trucks and tomove equipment from trucks and warehouses to the point of use. A record-keeping system musttrack equipment ordered, received and deployed. Activity is high until equipment deploys androutine established. It peaks again when units demobilize and equipment is prepared for shipmentto storage.3-7.5 Maintenance Center. The maintenance center assembles and services equipment. Becausenormal skimming operations occur only in daylight, routine maintenance is done at night whenskimmers and boom handling boats are idle. The center must be close to the site of operations toreduce transit time. Offshore support vessels are excellent maintenance centers because their largeopen decks allow loading special equipment for the operation. Their mobility permits them to gowhere needed saving skimmer transit time.3-7.6 Personnel Messing and Berthing. Personnel need food, showers, laundry and a quietplace to sleep. These basic creature comforts must be supplied in any oil spill response of morethan two or three days duration. Personnel should be berthed close to operating areas, maintenancebases and their workplaces to reduce transportation requirements. A block of motel roomswill satisfy this requirement well in inhabited areas. In more remote areas, mobile homes can berented. The ESSM inventory includes berthing vans and personnel support trailers for use whenother messing and berthing is not available. Offshore or in remote areas, ships provide personnelsupport.3-29

S0300-A6-MAN-0603-8 FUNDING AND COST ACCOUNTINGCommercial oil spill response equipment and services command premium prices. Costs are significantfor large numbers of people or long-term rentals of equipment. Using equipment and servicesfrom other government agencies can reduce costs of oil spill response operations. Toexpedite arrangements, contingency plans should list federal and state government agencyresources and points of contact.Cost-effective and expedient coordination requires accurate cost documentation and constantcommunication with the other agencies. Cost documentation is particularly important when fundsflow between agencies. There is always risk that an agency will have to terminate an agreementbecause of changing priorities. Interagency coordination is vital for operations to continue efficientlyand to avoid crises.Appendix C describes the fiscal accounting procedures and reimbursement requirements forSUPSALV assets. Cost accounting for other Navy forces is similar. As a general rule, costs attributedto an oil spill response effort should include all costs that would not normally have beenaccrued, such as:• Fuel, lubricants and other consumables used by ships, boats and equipment.• Personnel travel.• Per diem, when personnel subsist on the local economy or cost of berthing and messingif provided on site.• Equipment, aircraft, boat, vehicle and office rental.• Overtime for civilian government employees and contractor personnel.• Full wages, including overtime, for any short-term government or contractor personnelhired specifically for the response.• Equipment mobilization, on-scene maintenance and rehabilitation, including transportationcosts to and from the site, replacement of consumables and repair or replacementof items damaged or destroyed during the response.• Telephone and utility bills.Daily cost summaries should be provided:• To the NOSC by the senior SUPSALV representative or salvage officer when ESSMassets or Navy salvage forces are assisting a NOSCDR in dealing with a large Navycausedspill.3-30

S0300-A6-MAN-060• To the FOSC by the senior Navy or SUPSALV representative when Navy assets areassisting with a federally coordinated spill response.The daily cost summaries provide the NOSC or FOSC an accurate estimate of costs incurred todate and an opportunity to resolve any questions in a timely manner. Compilation of daily costsalso facilitates estimates of total cost necessary for proper budgetary support.3-9 DEMOBILIZATIONDemobilization, seldom addressed in manuals on oil spill response, requires planning and logisticssupport to prepare equipment for return to storage. Most oil spill equipment requires specialcare because it is expensive and designed for several years of service. During demobilization, specialattention is paid to cleaning, maintenance, repair, transportation and handling of equipmentfor return to storage. One goal of demobilization is to return equipment to storage safely at a reasonablecost and within an acceptable period of time.People’s attention, focused during the initial days of a response, flags during demobilization—activities no longer make daily headlines, people are tired and want to go home. Attention todetail during demobilization reduces repair costs and costs of preparation for the next operation.A demobilization that cleans equipment thoroughly, delineates all maintenance needed and preparesequipment properly for transportation is as much a part of a professional response as skimming.3-9.1 Demobilization Planning and Logistics. Demobilization planning must begin before theresponse effort completes. As the response winds down, equipment no longer needed is removedfrom service, cleaned and made ready for shipment to storage. Incremental demobilization ofequipment is a more orderly and effective process than simultaneous demobilization of the entireplant.Imagination and initiative can reduce transportation costs. Demobilization lacks the urgency ofmobilization although equipment must be returned to staging areas and brought to ready-for-issuestatus quickly. There is usually enough tolerance to permit transportation by inexpensive opportunelifts. Government ships and aircraft are cost-effective transportation. T-AFT-166 Class andLPD/LSD type ships are particularly suited to transporting large, bulky equipment and boats thathave not been cleaned to commercial or air transportation standards.Equipment cleaning is a major part of demobilization. The amount and degree of cleaning dependupon transportation requirements and the costs of field cleaning. Equipment must be clean forcommercial transportation, but equipment can be cleaned by experts at ESSM facilities at a verylow cost. Cleaning decisions must be made on a case basis. For field cleaning, suitable properequipment must be staged and delivery of cleaning equipment and protective clothing, arrangementsfor material handling equipment and disposal of cleaning residue must be planned.3-9.2 Equipment Cleaning. The ESSM inventory contains a cleaning van equipped for a moderateamount of field cleaning. Large items such as skimmers, boom, boom-handling boats and draconesare cleaned over a pool, much like a shallow swimming pool, to collect residue runoff and3-31

S0300-A6-MAN-060direct it to a collection point for disposal. The ESSM system contains two 60- by 40-foot portableboom cleaning pools designed to clean several 55-foot sections of boom simultaneously. Three orFigure 3-9. Cleaning Pool Operations.four sections can be laid out in the pool. The pools are constructed of the same durable materialsas the SUPSALV open ocean boom and have drains for attaching vacuum truck hoses to removeliquids. The pools act as a reservoir for the cleaning solvent, water and oil mixtures that resultfrom the cleaning process. The reservoir sides are formed by chambers inflated with low-pressureair. The pools are portable, take little equipment to erect and can be set up in any location withoutdigging pits or building berms. Figure 3-9 shows a cleaning pool in operation.Cleaning equipment accompanying the portable pools includes high-pressure water and solventsprayers, air compressors, solvent, sorbent pads and rolls, brushes, scrapers, personal protectiveclothing and storage vans.Dracones are difficult to clean in the field because their flexibility makes them hard to handle anddrain. The cleaning liquid must be warm enough to keep the oil and debris fluid, but cool enoughnot to damage the dracone fabric. A marine chemist should be present to test the dracone interiorfor gases that may present personnel and/or fire hazards.High-pressure hot water generators are required for efficient cleaning. Cleaning heavy oil residuesrequire water and solvent mixtures heated above 120°F at pressures of 2,000 to 3,000 psi.Many different types of solvents cut oil efficiently. The ratio of solvent to water is usually very3-32

S0300-A6-MAN-060low. Although solvents and high-pressure-water washing facilitate cleaning, some manual scrubbingis always required, especially when intricate surfaces have been oiled.3-9.3 Equipment Handling. Handling mistakes cause much damage to response equipment.Extra measures are needed to prevent equipment damage during demobilization.Equipment usually is most efficient and is damaged least in its design environment. For example,containment boom, designed to be in the water, is seldom damaged in the water. Damage to boomoccurs when it is streamed or retrieved from the water, transported or otherwise moved—mostoperational damage to boom occurs during demobilization. Boom can be torn when dragged overrocks or when impaled by a careless forklift operator. Equipment damage and the costs associatedwith repairs or replacement can be reduced by thinking out all equipment-handling operations andeliminating identified hazards. Supervisors must be alert to signs of indifference or haste on thepart of operators who are anxious to complete the operation. Equipment should be handled withthe same care and given the same protection during demobilization as during mobilization.3-33

S0300-A6-MAN-060CHAPTER 4CONTROL, CONTAINMENT and PROTECTION4-1 INTRODUCTIONSpilled oil can be treated while it is floating on the water or after it comes ashore. It is simpler andless expensive to treat the oil while it is on the water surface before it spreads over a wide area.Initial, immediate spill response should focus on stopping or slowing oil flow with concurrentcontainment actions to limit the spread of already released oil. Measures to protect environmentallysensitive areas should be taken as soon as the direction of oil movement is determined.Limiting oil spread facilitates recovery, reduces the length of shoreline that will be fouled if theoil slick reaches shore and limits the amount of water and quantity of wildlife exposed to the oil.Short of preventing discharge, containing spilled oil for prompt recovery is the most effectivemeans of minimizing environmental impact of an oil spill.Securing the source of a major spill can be difficult and time consuming. Unless damage controlor oil removal actions can be initiated almost immediately after a ship casualty, initial spill sizecannot be limited in most cases. Oil flows out of severely damaged tanks at an extremely high rateuntil the oil head inside the tank equals the water head outside. If this occurs before all oil flowsout the tanks in a stranded ship, additional oil will be lost as the tide falls over the next tide cycle.In the 1989 EXXON VALDEZ spill in Prince William Sound, more than 95 percent of the oilspilled was discharged in the first nine hours following the tanker stranding—nearly 50 percent inthe first 20 minutes—long before salvage or spill control assets arrived at the scene. Removing oilfrom damaged tanks can prevent additional oil discharge resulting from fluctuating water levelscaused by waves, vessel motions, storms or extreme tides. Oil may be removed from undamagedtanks in a stranded or sunken ship to eliminate the potential for further discharge if the ship suffersadditional damage.Unlike spills from ships, where the spill source is finite, however large, oil well blowouts create avirtually unlimited oil spill source. Securing the source requires the services of specialists andmay take months. Until the source is secured, containment is ineffective unless oil can beremoved from within the containment barrier as fast as it is released.The Navy’s oil spill response philosophy, parallel to commercial operating procedures, is to capturethe spill with containment booms for mechanical removal before oil reaches the shore. Whenit is not possible to contain spilled oil completely or prevent it from coming ashore, boom can bedeployed to protect and divert oil away from sensitive areas or to bring oil ashore at selected locations.The Navy spill response organization provides equipment and personnel through existing contingencyplans. This chapter discusses spill containment equipment in the NOSCDR and SUPSALVinventories and related control and protection methods.4-1

S0300-A6-MAN-0604-2 CONTAINMENT BARRIERSContainment barriers prevent oil from spreading and contaminating sensitive areas. The mostcommon barriers consist of floating containment boom. Pneumatic, chemical and water barrierscan also contain oil, although not as effectively as floating booms.Barriers are put in place to:4-2• Keep oil offshore and contained for removal by mechanical skimmers.• Prevent oil from reaching waterways or other areas where oil spread will be accelerated.• Keep oil concentrated in a small area to enhance mechanical removal.• Divert oil into afloat skimmer systems.• Direct oil onto the shore in selected locations for controlled pickup by manual or vacuumtruck collection systems.• Stop oil from re-entering a body of water from the shore as the tide cycles.• Divert oil from sensitive areas.• Establish an in-place, precautionary containment barrier during oil transfer operations.The COMNAVSEASYSCOM and COMNAVFACENGCOM booms are available for oil spillresponse at ESSM and NOSCDR storage sites. Table 4-1 shows the various types of containmentboom and the applications for which they are best suited.4-2.1 Containment Boom. The most common barrier systems are floating containment boomsconsisting of several sections or one continuous length of material supported by a buoyant system.There are many types of boom, but most include the following features:• Flotation by air chambers or solid buoyant material.• A barrier that extends below the buoyant system to prevent the passage of oil.• Freeboard to prevent or reduce splashover.• Longitudinal tension member (wire rope, chain or synthetic fiber).• Ballast weights or chain near the skirt bottom to provide stability.Boom is constructed with tough, lightweight materials that are durable and abrasion-resistant yetallow ease of handling. It must be flexible enough to perform in widely varying weather, currents,

S0300-A6-MAN-060Table 4-1. Application of Oil Containment BarrierOperating Areas Performance CharacteristicsBarrier TypeOpenOceanWaves

S0300-A6-MAN-0604-2.1.1 Buoyancy System. The buoyancy system keeps the barrier afloat. In conjunction with theskirt, the floating barrier stops the flow of oil on the water surface. The buoyancy members rangefrom about four inches freeboard in small harbor systems to over 24 inches for open ocean barriers.Air or solid materials commonly supply buoyancy.• Air-filled chambers give buoyancy and rigidity to the freeboard fabric. Air is usuallysupplied by a low-pressure blower. Inflatable boom is compact and relatively easy tohandle during deployment, transportation and stowage. However, deployment of inflatableboom is slower than solid buoyant boom because of the time required for inflationand damage can cause loss of buoyancy that may compromise the barrier. Most inflatablebooms are supported by compressors, connecting hoses and fill valves that requiremaintenance to ensure reliability in the marine environment. Some of the newer inflatableboom can be filled with air through a continuous supply line that eliminates delayscaused by filling the boom section by section. Some air-buoyant boom is self-inflating.This type of boom has an internal system of coiled wire that causes the fabric to maintaina cylindrical shape. Vents allow air to flow into the float as the spring wire shapesthe boom. When stowed, this boom lays flat as the boom is placed back onto the storagereel and air exhausts from free-flowing vents.• Solid materials are either internal to the fabric making up the boom’s freeboard or areattached as flotation devices on both sides of a solid barrier material. Permanentlydeployed systems can be set up with buoyant-filled boom without worry about sinkingdue to air loss. Solid buoyant booms can be deployed quickly as inflation is notrequired. Solid flotation booms require more storage space than inflatable booms andmay deform in storage.4-2.1.2 Skirt. The skirt forms a barrier from the water surface to the bottom of the boom and actsas a keel when the boom is towed. Water-ballasted skirts ensure stability and have a strong, effectiveunderwater shape. When this type of boom is recovered, easy water and air removal facilitatesrepackaging and transportation. Increasing skirt depth beyond five feet does not necessarilymake the boom more effective. The limiting factor in boom design is the flow of current actingagainst the boom. Generally, oil carry-under or entrainment occurs in currents exceeding 0.7knots.4-2.1.3 Ballast. Ballast keeps the skirt and float vertical and adds stability. Ballast is usually leadweight, liquid or permanently installed heavy chain that doubles as a strength member.4-2.1.4 Strength Members. Strength members carry towing loads and prevent these loads frombeing carried by the relatively fragile flotation and skirt fabrics. Boom section connecting hardware,towing points and tension members are all designed to protect the float and barrier materialfrom tearing by excessive forces working against the materials. Tension members can be continuouslengths of chain or wire rope fabricated into or attached to the float and skirt material. Boommaterial strength added to the tension member strength determines the overall boom tensilestrength.4-4

S0300-A6-MAN-0604-2.1.5 Connecting Points. The fabric at connecting points usually is reinforced to prevent tearingunder strain. End attachments should keep oil from flowing between the boom and shore orship connecting points. Special end connectors that attach to I-beams, pilings or magnets are common.Other connecting points are located on various parts of the boom for towing, maintaining aFigure 4-1. Typical Boom Configuration.specific shape, connecting booms perpendicular to one another, etc. Paragraph 4-2.3.1 discussesconnector hardware in detail. Figure 4-1 shows several types of boom connectors. Because thereare so many types of end fittings available, it is important that replacement and additional boompurchased have compatible connectors so all boom can be joined together.4-2.2 Types of Boom. Containment boom is classified by flotation method (inflatable or solidflotation) or by construction, application or special features. Some types of special-purpose boomare described in the following paragraphs.4-5

S0300-A6-MAN-0604-2.2.1 Fence Boom. Fence boom consists of a single sheet of material forming both freeboardand skirt; floats and ballast weights are attached at intervals rather than continuously as in solidflotation or inflatable boom. Fence boom requires less storage space than solid flotation boom andhas similar advantages. The main disadvantage of fence boom is that long spans of the boom tendto lay over in strong wind or current.4-2.2.2 Sinking Boom. Construction of sinking boom is similar to that of inflatable boom, but itis usually made in longer sections. Sinking boom is useful when oil containment systems wouldblock shipping traffic and have to be moved to allow ship passage. Heavy chain combination ballastand tension members hold the boom on the bottom when ships are passing. After the shippasses, the flotation cells are filled with air and the boom resurfaces to act as a barrier. In hightrafficareas, this type of boom can be permanently stored on the bottom and inflated when neededto contain an oil spill.4-2.2.3 Net Boom. Net boom is designed to allow water to pass through the barrier while capturingtar balls and viscous oils. The system stops some of the products from unimpeded spreadingand provides excellent containment in conjunction with conventional boom. Net boom is appropriatewhere products with low pour points are floating in waters subjected to excessive currents;most other types of boom lose effectiveness in currents above 1.5 knots.Figure 4-2. Anchored Net Boom.4-6

S0300-A6-MAN-060Net boom has been successful in cold weather spills of heavy oils. Decreasing water and air temperaturesincreases the oil’s viscosity, allowing nets to hold a high percentage of the oil. Deploymentof net boom can be easy and quick because it is very lightweight. Net boom is very good forFigure 4-3. External Tension Member Boom.keeping objects from fouling floating boom and making it ineffective. Net boom operation isshown in Figure 4-2.4-2.2.4 External Tension Member Boom. The tension member of inflatable, solid flotation orfence boom can be rigged externally as shown in Figure 4-3 to relieve stresses on the boom andimprove seakeeping properties.4-2.2.5 Fire Boom. Fire boom is constructed with components designed to withstand intense,long-burning fires and is used to contain burning oil as well as for conventional containment.Float outer fabric is PVC-based with the inner layers a combination of heat-resistant ceramics andabrasion-resistant stainless steel similar to steel-belted radial tires. Buoyancy is provided by aheat-resistant solid flotation core. Strength members are similar to that used in conventionalboom.4-2.2.6 Sorbent Boom. Sorbent boom is made from oil-sorbent material encased in a netted fiberthat keeps the boom intact but allows contact with oil. Most sorbent materials repel water, absorbup to 20 times their own weight in oil, are long lasting and usually do not deteriorate or disintegrate.This boom can be effective for protecting sensitive areas when placed inshore of barrierboom or net boom across small, still waterways. It absorbs sheen and light layers of oil that getpast containment boom and keeps contamination from shore plants, beaches and soils.Sorbent type booms are not designed to contain oil from spreading in open waters like floatingbarrier booms, nor do they have great tensile strength. Sorbent booms do not have any appreciable4-7

S0300-A6-MAN-060draft. When the sorbent has absorbed a sufficient amount of oil, the boom is removed from thewater and transported for recycling or disposal.Sorbent boom can be used in the waterway as an oil collector. The boom is towed through thecontained oil, absorbs the maximum amount of oil and is disposed of ashore. Practical applicationsof sorbent booms include containment and absorption of spills and effluent discharges insmall canals, ditches, streams, rivers and around or under terminal docks and piers.4-2.3 Boom Accessories. Boom accessories are hardware designed to handle, connect, inflate,deploy and retrieve boom. Other accessories are used after a spill to clean, repair, restow andtransport boom.4-2.3.1 Boom Connection Standards. During a large oil spill, several different types of boommay comprise a containment system. Standardized boom connectors are essential to connectingthese different boom types. ASTM F 962-86 outlines the design criteria and requirements, desirablefeatures and material characteristics for boom connectors with the following guidelines:• Universal hook engagement design.• Connector length not be the limiting factor for freeboard or skirt.• Minimum tensile strength of 300 lbs/in2 or 54kg/cm2.• Different length connectors should possess adequate strength, minimize oil spillage, besexless and directionless, not reduce freeboard, be full boom height, and not impair stabilityand require no special tools for assembly. Figure 4-4 illustrates various boomconnection fittings.• Features should include ease of handling, lightweight materials, connectable in thewater, easily cleaned, safe and easy to install or remove.• Materials shall be corrosion-resistant in seawater or designed with galvanic protectionand may be of any kind as long as the design criteria, requirements and desirable featuresare fulfilled.4-2.3.2 T-Connectors. T-connectors allow boom to be connected at 90-degree angles whichgives more flexibility in the configuration of boom in permanently installed pierside boom systems.T-connectors also allow smaller ships requiring boom to attach in the middle of a long runof boom.4-2.3.3 Sliding Connectors. Sliding connectors compensate for tidal rise and fall. The boom iskept in place with sliding plates or shoes that ride freely up and down stanchions or vertical runnersfixed along the pier. Weighted lines attached to the pier and lowered over the floating boomcan hold the boom in place effectively during tidal changes.4-8

S0300-A6-MAN-060Figure 4-4. Boom Connecting Hardware.4-2.3.4 Magnetic Connectors. Magnetic connectors are attached to ships’ hulls or piers to holdthe boom end connection. The connectors move with the ship as the tide changes, but must bemoved when attached to a fixed object.4-2.3.5 Deployment and Recovery Accessories. Deployment and recovery accessories aid inquick boom deployment and protection when moving between land and water. Boom storage anddeployment units protect the boom in storage and have roller assemblies that allow easing theboom out with little chafing. Hydraulic or pneumatic storage reels deploy and recover boom at4-9

S0300-A6-MAN-060varying rates. These units aid in avoiding damage to attachment points and tearing the boom whensmall boats haul the boom away from the shore.Figure 4-5. Boom Storage and Deployment Systems.Large boom rollers, fairleads and storage reels should be positioned to avoid objects that can damageboom material. The land-water interface zones at oil spill mobilization sites are usually industrialwaterfront areas. The piers or shore often contain objects that tear boom. Simple proceduressuch as covering sharp rocks and pier edges with heavy rubber sheets will keep boom structurefrom hanging up and tearing. Deploying and recovering boom from barges also means avoidingworking in areas hazardous to the boom. Barges usually have unobstructed, smooth gunwalesideal for deploying the boom. Handling and storage systems are mounted on barges with little difficulty.Typical boom-handling accessories are shown in Figure 4-5.4-2.4 Other Containment Barriers. Alternate containment systems stop oil from migration viasmall streams, ditches, canals or other avenues from the source to larger and less controllable bodiesof water.• Damming streams stops the spread very effectively, but blocked water accumulatesbehind the dam and creates problems where flooding is undesirable. Water buildup canbe reduced by underflow or drain pipes that pass water in controlled quantities andkeeps oil afloat behind the dam.• Trenching to divert the oil flow when the stream flow is too fast for boom to be effectiveallows oil to be collected. Reflecting boom or net angled across the stream directsthe oil into the diversion trench. The trench is dammed with drainage pipes to allowwater flow back into the stream. The oil collects behind the dam for removal by skimmersystems.4-10

S0300-A6-MAN-060Figure 4-6. Typical Containment Fence.Figure 4-7. Pneumatic Barrier.4-11

S0300-A6-MAN-060• Fences are wooden barriers built across the water flow to hold sorbent materials. Thefences are not solid and allow water to pass. Oil is absorbed as it makes contact withthe sorbent materials. Sorbent material is removed after it has extracted the oil from theflowing water. Fences do not stop all of the oil from passing; a series of fencesimproves oil removal efficiency. A typical fence type sorbent barrier is shown in Figure4-6.• Pneumatic barriers employ a screen of bubbles released below the water surface. Therising air bubbles create an upward water flow. At the surface, the upward water flowcreates a slight mound on the water and diverts horizontally to form currents that flowaway from the bubble stream as shown in Figure 4-7. The water mound and surfacecurrent can retain oil in low current areas. The principle advantage of pneumatic barriersis that they are fireproof and do not obstruct ship passage. Their primary disadvantagesare the time and effort required to transport and set up air compressors, hose,diffusion piping and other equipment at the spill site and the fact that any malfunctionthat interrupts air flow will destroy the barrier and allow oil to spread. Pneumatic barriersmay be permanently installed at oil terminals or other high traffic areas.4-2.5 COMNAVFACENGCOM Boom. This boom is maintained and operated by NOSCDRsunder the direction of the NOSCs at various locations worldwide. NAVFAC boom is procured byactivities under Military Specification MIL-B-28617C. The three classes of boom depend uponthe environment for which it is suited:• Class I - for quiescent water with low currents and waves.• Class II - for open water harbor environments with moderate waves and currents.• Class III - for water with high waves.The MILSPEC requires durability and ruggedness that is available only with closed-cell foam orother puncture-proof materials for flotation. All fabric must be able to pass strength, tear, abrasionand weathering tests. Other features required of boom complying with NAVFAC specificationsare:• Stability and strength during a straight line or U-shaped tow.• Boom hardware that allows easy connecting and disconnecting in the water.• Floating single-point tow assembly.• Sliding bulkhead attachment points.Table 4-2 shows the three NAVFAC boom measurements and operational ranges.4-12

S0300-A6-MAN-060The Oil and Hazardous Substance Spill Response Activity Information Directory (AID), NEESAPublication 7-021C, lists all of the boom currently held in inventory at Navy facilities.Table 4-2. NAFAC Boom.Class*SkirtDepth(in)Freeboard(in)TotalHeight(in)CurrentVelocity Perpendicularto Boom(kts)Wind VelocityPerpendiculartoBoom (mph)WaveHeight toLength RatioIntended Operating AreaI 8 4 14-18 1.0 15 0.08 Low current/wave heightII 16 8 24-28 1.5 20 0.08 Harbor - moderate current/wavesIII 24 12 36 2.0 25 0.08 Open water - high waves*Boom sections are 500 feet long4-2.6 COMNAVSEASYSCOM Boom. SUPSALV maintains Class III type boom for use in theopen ocean where choppy seas, high winds and strong currents can be expected. This boom isextremely durable and has proven to be effective in many oil spill cleanup operations from theArctic to the Antarctic. The boom is maintained and operated through the ESSM system contractorat Cheatham Annex, Virginia and Stockton, California. The boom is described in Table 4-3and illustrated in Figure 4-8. A more complete equipment description and operations and maintenanceprocedures are given in Operation and Maintenance Manual with Parts List for Oil ContainmentBook and Boom Mooring System, NAVSEA S9597-AC-MMO-010.4-13

S0300-A6-MAN-060Table 4-3. NAVSEA Oil Containment Boom (FUG, FUG-1)GENERAL INFORMATIONThe FUG and FUG-1 booms consist of 55-foot inflatable sections. For containment, a standard boom consists of 18 sections (990feet). Two six-section booms (330 feet) are used in conjunction with the NAVSEA-towed skimmer system (see Figure 5-15). Boomsections are stored and shipped in standard 20-feet ISO freight containers, along with compressor, inflation equipment, sorbentpads and boom, marker lights, bridle and span lines, repair tools and spare parts. The boom sections are assembled for operation,connected in legs of six assemblies and stowed on pallets with two legs per pallet. Two pallets (four legs) are configured forskimming operations and one pallet (two legs) for containment. Mooring systems are stored and shipped separately.SECTION/ASSEMBLY DESCRIPTIONManufacturer Goodyear Aerospace Corp. Lifting Points 4FSCM 56221 Inflation ChambersModelsFUG Standard, Full BridleFUG-1 BridleNumberLengthLength (approx) 55 ft Inflated Diameter 14 inFreeboard 12-1/2 in Buoyancy (approx) 615 poundsSkirt (draft) 24 in ContainerWeight 484 lbs Dimensions (LxWxH) 20 x 8 x 8 ftStrength Weight, empty 4,973 lbsWorking 62,402 lbs Weight, full 28,260 lbsProof 96,644 lbs Door Opening 92 x 84 inUltimate 133,608 lbs Pallet Size 52 x 78 inTension MemberKevlarMOORING SYSTEM DESCRIPTIONAnchor500- or 1,000-lb STATO withfolding stabilizersAccessoriesMarker lights, crown buoy,floats 5/8-in wire rope, 6-inand 1-1/2 in polypropylenerope.Holding Power 500-lb Anchor 1,000-lb AnchorMud 8,800 lbs 17,600 lbsSand 12,500 lbs 25,500 lbsMooring Buoy Foam Shipping Container Steel mesh or extrudedaluminum panel.Weight 700 lbs Dimensions (LxWxH) 103 x 48 x 41-1/2 in. (mooringbuoy stowed atop containeradds 40 in to height).Buoyancy5,000 lbsRated Throughpull10,000 lbsDimensions (dia x length) 48 x 88 in Cube 110 ft 3 (without buoy)275 ft 3 (with buoy)Chain 2-1/4 or 2-5/16 in Stud-Link WeightLength 90 ft Empty 1,598 lbsWeight 4,250 lbs Full w/500-lb Anchor 7,600 lbsFull w/1,000-lb Anchor 8,340 lbsREQUIRED SUPPORT EQUIPMENTBoom roller.Crane with 25-ton capacity at 15-foot outreach.40,000-lb K-Loader for air transport.9,000-lb forklifts.Boom-handling boats (towing vessels) with minimum 3,000-lbbollard pull.510 ftBoom-tending boat (small launch or inflatable boat.Deployment vessel for mooring system (should be 40-ft workboator larger).Marker buoys.Rigging gear.4-14

S0300-A6-MAN-060Figure 4-8. NAVSEA (ESSM) Oil-Containment Boom.4-3 BOOM DEPLOYMENTBoom should be deployed as rapidly as possible after the spill or when there is a threat of an oilspill. Permanently deployed boom is one of the best preventive measures against oil spill damage.The condition of deployed boom should be checked routinely to ensure constant effectiveness. Allbooms must be inspected for proper configuration and preventative maintenance. If the boom isnot performing as intended, then it must be adjusted or modified. Similarly, all boom supportcomponents and mooring systems are inspected to avoid oil breaching the barrier because of inadequacies.4-15

S0300-A6-MAN-0604-3.1 Deployment Methods. Optimum boom deployment depends on weather, sea state, proximityof land, water depth, shoreline topography, length of boom and number of handling boatsavailable and other factors. Typical deployment can be categorized as:• Encircling• Waylaying• Deflection• Oil collection by towing• Free drift containment• Multiple setting• Deployment in channels and rivers4-3.1.1 Encircling. Oil can be contained by encircling if the slick has not grown too large to besurrounded with available boom. In some instances, ship hulls or shoreline can form part of theencircling containment barrier as shown in Figure 4-9. When a ship is to be completely encircled,boom length should be approximately three times the ship’s length. The boom must be held awayfrom the vessel’s side with mooring systems, small craft or spacers to prevent chafing. If the shipis anchored, the boom must be anchored to leave sufficient room for the ship to swing with tideand wind changes. More permanent boom systems can be moored around stranded vessels. Thecontainment system must allow for passage and operation of salvage ships and small craft.4-3.1.2 Waylaying. When available boom length is not sufficient to encircle an oil slick, oil iswaylaid by placing boom across the likely paths of floating oil, as shown in Figure 4-10. Boomsare laid at some distance from the spill source to intercept the approaching oil. In tidal waters,booms should be laid on both sides of the spill sources to catch oil as tidal currents reverse.4-3.1.3 Diversion. When spilled oil cannot be contained at the spill site, it can sometimes bediverted away from sensitive areas. It is sometimes possible to divert oil to a location where oilrecovery can be accomplished more effectively, such as a sheltered bay. In some instances, it maybe desirable to divert oil onto a carefully chosen shoreline location to prevent oil from comingashore at more sensitive or more difficult to clean locations. Diversion should be toward skimmersor vacuum trucks or to the least environmentally sensitive areas. Diverting the oil ashorecauses damage to the shoreline but eliminates oil that could spread to more environmentally sensitiveareas. Before this procedure is put into practice, however, it is recommended that technicalguidance be sought from the Scientific Support Coordinator or other similarly qualified personnel.4-16

S0300-A6-MAN-060Figure 4-9. Encircling.4-17

S0300-A6-MAN-060Figure 4-10. Waylaying.Diversion is accomplished by laying boom at an angle to the current. Oil flowing unimpededmoves the same speed as the current. Diverting oil reduces the effective speed at which the oilflows. Diversion boom 70 degrees to the current reduces the effective oil movement to 85 percent,60 degrees to 77 percent, 45 degrees to 55 percent, etc. Current effects on boom are discussed inParagraph 4-5.1.4-18

S0300-A6-MAN-060Diversion boom does not maintain nor should it be rigged to keep a straight-line shape. A straightlineboom is not desirable, as it tends to roll over and lose oil through entrainment. The force ofthe current naturally causes the boom to take a J-shape. The J-shape occurs toward the downstreamend of the boom. Oil will eventually entrain under the center in the J-shape or around theend of the boom. This oil can be collected by a second boom and skimmer arrangement locateddownstream but away from the shore.Large forces created by the boom trying to hold flowing water are reduced as the boom is movedto parallel the water flow. Mooring diversion boom in planned positions based on current andtidal flow directions makes the boom more effective.Where the geography permits, multiple diversion booms may be rigged. Multiple booms—knownas cascading booms—divert oil sequentially in the desired direction, as shown in Figure 4-11.Figure 4-11. Cascading Oil with Boom (Plan View).Oil spilled in waterways subject to fast-moving currents will spread over wide areas unless it isdeflected ashore for manual and vacuum pickup. Oil may be deflected into slower moving currents.The primary purpose of deflecting oil into slower moving currents is so it can be dealt withmore easily. Diversion boom can also divert oil past marina entrances, environmentally sensitiveareas, water intakes and other areas of concern. In tidal waters, booms must be adjusted or sec-4-19

S0300-A6-MAN-060ondary booms used to divert oil as it moves with tide change. The boom and skimmers used topick up the diverted oil can be moved to continue recovery operations.4-3.1.4 Towed Boom. Boom is towed to collect oil for recovery or to funnel oil directly intoskimmers operating on the open water. Figure 4-12 shows how lengths of boom are towed in a U-shape by two boats to collect oil and bring it to skimmers or other recovery devices.Figure 4-12. Towed Boom.Sweeping or collector boom consists of sections of floating boom attached between an oil skimmerto a towing boat or boats. The boom directs the oil into the mouth of the skimmer for pickupor concentrates the oil in a small area where the skimmer operates. Paragraph 5-3.4 describesskimming and sweeping operations with towed boom. Long boom distances between skimmerand towboat allow great surface areas of water to be skimmed.4-3.1.5 Free Drift Containment. If boom cannot be moored because of current velocity or waterdepth, oil can be encircled by freely drifting boom to concentrate the oil for recovery. Drift rate ofthe boom and encircled oil can be slowed by attaching sea anchors or trailing chain in shallowwater.4-3.1.6 Multiple Setting. Oil can escape encircling or waylaying boom for a variety of reasons.Setting additional booms separated by 3 to 15 feet increases the amount of oil contained for subsequentrecovery.4-3.1.7 Deployment in Channels and Rivers. Oil can be kept from spreading in narrow channelsby laying boom at appropriate angles, depending on current velocity, as shown in Figure4-13. A limited opening can be left to permit vessel traffic.4-20

S0300-A6-MAN-060Figure 4-13. Staggered Boom Deployed Across a Channel.Boom can be laid across slow-moving streams leading to open waterways to prevent oil spilledupstream from spreading into the waterway. The boom can be permanently deployed as a preventivemeasure against spilled oil flowing uncontrolled from the source. This barrier provides a suitablecollecting point for shore-based vacuum trucks or portable skimmer systems for quickremoval of the oil. If not predeployed, then the boom can be located ready for deployment at predeterminedsites. Following a spill, personnel should be dispatched quickly to place the boom intothe most effective position. Contingency plans should identify the areas where predeployedbooms are to be located, how they should be deployed and with what equipment.Diversion of oil from a river into the open sea may lessen the impact on sensitive estuaries andshould be considered as an alternative. When oil is diverted into the open ocean by current, it maydissipate in the water column or evaporate. Diversion into open water may be desirable when theenvironmental impact is considered, especially if water depths increase rapidly offshore and prevailingcurrents will carry the oil offshore.4-3.1.8 Beach Interface Boom. Beach interface boom acts as a barrier to oil as the tides rise andrecede. Air-floated, water-ballasted boom is very effective in this application. Because the skirt iswater-ballasted, the boom sits upright on the ground when the tide recedes. During flooding, aseal between the ground and boom is provided by the weight of the water-filled skirt pressingagainst the ground. As the water rises with the incoming tide, the float barrier and water skirt risewith the water level. The vertical barrier between the oil and beach is never interrupted. Moreconventional floating boom might allow oil to get past the skirt during the time the nonsealingskirt is laying lazy and not perpendicular to and in close contact with the ground.4-21

S0300-A6-MAN-0604-3.2 Deployment Procedures. Deploying boom is a coordinated effort between boat operatorsand personnel aboard barges, skimmers or ashore. Efficiency in this evolution is gained throughregular team training. Procedures that help successful boom deployment are:• Assemble boom before launching or as the boom is hauled into the water. Attachingboom from small craft is dangerous, difficult and slow.• Launch boom into—not across current. Towboats should have sufficient power tomaintain headway into the current.• Moor booms at one end and stream them with the current.Most importantly, successful deployment of oil containment boom requires judicious use of commonsense. Every boom deployment is different because of geography, environmental conditionsand experience levels of people involved. Important ingredients for success are good seamanshipand small boat handling. Persons in charge should discuss the evolution with their people prior toactual deployment to achieve desired results and assure safety.4-4 BOOM MOORING SYSTEMSBoom mooring systems should keep the boom in place in the maximum current and tide in a specificarea. Boom cannot be expected to be effective at right angles to the current. Good boom systemdesign provides a method to slack the boom to an aspect more parallel than perpendicular tothe current during high-current periods.Oil spills in ports and other inland waterways are frequently close enough to the shore to allowone end of the boom to be anchored ashore. Several anchors secured to buoys and lines at regularintervals along the boom are necessary to eliminate the belly caused by the forces acting againstthe boom skirt and floats. Mooring systems should be laid out, assembled and tested before theyare needed. Ad hoc mooring systems improvised in the field have proven to have a low potentialfor success.4-4.1 Selecting Mooring Anchors. The anchor must secure the boom against wind- and currentgeneratedforces. The total force can be estimated by applying formulae for wind and currentforces and summing the results. Anchor holding power must be greater than the total force.Appendix E describes boom mooring calculations.Water depth and combined current and wind forces determine the anchor size and optimumanchor chain scope to keep the system in place. Buoys between the anchor chain or line and boomhelp maintain the correct aspect of the boom. The scopes of line from the boom tension member,buoy and anchor varies with the forces against the boom. Normally, scopes of at least five timesthe depth are needed. A shot of chain between the anchors and mooring line adds weight to themoor, increases bottom contact and friction and holds the anchor shank and pull on the anchorparallel to the bottom—all these increase the efficiency of the moor. A typical mooring leg isshown in Figure 4-14. Appendix G of the U.S. Naval Salvage Manual, Volume 1, S0300-A6-MAN-010, provides an in-depth discussion of anchor performance.4-22

S0300-A6-MAN-0604-5 BOOM BEHAVIORFigure 4.14. SUPSALV Mooring System, Oil Boom Recovery System.Bad weather often makes a boom useless. Wind, waves, currents and ice all decrease boom effectiveness.Booms made ineffective by weather should be left in place whenever possible. An efficientboom remains perpendicular to the water surface. Changing the boom’s aspect reduces theforces affecting it and makes the boom partially effective until the weather subsides.The ability of a boom to retain oil depends on its size, profile and ability to conform to waves. Theways in which oil escapes a containment boom are shown in Figure 4-15. In addition, oil canescape through poor connections between boom sections.4-5.1 Current Effect on Boom. Oil entrainment or underflow occurs when the boom skirt is nolonger vertical; oil flows down the face of the skirt and under it as the current increases. Testsshow that boom subjected to perpendicular current entrains oil at about 0.7 knots. Figure 4-16shows maximum deployment angle to keep the component of current velocity perpendicular tothe boom skirt below 0.7 knots for different current speeds.4-23

S0300-A6-MAN-060Figure 4.15. Escape of Oil from a Boom.Figure 4.16. Boom Deployment Angle vs. Current Speed.4-24

S0300-A6-MAN-0604-5.2 Wind Effect on Boom. High winds can create surface waves that can in turn cause oiloverflow or splashover and reduce boom effectiveness. Wind tends to lay the boom over in thedirection of the wind and lessens boom efficiency. High winds can cause a mooring system orboom-handling boat system to drag.Wind can generate waves that carry oil over the barrier. To prevent this, some boom is constructedwith splash guards located near the top of the float and extending outward. As wavesattempt to wash over the float, the splash guards deflect the oil and water backward.4-5.3 Wind and Current Combinations. Wind and current acting on a boom from the samedirection tend to keep the boom upright. The freeboard and skirt flair in the same direction.Conversely, wind and current acting on the boom from opposite directions tend to roll the boomover because the freeboard and draft flare in opposite direction.4-5.4 Ice and Boom. Ice moved by current can drag anchoring systems, roll boom over, damagethe flotation cells and skirt or completely destroy the system. Boom intended for ice-laden watersrequires upgraded strength members. Most boom skirt and float materials are damaged by exposureto heavy ice for prolonged periods. When ice is anticipated, heavy and durable boom systemsshould be used.The SUPSALV boom has been subjected to ice conditions in Alaskan waters and performed well.The boom retained its shape and remained intact even though the mooring anchors were draggedas the ice moved. In some instances, the best procedure is to disconnect the boom and trail it fromone anchoring point until the moving ice has passed. Some commercial booms have been successfulin ice, but most existing booms show instability in ice.If ice movement is slowed by conventional boom, spreading oil is delayed in reaching sensitiveareas. Net boom positioned between the ice and containment boom can protect the boom fromdamage or fouling by ice. The ice acts as a barrier to oil, but becomes oiled and must be disposedof as part of the cleanup.4-25

S0300-A6-MAN-0604-6 BOOM DEMOBILIZATIONDemobilizing boom after the spill can be time consuming, tedious and difficult. All oil residuemust be removed before repacking the boom for transportation. Factors such as temperatures atthe cleaning site, duration of exposure to oil and oil viscosity determine cleaning efficiency.Boom cleaning usually takes longer than the cleaning of the other response equipment because ofthe large amount of surface area. Experience has shown that most of the operational damage toboom occurs during demobilization. Most of the damage is caused by rough, careless handling bytired people. Supervisory personnel must ensure that boom is handled with the same care andgiven the same protection during demobilization as during mobilization.4-6.1 Facility Support Equipment. Boom rollers, chafing gear, crane support, forklifts, portablelights, lined dumpsters and vacuum trucks are necessary support equipment for cleaning boom.Sufficient equipment must be available to support 24-hour cleaning operations. Giving materialand equipment supply and transportation companies as much lead time as possible eliminateswork stoppages. Twenty-four hour work schedules during large spill operations stretch the availabilityof lights, dumpsters, vacuum trucks and other equipment in the immediate area.If one cleaning station operates efficiently with two high-pressure hot water cleaners, at least onespare should be available to ensure continuous operation. One vacuum truck can usually supportmultiple cleaning pools, but a relief truck should be on scene well before the first truck is full.4-6.2 Boom Cleaning Procedures. Cleaning procedures are usually the same regardless of thetype of cleaning facility. General cleaning procedures are:• Towing the boom to the cleaning site. Boom is detached from the skimmers or mooringsystems and brought to a holding area near the cleaning facility.• Booming off the oil soaked boom. Oil continues to bleed off of the boom as long as itremains in the water. Containment and sorbent booms must be deployed around theboom to be cleaned to prevent further pollution.• Hauling the boom ashore. Cleaning sites are usually located near the same areas fromwhich boom and skimming equipment are deployed. These areas should be selectedwith ease of hauling equipment in and out of the water as a criteria.• Lifting the boom into the cleaning facility. Boom manufactured in short sectionsshould be broken into manageable lengths while it is in the water. Sections should beshort enough to fit into the cleaning pool, berm or pit. Cranes lift the boom section clearof the water and into the cleaning facility. Cranes reaching a few feet longer than theboom section facilitate the operation.• Presoaking with solvent, scrubbing and water cleaning the boom. Boom sections areflaked out in the pool for cleaning. Both sides are sprayed with a solvent, scrubbed andblasted with hot water and cleaner.4-26

S0300-A6-MAN-060• Final cleaning with hot water and solvent. The boom is attached to the crane and lifted.As the boom is lifted straight up, high-pressure water is applied to remove all cleaningresidue. When the boom is lifted clear of the pool floor, it should be clean enough torestow.• Cleaning the pool. The cleaning facility should be kept as oil-free as possible. Sprayingthe liner with solvent and hot water between cleaning boom sections keeps excess oil toa minimum. Before the next boom sections are put in, the pool should be emptied byvacuum trucks. Liquid pumped from the cleaning pool must be disposed of properlyand documentation must be prepared to satisfy, federal, state and local requirements.These procedures should be addressed in the cleaning plan as a part of any demobilization.• Restowing the boom. The crane moves the suspended boom sections away from thecleaning pool to a clean area where the boom is repalletized or restowed in containersfor shipment back to the storage area. Forklifts are helpful for moving the re-packagedboom sections to their shipping destination.4-6.2.1 Cleaning Equipment. High-pressure hot water generators are mandatory for removingoil. Cleaning heavy oil residues requires water and solvent mixtures heated above 120°F at pressuresof 2,000 to 3,000 psi. Many different types of solvents that are available cut oil efficiently.The ratio of solvent to water is usually very low.Before applying high-pressure water, cleaning solvent should be sprayed directly onto the boomand the boom scrubbed briskly with stiff brushes. The scrubbing process breaks the oil down formore efficient water cleaning.Solvent and high-pressure water remove most of the oily residue. However, there is no substitutefor manual scrubbing to remove oil—especially when tension or ballast chain is oily.4-6.2.2 Cleaning Safety Precautions. Many solvents are hazardous to personnel involved in thecleaning or can be destructive to the boom fabric. Some solvents may require respiratory equipmentas well as full suits of protective rubberized clothing, boots and gloves.OSHA requires Material Safety Data Sheets (MSDS) to be posted at the cleaning site. The hazardsand minimal protective requirements are listed on the MSDS. As cleaning boom requires personnelto work with hazardous substances, they must receive training on respiratory protection,MSDS information and safe cleaning techniques and procedures.Figure 4-17 is a sample MSDS sheet. Appendix F contains MSDSs with information on some ofthe more common fuels.4-27

S0300-A6-MAN-060Figure 4-17. Flinn Scientific Material Safety Data Sheet.4-28

S0300-A6-MAN-060CHAPTER 5OIL RECOVERY SYSTEMS5-1 INTRODUCTIONFollowing an oil spill, environmental damage is minimized by recovering and removing oilquickly, preferably before it reaches shore. Navy policy emphasizes recovery by skimmer systems.Navy salvors and spill responders have access to a variety of skimmers and recovery systems,including self-propelled skimmers, in the ESSM System or at NOSCDR facilities.Like every piece of equipment used in salvage, oil recovery systems have their limitations.Regardless of manufacturer’s claims, every system reaches a point of nonproductivity as weatherand sea state increase. There are no charts or formulae to indicate the sea state at which recoverybecomes unproductive. Because weather conditions are unpredictable and because oil becomesmore difficult to recover as it weathers and spreads and may come ashore as time passes, quickstarting,continuous recovery efforts are more likely to succeed. Slow starts caused by poor planning,lack of equipment or limited operations result in fouled shorelines and a lengthy cleanup.An excessively long cleanup may delay or prevent vessel salvage.COMNAVSEASYSCOM (SUPSALV) and COMNAVFACENGCOM planned and developedNavy skimmers, as they did the Navy boom described in Chapter 4. The COMNAVFACENG-COM-procured skimmers are placed at naval facilities throughout the world as the Navy’s firstline of defense in oil pollution abatement. SUPSALV skimmer systems are stored and maintainedat ESSM pools and bases in CONUS and Hawaii and may be staged at other ESSM bases whendeemed prudent. When required, NOSCs request ESSM augmentation directly from the SUP-SALV (Operations Branch). Appendix C describes procedures for requesting ESSM pollutioncontrol equipment and operators. NEESA AID Publication 7-021C contains NOSC and NOSCDRtelephone numbers.For major oil spills associated with a serious Navy accident, salvage forces and spill responderscan request assistance and equipment from the nearest USCG Marine Safety Office, USCGNational Strike Force, nearby NOSCDRs or local commercial spill cooperatives.As discussed in Chapter 4, spill response efforts must recover or otherwise remove persistent oilsbecause containment methods cannot protect sensitive environments indefinitely. Oil is recoveredprimarily to protect the environment and manmade structures, although recovered oil may haveeconomic value. Oil recovery should begin as soon as personnel and equipment can be madeavailable. If sufficient assets are available, oil recovery efforts can begin at the same time asaction to secure the spill source and contain spilled oil.This chapter discusses:• General mechanical recovery systems and their operating principles.5-1

S0300-A6-MAN-060• Specific recovery systems found in the Navy’s inventory.• Oil recovery equipment in the ESSM System.In situ burning, dispersing, bioremediation and other viable means of oil control and removal arediscussed in Chapter 6. NOSC contingency plans address alternative abatement methods and listthe primary skimmers available to salvors.5-2 OIL RECOVERY SYSTEMS AND PRINCIPLESRecovery devices vary widely in size and the principles employed to remove oil from the water.In general, oil recovery devices can be grouped in five basic groups:• Mechanical devices using oleophilic materials (belts, ropes, drums, disks or brushes).• Suction devices.• Induction devices (weirs and inclined planes).• Oleophilic materials (sorbents) placed on the water surface or oil-fouled shore andrecovered by manual or mechanical means.• Devices using other principles (nets, screw pumps, vortex skimmers, mechanical grabs,manual recovery).Recovery systems that remove oil from the water surface in an essentially continuous process arecalled skimmers. Skimmers may be built into self-propelled or towed vessels or configured asportable equipment to be operated from shore, pier or vessel of opportunity.Some skimmer systems have semirigid short boom sweeps attached to the side of the skimmercraft and supported by outriggers or kept taut by towboats and span wires. The boom directs theoil flow into the skimmer mouth or vessel side openings for pick up by belt, disc, bristles ordecanting recovery systems.Recovery rate is generally taken as the rate at which the oil-water mixture is recovered by thedevice or system, regardless of the relative oil and water proportions. Recovery efficiency is theratio of oil to water in the recovered oil-water mixture.Recovery efficiency depends on oil viscosity, water and air temperature, sea and wave conditions,the degree of oil weathering and operator skill. Many mechanical recovery systems do not operatewell through the entire range of environmental conditions. This is especially true of weir systemsoperating in heavy weather; too much mixing at the oil-water interface reduces recovery efficiency.The range of oil properties and sea conditions in which a skimmer operates effectively iscommonly called the skimmer’s recovery window.5-2

S0300-A6-MAN-060Recovery efficiency increases with oil layer depth for all recovery methods. The sooner oil recoverystarts after a spill, the less the oil has spread and the more efficient the recovery. Whereverpossible, oil should be contained or collected to thicken the oil layer and enhance recovery, aswell as to protect the environment.5-2.1 Oleophilic Devices. Oil is removed from the water by oleophilic devices when oil adheresto moving oleophilic belts, ropes, drums, disks or brushes. The oil is subsequently scraped, wrungor squeezed from the material for collection in a receptacle. The oil is diverted to a holding sumpuntil it is offloaded. Oil recovered with oleophilic materials can have a water content of less thantwo percent, but the water content depends upon many factors, including the operator and theenvironment.Cold can cause certain oils to adhere to the oleophilic material so strongly that they cannot bereadily scraped or squeezed into the reservoir. Under these conditions, steam lances and solventsenhance removal of the oil from ropes and belts.Dispersants reduce the efficiency of oleophilic materials. Oleophilic materials exposed to dispersantsshould be cleaned thoroughly before reuse.5-2.1.1 Belt Skimmers. Belt skimmers use an endless belt running continuously through the oillayer as shown in Figure 5-1. The belt may or may not be oleophilic. Belt systems may be permanentlyinstalled on either self-propelled vessels or on nonself-propelled units operated from a pieror vessel.Figure 5-1. Belt-Type Skimmer System.5-3

S0300-A6-MAN-060Unless very heavy with large pieces, floating debris does not usually hinder belt skimmers. Themoving belt will carry debris to the top of the plane and onto gratings installed above the oil sumpwhere it is removed easily. Wire mesh or netting placed before the belt prevents trash and debrisfrom entering the recovery mechanisms. Since the debris is usually oil-soaked, it should be kepton board for eventual disposal. This will require manual intervention and may require frequentremoval if there is little storage space on the skimming vessel.5-2.1.2 Rope Mops. Rope mops, shown in Figure 5-2, consist of an endless loop or loops of oleophilicmaterial that is continuously drawn across the water surface between a collection deviceand pulleys held by moorings. Collected oil is squeezed out of the oil into a reservoir by rollers inthe collection device. Rope length can be adjusted to suit the location. Rope mops usually passthrough debris with little fouling and can be used in very shallow water. The collection device canbe mounted on shore or on a vessel. Some systems are designed to be suspended above the sea bya crane with multiple mops hanging into the water from the collection device. Rope mops havehigh recovery efficiency and are relatively easy to deploy and maintain.Figure 5-2. Rope Mop-Type Skimmer System.5-2.1.3 Oleophilic Drum, Disk, Bristle and Brush Skimmers. The oleophilic property of thepolymer, aluminum or stainless steel components of drum, disk, bristle and brush skimmersattract oil in the same manner as the oleophilic materials in the belt or rope skimmers. Oil adheresto the oleophilic material as it rotates through the oil-water interface. The oil is removed from thesmooth disk or drum surfaces with scrapers and diverted to a sump.Likewise, rotating drums or belts with brushes or bristles attached attract oil as the oleophilicmaterial passes through it. The oil collects at the ends of the brushes and bristles where removal iseasy. Bar- or comb-type scrapers remove the oil before the oleophilic material enters the oil again.Figure 5-3 shows various oleophilic disk, drum and brush devices and how they operate. Becauseof the large vertical dimension of the disks, disk skimmers are relatively effective in waves. Theyare, however, easily clogged by debris. Disk skimmers do not work well with very viscous oil andare ineffective on mousse. Some disk skimmers incorporate intermeshing toothed disks toimprove performance in viscous oils. Efficiency and applicability of drum systems is generallysimilar to that of belt skimmers.5-4

S0300-A6-MAN-060Figure 5-3. Disc, Drum and Brush Recovery Systems.5-2.2 Suction Devices. Suction devices operate by drawing oil through a restricted openingdesigned to limit the quantity of water drawn in with the oil. The system consist of an inlet head, apump and a storage tank. The inlet head should be positioned so that oil can enter but water isexcluded, but this is not always possible because oil layer thickness varies and waves can swampthe head. To minimize wave effects, inlet heads are designed to float at the oil-water interface5-5

S0300-A6-MAN-060with minimum inertia. A number of specially designed inlet heads are available, such as theadjustable weir skimmer shown in Figure 5-4.Figure 5-4. Self-Adjusting Skimmer/Inlet.Oil and water can be separated at the interface because of the differences in viscosity and specificgravity between oil and water. Oil floats on water because of its lower specific gravity. Becauseof the difference in viscosity between oil and water, there is a natural shear in a flowing mixtureof the two liquids. The more viscous oil can be induced to flow at a faster rate over or under a barrieror weir, placed at the oil-water interface by forces created by pump suction. The weir height isadjusted to allow only oil to flow over the weir and into the pump. The pump also transfers the oilfrom the weir into holding tanks or bladders.Suction devices are manufactured in a wide variety of sizes, from small portable units to largesystems incorporated into vessels. Modified or unmodified suction dredges can skim oil by holdingthe drag head at the water surface.Suction-weir-type skimmers are easily clogged by debris. Small units do not function well withhigh-viscosity and emulsified oils. Suction skimmers generally have a high recovery rate but lowrecovery efficiency because they do not discriminate well between oil and water.5-2.3 Induction Devices. Induction systems are usually built into vessels. The vessel moves intothe oil slick so that oil flows into an enclosed area where the effects of waves and current arereduced. Oil is separated at the interface or from the water surface with the following generaltypes of systems:5-6

S0300-A6-MAN-060• Inclined plane• Multiple weir• Hydroclone5-2.3.1 Inclined Plane Skimmers. Inclined plane skimmers operate by forcing oil downwardwith an adjustable inclined plane under the skimmer well, where the oil rises into a sump and thewater is allowed to escape. The oil is drawn from the top of the sump for transfer to a holdingtank. The gravity separation of oil from water in the sump may be enhanced by flow across underflowweirs as shown in Figure 5-5. Flow across the weirs may be induced by a pump suction orvessel motion.Figure 5-5. Inclined Plane Skimmer.Flow down the inclined plane is created by the rotating movement of the belt and/or the forwardmotion of the vessel driving through the water. Because the belt drive direction is opposite of thevessel’s movement, relative motion between the belt and the oil is low and little turbulence is generatedas the liquids come into contact with the belt. Lack of turbulence reduces mixing of oil andwater. Most inclined plane belt speeds and angles are adjustable to change oil pickup rates to fitthe situation. The aspect of the belt as it moves through the water is the opposite of belt-drivenoleophilic systems discussed in Paragraph 5-2.1.1. Induction pumps can also create additionalflow down the inclined plane as the skimmer operates.There is usually an oil-water interface within the tank or sump. Most systems have electronicinterface and quantity indicators. As the interface level drops as the oil rises in the decanting tank,pumps transfer the oil to holding tanks. The transfer pumping induces a flow within the sump thatassists oil entry.5-2.3.2 Multiple Weir Systems. Weir systems are either underflow or overflow design. Overflowweir float systems operate on the shear principle discussed in Paragraph 5-2. Weir heightcan be fixed or adjustable. Adjustable weirs allow vertical movement that causes shearing at the5-7

S0300-A6-MAN-060optimum point of the oil-water interface. As the oil flows over the weir by gravity, it collects inthe weir holding tank until offloaded by pumps. In some systems, the oil cascades over a series ofweirs and into a holding sump. After the sump fills, the oil is pumped off. The water flows underthe weir and away from the skimmer. Figure 5-6 shows how the weir recovery systems operate.Figure 5-6. Weir Recovery System.Underflow weir float systems cause the same action as the inclined plane on surface oil. Theyforce oil below the float toward a collection sump. The floating weir is attached to a skimmingvessel that maneuvers through the oil. Forward motion forces oil down the float’s face to an opentank or sump similar to the inclined plane system. The oil floats to the top of the tank because ofits lower specific gravity. When enough oil collects, it is pumped off. Because the floating weir isstationary, the relative velocity between the float face and oil is greater than with a moving beltinclined plane system. This higher velocity may cause turbulence and emulsification, reducingrecovery efficiency.5-2.3.3 Hydroclone Skimmers. The hydroclone systems separates oil and water with centrifugalforce in much the same manner as a centrifugal fuel purifier. The skimmer is held next to a supportvessel as shown in Figure 5-7. As the vessel moves through the oil slick, oil and water areforced into a chamber where they rotate at high speed. The denser water is forced outward whereit escapes through an opening at the bottom of the chamber. Oil, lighter than water, moves to thecenter of the vortex where it is drawn off by a pump. The stability of the vortex is affected to someextent by waves. Efficiency decreases as oil density approaches that of water.5-2.4 Sorbents. Sorbents are oleophilic materials used to recover oil and oil-like liquids throughabsorption, adsorption or both. In absorption, oil is distributed throughout the body of the material;in adsorption oil is distributed over the surface of the material. ASTM standards F716 andF726 define sorbent types based on the form in which the sorbent is manufactured. The sorbenttypes are listed in Table 5-1; the various forms are shown in Figure 5-8.Oil sorbents range from sawdust to expensive sorbent mats. Three different kinds of materials areused as sorbents:5-8

S0300-A6-MAN-060Figure 5-7. Hydrocyclone.• Inorganic materials, such as vermiculite or volcanic ash.• Synthetics, such as polypropylene fiber.• Natural organic materials such as peat, cotton, pine bark, etc.Sorbent performance is defined as the ratio of the weight of oil picked up to the weight of the sorbent.Table 5-2 describes some of the available sorbents.Use of sorbents is generally manpower-intensive—sorbents are generally distributed by hand.The sorbent is left in contact with the oil long enough to become saturated with oil before it is collected—again,usually by hand. Belt skimmers will recover floating sorbent as debris which mustbe manually removed. Towed nets can collect large quantities of oil-soaked sorbent which canthen be removed from the water by hand or mechanical grab. Sorbents that sink must be left longenough to collect oil, but not long enough to sink. Like skimmers, the recovery rate of sorbentsdiminishes as the oil layer thins. Oil should be contained to thicken the oil layer and increaserecovery rate.5-9

S0300-A6-MAN-060Table 5-1. Oil Sorbent Types.Absorbent types:Type I (loose)Type II (roll, sheet, pad, pillow,web)Type III (booms)Unconsolidated particulate material without sufficient form or strength to behandled as a single unit. May be blended with absorbents for specific applications.Material has form and strength sufficient to be lifted and handled when saturatedwithout tearing.Absorbent material in a form whose length substantially exceeds other dimensions.Booms are provided with connector units so they may be coupled withother booms.Absorbent types:Type I (roll, sheet, blanket, pad,web)Type II (loose)Material with length and width much greater than thickness and strength to belifted and handled either saturated or unsaturated.Unconsolidated particulate material without sufficient form or strength to behandled as a single unit.Type III (enclosed)Type IIIa (pillow)Type IIIb (boom)Type IV (agglomeration unit)Absorbent material with an outer fabric or netting that is permeable to oil butwith sufficiently small openings that the sorbent materials is substantially contained.Absorbent material contained as Type IIIa in form with length substantiallygreater than other dimensions, and with strength member running parallel tolength. Booms are provided with end connections for coupling end to end.An assemblage of strands, open netting or other physical forms with an openstructure that minimally impedes intrusion into itself of high viscosity oils. Oilsare held within the structure so the oil can be handled as a unit.Sorbents are excellent devices to remove the sheen from the water during the final stages ofcleanup. Sorbent booms, used in conjunction with sorbent pads and other sorbent materials arevery effective in keeping sheen from small inlets etc. Sorbent pads are also excellent for cleaningboats, skimmers and other oil-contaminated equipment.After recovery, sorbents must be stored and possibly transported for eventual disposal in a landfillor by incineration or for separation of oil and sorbent for re-use. Arrangements for storage andtransportation should be made as soon as recovery begins or before. Complete separation of oiland sorbent is technically difficult and generally not a good option. If the sorbent is to be re-usedimmediately, incomplete separation by wringing or squeezing may be acceptable.In most operations, oil is recovered primarily by skimmers or other recovery vessels, with sorbentsused as an alternative or complement to skimming. Sorbents are especially useful in confinedareas or shallow water where skimmers may not be able to operate and to recover smallquantities of oil. In calm water, sorbents can be deployed as a barrier to protect sensitive areas.It will be necessary to replenish the sorbent as it becomes oil-logged to prevent oil from breachingthe barrier. Sorbents can also be applied to contained oil within booms or other barriers; one5-10

S0300-A6-MAN-060Figure 5-8. Sorbent Material Characteristics.effective method is to deploy containment and sorbent boom together. Sorbents applied to containedoil can suppress waves and help prevent oil from splashing over booms.5-2.5 Other Recovery Methods. Other recovery methods and devices include vacuum systems,nets, mechanical grabs, manual recovery, vortex skimmers and screw pumps.5-2.5.1 Vacuum Systems. Vacuum tank trucks like those used to collect industrial, agriculturalor sewage sludges can pickup oil effectively when significant quantities of oil can be reachedfrom piers or shorelines that the trucks can drive along. Vacuum trucks or systems can bemounted on boats or barges to access oil further from shore.Most vacuum systems can draw oil through hoses directly from the water into the tanks. Vacuumsystems are subject to the same restrictions as discussed for suction devices in Paragraph 5-2.2and can be clogged by debris. Large amounts of water will be picked up along with the oil, espe-5-11

S0300-A6-MAN-060cially in choppy water, because the suction hose does not always remain in oil, but primary oilwaterseparation can take place in the tank, with water drained from the bottom of the tank periodically.Table 5-2. Sorbent Performance.SorbentMaximum Oil Absorbing CapacityHigh Viscosity Oil(3,000 cSt at 25°C)Low Viscosity Oil(5 cSt at 25°C)Buoyancy AfterProlonged Contact withOil on WaterInorganic:Vermiculite 4 3 SinksVolcanic Ash 20 6 FloatsGlass Wool 4 3 FloatsSynthetic:Polyurethane Foam 70 60 FloatsUrea Formaldehyde Foam 60 50 FloatsPolyethylene Fiber 35 30 FloatsPolypropylene Fiber 20 7 FloatsPolystyrene Powder 20 20 FloatsNatural:Corn Cob 6 5 SinksPeanut Husks 5 2 SinksRedwood Fiber 12 6 SinksWheat Straw 6 2 SinksPeat Moss 4 7 SinksWood Cellulose Fiber 18 10 SinksSpecialized inlet heads are required for thin oil layers. These devices can recover oil in water asshallow as three inches or from the bottom of storage tanks. They operate on the fixed-weir principleand have quick connection points for standard 3- and 5-inch vacuum hoses.5-2.5.2 Nets. Nets can be used to collect nearly solid emulsions, tar balls and oil-soaked debris orsorbents. Seine-like nets are towed by two vessels or set across currents. Trawl-like nets can betowed by a single vessel. Fine-mesh fishing nets can be used, but purpose-built oil collection netsare available. Nets are well suited for containing loose particulate or matted sorbent such as straw,cotton, peat, vermiculite or synthetics. The oil is absorbed while the water passes through the nets.Some materials lose their buoyancy after soaking in oil and must be removed from the nets withoutdelay. Because water can pass through nets, current drag is lower than booms and they can bemoored across currents that might carry booms away. If current or towing speed is too great, however,oil and collected sorbents may be forced through the net.5-12

S0300-A6-MAN-060Grabs, clam shell buckets, power shovels, drag lines or back hoes can remove viscous or weatheredoil, oily debris or oil-saturated sorbents pooled or collected near shorelines and piers.Oil that has washed ashore and contaminated the shoreline is nearly impossible to remove withthe skimmer systems unless it is very plentiful in deep pools or layers. Once ashore, oil usually isremoved by personnel operating mechanized or manual equipment. Heavily soaked beaches canbe cleaned by removing the oil-soaked sand with front-end loaders, graders, dump trucks andbulldozers. Grabs and backhoes are excellent tools for picking up oil-covered rocks that are tooheavy to be moved by hand. Shoreline cleanup is addressed in greater detail in Chapter 7.5-2.5.4 Vortex Skimmers. Vortex skimmers draw oil and water over a weir into a separationchamber by creating a vortex with a rotating paddle. Some water separates from the oil as itpasses over the weir. Additional water is separated from the oil by centrifugal force and gravity asthe water is forced to the outside of the separation chamber, while the oil rises and moves to thecenter of the chamber to be drawn into a storage tank. Vortex skimmers work best in calm waterswhere wave action is minimal. Figure 5-9 shows a typical vortex skimmer system.5-2.5.5 Screw Pumps. Screw pump skimmers like those shown in Figure 5-10 are used primarilyto recover viscous oils. The adjustable float keeps the weir inlet at the oil-water interface.Screw pumps tolerate debris but are quite sensitive to wave action.5-3 OIL RECOVERY OPERATIONSFigure 5-9. Vortex Skimmer.The choice of recovery devices and methods depends on oil characteristics, spill size and location,weather, sea conditions, shoreline geography and, above all, availability. Skimmer performancevaries widely with oil viscosity. Most skimmers have a range of viscosities for which they aremost effective. General skimmer applicability is shown below:5-13

S0300-A6-MAN-060Figure 5-10. Screw Pump.• Light oils - Weir, suction, inclined plane, hydroclone, vortex.• Medium oils - Rope mop, oleophilic types, inclined plane, vortex.• Heavy oils - Oleophilic belt, rope mop, weir.Induction types are not effective for recovering small slicks spread over a wide area.In general, even the most rugged recovery equipment is not effective in waves greater than sixfeet, winds greater than 20 knots or currents greater than one knot. Average wind and current conditionsin many U.S. ports approach these limits.5-3.1 Spill Containment. As mentioned previously, recovery devices are more efficient inthicker oil layers. Booms and other barriers can collect or guide oil into smaller areas to increaselayer thickness or to guide oil directly into recovery systems.5-3.2 Storage of Recovered Oil. Oil recovery systems can remain in operation only so long asthere is someplace to store the recovered oil for eventual disposal or recycling. Oil can be storedin tank barges, oil storage bladders, small tankers, shore facilities or portable tanks on barges orashore. Storage vessels should be sited near skimmer operating areas to minimize lost skimming5-14

S0300-A6-MAN-060time. Most skimmers have only a limited storage capacity. To avoid frequent trips by skimmers tothe storage vessel, oil storage bladders (dracones) can be towed by the skimming vessel. Workboatscan shuttle empty bladders to skimmers and full bladders to central storage or dischargepoints. Alternatively, small coastal tankers can accompany skimming vessels to receive skimmedoil.It is often difficult to find adequate barge or lightering vessels at remote locations. TransportableESSM oil storage bladders are a method of augmenting barges and tank storage ashore. In longterm,large-scale operations, it may be necessary to dispose of some of the recovered oil whilerecovery operations are still ongoing, to free storage space, rather than dealing with disposal afterrecovery and cleanup operations are finished.5-3.3 Oil-Water Separation. Because skimmers recover a sometimes-emulsified oil-water mixture,it is desirable to remove water from the recovered mixture to conserve storage space.5-3.4 Skimming and Sweeping. Spilled oil can be recovered by skimmers operating inside containmentbarriers. For effective recovery of oil spread over a wide area, recovery systems consistingof boom and skimmer combinations or specialized large recovery vessels concentrate andrecover oil from broad areas.5-3.4.1 Single-Vessel Sweep System. A single-vessel sweep system consists of a vesselequipped with special booms or sweep arms extended from one or both sides of the vessel by rigidarms or bridles. Oil encountered by the vessel is concentrated by the extended sweep arms andrecovered by skimmers built into the vessel hull or sweep arms or operated from the vessel deck.5-3.4.2 Two-Vessel Sweep System. Two-vessel sweep systems consist of a length of boom,a boom-towing vessel and a skimming vessel. The vessels operate in one of the two configurationsshown in Figure 5-11. Recovered oil is stored aboard the skimming vessel, a towed bladderor an accompanying vessel.Figure 5-11. Two-Vessel Sweep System.5-15

S0300-A6-MAN-0605-3.4.3 Three-Vessel Sweep System. Three-vessel sweep systems consist of one or two lengthsof boom, two boom-towing vessels and one skimming vessel deployed in one of the configurationsshown in Figure 5-12:Figure 5-12. Three-Vessel Sweep Systems.5-16

S0300-A6-MAN-060• The boom is towed in a V-configuration with a skimmer or skimming vessel at theapex. Collected oil is pumped into another vessel or towed barge or bladder.• A specially designed boom is towed in a U-configuration. Oil collected at the apex ofthe boom is drawn through integral manifolds in the boom and pumped into a receivingvessel.• Two vessels tow a boom in a U-configuration. Oil concentrates at the apex and eventuallyescapes to be recovered by a following single-vessel sweep system. The system ismost effective if the boom is constructed with opening to permit controlled escape ofthe oil through a narrow aperture.5-4 NAVY OIL RECOVERY SYSTEMSNavy oil recovery systems are basically commercial or modified commercial skimming systems.A variety of skimmers are maintained in the SUPSALV and NOSCDR inventories.SUPSALV Class V and VB oil recovery skimmers are transportable and responsive to spillsthroughout an extremely wide environmental range. The Class V and VB skimmers are operatedand maintained by contractors as part of the ESSM System.NAVFAC skimmers are the primary oil recovery skimmer systems operated and maintained byNOSCDRs. They are either large, self-propelled oleophilic-belt-configured skimmers or small,nonself-propelled weir and belt units. NAVFAC dynamic inclined plane (DIP) skimmers andsmall weir skimmers are intended for harbor spills but are suitable in some open sea situations.Salvors can request skimmer support directly from SUPSALV or from the NOSC in whose areathe salvage-related spill has occurred. The NOSC contingency plan lists non-Navy skimmerassets that are available if the NOSC is involved in the operation.5-4.1 SUPSALV Class V and Class VB Skimmers. The SUPSALV Class V and VB skimmersare the most utilized, effective and durable vessels ever built for oil recovery. SUPSALV procuredthe first order of these commercially produced skimmers in the mid-1970s. The basic hullwas modified to SUPSALV specifications for operational improvement and rapid movement inresponse to remote oil spills. The modified Class V skimmer is designated Class VB.Class V and VB skimmers are used most effectively as part of a three-vessel V-boom skimmingsystem. Boom-towing boats, oil storage bladders and oil boom are deployed with the skimmers.There are only enough boom-towing boats in the ESSM system to support half of the Class Vskimmers, so boats must be obtained from other sources if more than half the ESSM skimmers aremobilized.The hull of the Class VB has been modularized so the sides may be removed for transportation.Removal of the sides reduces the hull width from 12 to 8 feet. The narrower width eliminates theneed for wide-load permits when trucking the skimmers and facilitates loading the vessels in aircraft.Ancillary equipment is carried in racks with each Class VB (modular) hull.5-17

S0300-A6-MAN-060The operating principles, procedures and capabilities of both classes of skimmer is the same. TheClass V oil recovery system can operate in conditions up to sea state three or four and recover oilat rates up to 300 gallons per minute. At this recovery rate, the skimmer sump will be filled in afew minutes. Without a towed bladder or other oil receiving vessel, skimming operations willhave to cease until the oil can be offloaded. The skimmer may be maneuvered independently witha hydraulically powered 360-degree rotatable thruster or towed with one or two ESSM Systemboom-handling boats. The skimmer is built for high-speed towing to reach distant skimming areasquickly. The pilothouse contains communications equipment. The vessel can be operated by asfew as two people, but more are required when the skimmer operates in the boom and bladderconfiguration.These skimmers recover oil by inducing oil onto a rotating sponge-like filter belt that picks the oilup and transfers it to a sump. The filter belt is composed of reticulated polyurethane foam withlarge cells. Like the general belt designed recovery systems discussed in Paragraph 5-2.1.1, thismaterial is oleophilic and hydrophobic. That means oil is attracted to the belt material and water isrepelled. The oil remains on the belt and water passes through it. The belt can work with or withoutthe polyurethane foam depending on the oil’s viscosity. The foam belt is for light and mediumviscosity oils. The foam is removed and the filter backing used for skimming high-viscosity oils.As the belt moves through the oil-water interface, the oil adheres to it and moves to the top of thebelt where it is scraped off—squeezed off the foam belt—into a sump.Hydraulically powered transfer and offloading pumps and hoses are required for continuousrecovery because the onboard storage capacity of the skimmers is only 32 or 43 barrels, dependingon the class of skimmer. Pumping recovered oil into barges or bladders accompanying theskimmer permits continuous operation.In a free-skimming mode, the sweep width is increased from 3 feet to 12 feet by deploying aluminumsweep arms on both sides of the bow. Sweep coverage may be improved significantly byattaching containment boom to the skimmer and towing the boom and skimmer as a single unitthrough the oil. Connecting hardware for skimmer and boom configurations always is deployedwith the boom and skimmer equipment. Figure 5-13 illustrates the modular characteristics of theClass VB skimmer. Figure 5-14 shows the skimmer belt operating specifications of the Class Vand VB skimmers. Figure 5-15 shows the V-boom skimming configuration.5-4.2 SUPSALV Vessel-of-Opportunity Skimming Systems. Vessels with good tank capacityor deck space for portable tanks, but without installed skimming systems, can be outfitted withvessel-of-opportunity skimming systems (VOSS). The ESSM-stored VOSS system is a floating,vertically adjustable weir-type recovery system. Oil flow over the weir is enhanced by a screwpump that moves the oil from the weir sump to a storage tank. Debris passes through the pumpeasily after passing through a cutting blade.The Class XI oil recovery system is another ESSM vessel of opportunity skimmer system. The oilrecovering apparatus is the same as the Class V and VB skimmers. The oleophilic pickup filterbelt, induction pump and offload pump make up the portable oil skimmer. The unit is attached tothe side of the ship and operated by hydraulic fluid from an accompanying portable hydraulicpump. The system is handled by a portable crane or other suitable lifting system. The operating5-18

S0300-A6-MAN-060Figure 5-13. Class V and VB Oil Recovery Skimmers.5-19

S0300-A6-MAN-060Figure 5-14. SUPSALV Mooring System/Oil Boom Recovery System.Figure 5-15. Boom Configuration Showing Span Lines.5-20

S0300-A6-MAN-060parameters and pickup rate are the same as those of the self-propelled Class V skimmers. TheClass XI may be attached to either side of the vessel of opportunity. Containment boom isattached to the skimmer to direct oil toward the filter belt induction pump, as shown in Figure5-16.Figure 5-16. ESSM Class XI VOSS OIL Recovery Systems.5-4.3 NAVFAC Skimmers. Four different COMNAVFACENGCOM skimmer models havebeen provided to the NOSCDRs. The NEESA Activity Information Directory (AID) lists theskimmer systems held by each NOSCDR. NAVFAC skimmers are categorized as:• Small - Two small types are in inventory—a floating weir and a floating belt moptype.The floating weir operated skimmers were issued to Navy activities before 1986,primarily for sheltered harbors alongside piers. After 1986, 30 belt mop-operated skimmerswere issued.5-21

S0300-A6-MAN-060• Medium - The Dynamic Inclined Plane (DIP) 2001 system is being replaced by thesmall belt mop skimmer. The medium skimmer is intended for sheltered harbors alongsideor away from piers.• Large - DIP 3001 is a self-propelled vessel with a rotating belt system for large openharbors.5-4.3.1 NAVFAC Small Skimmer. NAVFAC small skimmers originally procured for theNOSCDRs are being replaced with more advanced skimmers. Before Fiscal Year 1986, the skimmerprocured was a small floating oil and water separator weir model for small harbor spills,shown in Figure 5-17. A diesel-driven pump, connecting hose and 300-gallon storage bag assembledpierside allowed oil transfer from the floating oil and water separator to the storage bag. Thistwo-man-operated system is most effective when used for small spills alongside a pier. Highwaves significantly reduce the effectiveness of this system.Figure 5-17. NAVFAC Small Skimmers.The small skimmer system delivered to the NOSCDRs after FY 1986 is a rotating belt mop deviceintended to be more effective than the older model. The rope mop is made from oleophilicpolypropolene fibers that attract oil as the rope passes through the oil-water interface. The oilpasses through a set of wringer rollers and then into a storage tank. A transfer pump maintains aconstant suction on the storage tank to transfer the recovered oil into a 300-gallon holding bag onthe pier. This holding bag can be emptied into other larger storage tanks or into vacuum trucks bythe same transfer pump.5-22

S0300-A6-MAN-060Although effective, this replacement system has not proven to be a complete answer to smallspills. A NEESA study is underway to identify a new self-propelled, belt-operated skimmer vesselfor small spills. This skimmer will be procured by NEESA for NOSCDRs.5-4.3.2 NAVFAC Medium Skimmer. The Dynamic Inclined Plane (DIP) 2001 medium skimmeris no longer procured for NOSCDR use. The new small skimmer system discussed in the previousparagraph is intended to replace the medium skimmer. NOSCDRs will continue to use theDIP 2001 medium skimmers until they are no longer in inventory. The new skimmers procured byNEESA will eventually replace the medium skimmers.The DIP 2001 is a self-contained portable system that is moved by truck to the spill site.A DIP 2001, air compressor, skimmer-handling boom, 400-gallon storage tank and 200 feet ofcontainment boom are included in this system. The system is designed to move surface oil downthe underside of the inclined plane to an open area beneath the skimmer. Like the other DIP-operatedskimmers, the oil rises and fills the tank above the open area. The skimmer is moved in theoil manually with a control wand. The 22-foot-long wand also contains hose for pumping recoveredoil from the skimmer to the 400-gallon tank on the pier. A control box held on the pier orshore operates the skimmer systems and controls the belt speed.DIP 2001 systems are intended for small to medium spills occurring in harbors and other stillwater areas. The skimmer remains stationary and the oil is brought to the rotating inclined planewith an artificial or natural force. The apex of the skimmer and boom configuration is locateddownwind or downcurrent. The surface oil should flow into the skimmer mouth. Oil movementcan be enhanced with water and air jets, prop wash, pusher boats or firefighting monitors. Universalboom fittings allow boom to be added if the spill is larger than the area covered by the initial200 feet of boom.5-4.3.3 NAVFAC Large Skimmer. The DIP 3001 shown in Figure 5-18 is intended for mediumand large spills in open harbors. The operating principle for this skimmer is the same as the DIP2001. However, the DIP 3001 has a wider belt and, thus, a higher recovery rate. The DIP 3001 isa self-contained, 26-foot vessel, manned by a crew of two and capable of operating in three-footwaves. Open water operations are possible in good weather. The skimmer has two oil containmentsweeps that funnel oil toward the dynamic inclined plane. Water enhancement jets push oilinto the recovery plane. A debris rake in front of the inclined plane keeps out large pieces ofdebris. Smaller debris that ends up in the oil collection well is removed by a hydraulically operatedbasket system.Containment boom attached to the skimmer’s bow and towed by two vessels increases the sweepwidth and recovery rate. With the sweep boom attached, the skimmer-boom-towboat makeup ismaneuvered slowly through the oil spill by using a combination of boat and skimmer propulsion.Skillful manipulation of boats and skimmer keep oil flowing into the inclined plane mechanism.The DIP 3001 can recover up to 60 gallons per minute operating at one to two knots. Water percentagein the recovered oil is usually less than one percent. The on board storage capacity is1,500 gallons. Continuous recovery and offloading is possible if a bladder or barge is brought tothe skimmer.5-23

S0300-A6-MAN-060Figure 5-18. NAVFAC Large Skimmer.5-4.4 Other Navy Oil Recovery Equipment. Basic skimming systems should be augmented toimprove the recovery rate. Descriptions of available SUPSALV ancillary oil recovery equipmentcan be found in the U.S. Navy ESSM Catalog, NAVSEA 0995-LP-017-3010 and in the ActivityInformation Directory (AID) NEESA Publication 7-021C. Skimmers are not always the criticalpiece of operating equipment during recovery operations.Hydraulic submersible, positive-displacement and axial flow pumps are available in the ESSMSystem. The pumps can transfer oil directly from tanks to barges or lightering ships or can beplaced in the spilled oil to recover oil. The DOP-250 pump can pump the heaviest crude in coldweather at very high rates. Figure 5-19 shows the pump’s performance curves.5-24

S0300-A6-MAN-060Figure 5-19. DOP-250 Flow Rates.Other ESSM System oil recovery support equipment includes:• Large fenders for barge and ship lightering operations.• Command vans that provide office space, galley equipment and personnel shelter.• Rigging vans that contain expendable materials like line, wire rope, shackles, spareparts and tools for rigging the skimmers, boom and support equipment.• Workshop vans that contain power tools, a 30KW generator, spare parts and handtools.• Tyvek suits, gloves, boots, hand cleaners, solvents and other consumables carried in theinventory of the various vans.NAVFAC support equipment listed in the AID publication includes waste oil rafts (donuts),ship’s waste offload barge (SWOB) and workboat platforms. These items are not intended fordeployment to remote places as readily as the ESSM support equipment. They are primarily forservice in harbors that homeport fleet units.Open and closed-bottom waste oil rafts (donuts), shown in Figure 5-20, are suitable for temporarystorage of oil received from skimmers. The closed-bottom donut is preferred because theopen donut can spill oil if oil is pumped into it too fast or when towed too fast. There is little5-25

S0300-A6-MAN-060Figure 5-20. Waste Oil Rafts (Donuts).chance of oil spillage from a closed-bottom donut. Both donuts are effective for decanting oilwatermixtures.SWOBs are intended to collect ship-generated oily wastes but are excellent receivers for skimmer-recoveredoil. The barges can handle more oil at a much higher flow rate than donuts can.These nonself-propelled barges can be towed to the skimmer or rigged astern of the skimmer. Theonboard pumping systems are for offloading product only. Portable vacuum pump systems can bedeployed to offload skimmers or to suck up oil directly.5-5 COMMERCIAL SYSTEMSWhen the local Navy On-scene Coordinator assists salvors in combating an oil spill, significantadditional oil containment and recovery resources become available. Through the DOD memberof the Regional Response Team, the NOSC has access to commercial cooperatives through existingcontracts or memorandums of understanding. If there is a specific requirement for equipmentnot held by U.S. Navy NOSCDRs assisting in the spill, the NOSC can request that equipmentfrom other members of the RRT. Inventories of available commercial assets are not readily availableto salvors but are an integral part of shoreside and Fleet NOSC/NOSCDR contingency plans.Commercial assets from various sources include state-of-the-art oil skimmers, support equipmentand highly qualified personnel. Some commercial skimmers are much larger than Navy skimmersand have multiple skimming capabilities. Their size, up to 150 feet long, permits operations inhigher sea states in the open ocean. Many cooperatives have been formed in the port cities of theU.S. and in foreign countries. Requesting their assistance is prudent when large amounts of skimmingequipment is needed early in a spill response to prevent oil from fouling the shore.5-26

S0300-A6-MAN-060CHAPTER 6DISPERSANTS AND OTHER CHEMICALS6-1 INTRODUCTIONNavy policy advocates the mechanical recovery of spilled oil over the use of dispersants or otherchemicals. Because oil spill response chemicals may be environmentally damaging and do notremove oil from the environment, their use is strictly controlled or forbidden by regulatory agencies,particularly in the United States.Although mechanical recovery is usually preferable, chemical application is sometimes the bestresponse option and is deployed by the spiller or host government. Pollution control plans, therefore,may require immediate availability of dispersants during salvage and emergency POL offloadingoperations.Several types of chemicals can lessen or alter the environmental impact of spilled oil:• Dispersants that disperse slicks into small droplets of oil in the water column.• Surface collecting agents that enhance mechanical recovery.• Biological additives that encourage biodegradation.• Burning agents that facilitate in situ burning.• Sinking agents that cause oil to settle to the seafloor.The Navy does not stockpile nor recommend initial response with dispersants or other chemicals,however, salvage officers should recognize situations that favor chemical application over otherresponse options. Although not responsible for deploying chemicals, Navy salvors should haveenough technical knowledge to coordinate salvage activities and mechanical spill response measureswith the application of dispersants or other chemicals.6-2 DISPERSANTSThe first large application of dispersants was in response to the spill from the oil tanker TORREYCANYON, following her grounding and the release of 14,000 tons of crude oil off the coast ofCornwall, England in 1967. Approximately 10,000 tons of dispersant were applied during thisresponse. These early dispersants were essentially degreasers made for tank and bilge cleaningand consisted of extremely toxic surfactants and solvents. While effective in removing visual evidenceof spilled oil, these first-generation dispersants were harmful to organisms in shallow waterand along the shoreline. In many cases, the dispersants were more harmful than the spilled oil.6-1

S0300-A6-MAN-060As a result of the TORREY CANYON experience, dispersants are applied very conservatively tocombat oil spills, especially in the United States.Second-generation dispersants, also containing hydrocarbon solvents, were less toxic but also lesseffective. Third-generation dispersants consist mostly of surfactants formulated with relativelylittle alcohol or glycol solvent. The dispersants are supplied in concentrated form that is dilutedwith seawater as they are applied. Third-generation dispersants are less toxic to marine life thanearlier dispersants.The following terms are necessary to understanding dispersants:• Surfactant. Surface-acting agent, sometimes called a detergent. Contains moleculeswith both water-compatible and oil-compatible portions.• Hydrophilic. The water-compatible portion of a surfactant molecule.• Hydrophobic (also called lipophilic). The oil-compatible portion of a surfactant molecule.• Interfacial Tension. Surface tension existing at the oil-water interface. Surfactantsreduce interfacial tension.• Micelles. Micelles are ordered aggregates of surfactant molecules. Critical MicelleConcentration (CMC) occurs when so many surfactant molecules are added that theyno longer accumulate only at the oil-water interface.6.2.1 Dispersant Composition. Dispersants consist of surfactants dissolved in a solvent. Whendispersants are applied to an oil slick, the surfactant reduces the surface tension of the oil to breakup the oil into droplets. The solvent helps the surfactant to penetrate the oil. The oil droplets aredispersed throughout the water column, where natural degradation takes place. Dispersants do notmake oil go away; they only change it from a slick on the surface to tiny droplets suspendedthroughout the water column. Dispersal helps prevent emulsification and enhances oxidation, biodegradationand dissolution.Dispersants are classed as water-based, hydrocarbon-solvent-based or concentrate. Water-baseddispersants can be applied by eduction into a water stream. Hydrocarbon-based dispersants areformulated to enhance mixing and penetration of the surfactant into viscous oils. Concentrateddispersants disperse a higher volume of oil per volume of dispersant than conventional dispersantsand are suited for discharge from aircraft, where weight is an important factor.6.2.2 Surfactants. Surfactants have two roles: first, to penetrate the oil slick and break it intodroplets and second, to shield individual oil droplets to prevent emulsification and immediate coalescenceinto another oil slick.Surfactants become aligned to the oil-water interface when dispersants are applied to an oil slick.The hydrophilic portions of the surfactant molecules are attracted toward water and lipophilic6-2

S0300-A6-MAN-060portions of the molecules are attracted toward oil, forming a layer of micelles on the oil surface.Figure 6-1 illustrates this mechanism.Figure 6-1. Mechanism of Chemical Dispersion.Dispersants reduce the interfacial tension between oil and water, weakening the cohesiveness ofthe oil slick, so that external energy, such as wave action, breaks up the oil slick into droplets.Once oil is in droplets, it disperses naturally throughout the water column. The layer of micellescovering the oil droplets, with hydrophilic portions outward, helps prevent the oil droplets fromcoalescing into another slick.Surfactants have varying degrees of hydrophilic and lipophilic behavior, depending upon theirchemistry. The range of hydrophilic-lipophilic balance (HLB) is measured on a scale of 1 to 20,with 1 being most lipophilic and 20 being most hydrophilic. A surfactant having an HLB of 1 to 4is very lipophilic and does not mix with water. A surfactant having an HLB of 17 to 20 is veryhydrophilic and mixes readily with water. Surfactants in oil spill dispersants are hydrophilic, withHLB numbers ranging from 8 to 18 and are formulated to stabilize oil-in-water emulsions.6.2.3 Considerations for Employing Dispersants. Dispersants are effective only under properconditions. Substantial portions of very light oils, such as Diesel Fuel, Marine (DFM), evaporate6-3

S0300-A6-MAN-060within a few hours, so there is little need to apply dispersants to light oils except to prevent a fireor fume hazard. Lubricating oils are usually difficult to disperse chemically because of their additives.The type of oil, weathering, method of application and environment all influence dispersantperformance.6.2.3.1 Viscosity. Oils with a viscosity of less than 2,000 centistokes (cSt) react well with chemicaldispersants. Dispersants are less effective for oils with viscosities in the 2,000 to 5,000 cStrange. Dispersants are ineffective for oils having a viscosity greater than 5,000 cSt. Oils at temperaturesbelow their pour point become very viscous and are difficult to disperse. Table 6-1 listssome crude oils that are not amenable to treatment by dispersants in temperate waters because ofhigh viscosity or pour point.Because viscosity increases as oil cools, dispersants effective in warm weather may be ineffectiveon the same oil in a cold environment. Oil viscosity also increases with weathering. A dispersanteffective shortly after a spill may be much less effective later.6.2.3.2 Field Testing. Dispersants and oils are chemically complex. Selected dispersants shouldbe tested on the spilled oil to prove the effectiveness of the dispersant and the method of applicationbefore large applications are attempted. Testing should take place early in the response toallow large scale application before the oil weathers significantly.6.2.3.3 Method of Application. Application must be timely and deliver the dispersant in theproper droplet sizes and amounts. Proper application requires great attention to detail. Dispersantsmay be applied from aircraft or vessels during periods of good visibility.6.2.3.4 Prevailing Weather. After dispersants are applied, mixing energy is required to completethe chemical reactions that must take place. Wave action generated by winds of Beaufort Force 3or higher is usually sufficient.6.2.3.5 Environmental Considerations. Both long-term and short-term environmental impactsmust be taken into account in determining if dispersants are appropriate.Dispersants are recognized as an effective measure to prevent oil from stranding on an environmentallysensitive shoreline. However, the dispersed oil may do more long-term damage than notapplying dispersants and allowing the oil to drift ashore.The sensitivity of the local environment where dispersants may be applied must be considered.While such consideration is on a case basis, some generalities are helpful in these evaluations.• Dispersed oil has the same effects on marine life as nondispersed oil. If oil is dispersedchemically in shallow water, some oil settles on the bottom where it affects marine lifeadversely. Oil that settles into bottom sediment takes much longer to biodegrade thanoil in the water column. Consequently, it impacts benthic organisms for a longer time.Dispersed oil may penetrate beach sand and gravel deeper than nondispersed oil.6-4

S0300-A6-MAN-060• When used to protect a shoreline, dispersants should be applied while the slick is stillwell out to sea to allow time for the dispersant to take effect and to dissipate and to givemaximum time for natural weathering. This is especially true for certain environmentallysensitive areas, such as coastal wetlands, shellfish beds and animal breeding areas.Dispersants and dispersed oil may be toxic to certain fish and other organisms andaffect breeding adversely, particularly if dispersed oil remains in the water column fora longtime. The environmental gains of increased weathering of the oil may be offsetby the toxicity of the oil and dispersants made available to the organisms in the watercolumn.• Dispersants are most effective in regions where dispersed oil becomes highly dilutedand is subject to regular flushing activity. Dispersants should not be employed whereprevailing winds, currents or shoreline topography will concentrate the dispersed oil.Dispersants are more appropriate for application in deeper water and long distancesfrom shore.In essence, use of dispersants is a tradeoff. In some instances, damage to an aquatic environmentis accepted to prevent damage to a shoreline. In others, short-term catastrophic impact is tradedfor less traumatic, but longer term effects.6.2.3.6 Wind and Currents. Prevailing wind has a great effect on untreated oil, while prevailingcurrents have a greater effect on dispersed oil. With knowledge of wind and currents, rough predictionsmay be made about where either treated or untreated oil can be expected to impact.6.2.4 Dispersant Application. Subpart J of the National Contingency Plan (40 CFR 300.900),Use of Dispersants and Other Chemicals, sets forth procedures to authorize dispersants.6.2.4.1 Authorization for Dispersant Use. Dispersants may be applied in certain waters of theUnited States only when authorized by the Federal On-Scene Coordinator (FOSC). The FOSCmust have concurrence from Environmental Protection Agency (EPA) and the Regional ResponseTeam (RRT) representative from the states having jurisdiction over affected waters before grantingpermission for dispersant application. In addition, the Department of Commerce or Departmentof Interior is to be consulted when resources are involved for which those agencies haveresponsibility.Dispersants authorized by the FOSC must be listed on EPA’s NCP Product Schedule. The productschedule contains a list of dispersants, surface collecting agents, biological additives and miscellaneousoil control agents that are approved by the EPA. The schedule is maintained by theEPA Emergency Response Division and is revised periodically.The FOSC may authorize dispersants, including those not on the EPA Product List, without concurrencefrom other jurisdictions when, in the judgement of the FOSC, the dispersants are necessaryto prevent or substantially reduce hazard to human life.6.2.4.2 Preapproval. Because of the lengthy approval process, authorization for dispersants isoften gained by preapproval with the RRT as the decision-making forum. The object of such6-5

S0300-A6-MAN-060arrangements is twofold—first, to identify environmentally sensitive areas where dispersant use isappropriate and second, to determine appropriate conditions for dispersant application. By thiscontingency planning, an RRT, in response to an actual spill, makes a timely recommendation tothe FOSC about dispersants, so that the dispersants will have a high probability of being effective.Without preapproval, the time spent by the RRT discussing dispersants may extend beyond thetime that dispersants can be effective.There are several models that can assist in deciding whether dispersants are an applicableresponse tool. Two primary models are the EPA Computerized Spill Response Decision Tree(Figure 3-1) and the American Petroleum Institute Oil Spill Control Decision Diagram (Figure3-2).Other models usually consider specific activities, such as offshore drilling or oil terminal operationsand areas to be protected. They also provide information about effectiveness of various spillresponse options.6.2.5 Field Application of Dispersants. Dispersants may be applied by hand, from vessels orfrom aircraft. Time, cost and environmental considerations dictate the choice of method.In general, dispersants must be applied shortly after an oil spill. If the spill is miles at sea, aircraftare often the most effective response vehicle. Vessels may be utilized to apply dispersants to spillsclose to shore.The costs of using dispersants include transportation to deployment site, labor, training anddeployment of the application system and demobilization of the system. Although dispersantapplication by boats is less expensive, it is also less effective than by aircraft, particularly if thespill covers a large area or if the dispersant must be applied quickly to protect an environmentallysensitive area.Prevailing weather may either dictate the method of application or prohibit dispersants. Smallboats are ineffective in rough weather. Spotters in aircraft require good visibility to see spilled oil.6.2.5.1 Theory of Application. A sufficient volume of dispersant in properly sized droplets mustbe applied. Ideal droplet diameter is 300 to 1,000 microns. Smaller droplets turn to mist and driftwith the wind. Larger droplets tend to pass through an oil slick without dispersing it. Nozzlediameter and air shear generated by aircraft are the major influences on droplet size. Other factorsinfluencing droplet size include dispersant viscosity, system flow rate and operating pressure.A proper dispersant spray system takes these factors into account.6.2.5.2 Application Rates. First- and second-generation hydrocarbon-solvent-based dispersantsare applied undiluted at a ratio between 1:1 and 1:3—one part dispersant to one to three parts oil.Third-generation dispersants are highly concentrated and may be applied undiluted or mixed with6-6

S0300-A6-MAN-060seawater. Typical dose rates for concentrated dispersants range from 1:5 to 1:30—one part dispersantto 5 to 30 parts oil.Table 6-1. Crude Oils with High Viscosities or Pour Points.Crude Name Loading Port CountryGravity°APIViscositycSt 100°F37.8°CPour Point°C °FAmna Ras Lanuf Libya 36.1 13 18 65Arjuna SBM, Java Sea Indonesia, W. Java 37.7 3 27 80Bahia Salvador Brazil 35.2 17 38 100Bass Strait Australia 46.0 2 15 60Boscan Bajo Grande Venezuela 10.3 >20,000 15 60Bu Attifel Zueitina Libya 40.6 - 39 102Bunyu Bunyu Indonesia, E. Kalimantan 32.2 3 17.5 63Cabinda SPMB-Landana Angola 32.9 20 27 80Cinta SBM, Java Sea Indonesia, W. Java, Sumatra 32.0 - 43 110Gamba SPMB-Gamba Gabon 31.8 38 23 73Gippsland Mix Western Port Bay Australia 44.4 2 15 60Handil SBM, Handil Indonesia, E. Kalimantan 33.0 4.2 29 85Jatibarang SBM, Balongan Indonesia, W. Java 28.9 - 43 110Jobo/Morichal (Monagas) Puerto Ordaz Venezuela 12.2 3,780 -1 30Minas Dumai Indonesia, Sumatra 35.2 - 32 90Panuco Tampico Mexico 12.8 4,700 2 35Pilon Carpito Venezuela 13.8 1,900 -4 25Rio Zulia Santa Maria Columbia 40.8 4 27 80San Joachim Puerto La Cruz Venezuela 41.5 2 24 75Shengli Qingdao P.R. China 24.2 - 21 70Taching Darien P.R. China 33.0 138 35 95Tia Juana Pesada Puerto Miranda Venezuela 13.2 >10,000 -1 30Zaire SBM Zaire 34.0 20 27 80Zeta North Puerto La Cruz Venezuela 35.0 3 21 706.2.5.3 Application Ashore. Dispersants are applied along shorelines by individuals equippedwith backpack units with self-contained pumps and applicators or from vehicles fitted with tanks,pumps and spray arms, hose lines or monitors.Dispersants are most effective for cleaning remaining oil after the shoreline has been cleaned byother means. Dispersants should be applied about an hour ahead of an incoming tide, to allowpenetration of the remaining oil before it is mixed with seawater. Dispersed oil must not be6-7

S0300-A6-MAN-060allowed to filter into the soil and create environmental damage. To prevent environmental damage,some authorities have special standards for dispersant application along shorelines.6.2.5.4 Application from Vessels. Usually, vessels of opportunity are fitted with a self-containedspray unit to apply dispersants. These units consist of a pump with prime mover, dispersant tanksand spray booms fitted with piping and nozzles. Some ports and terminals may have dedicatedspill response vessels with installed dispersant application systems.The most effective shipboard units are mounted at the bow where the high freeboard permits thelongest extension of the spray booms and the widest encounter width of dispersant. Application ofdispersant before the oil slick is displaced by the bow wave enables bow wave energy to aid inmixing dispersant with the oil. Otherwise, the bow wave tends to move oil away from the ship,reducing the effectiveness of the dispersant. Bow systems allow the ship to operate at higherspeeds than with systems rigged elsewhere. While ships can carry large quantities of dispersant,some may be limited, primarily by deck area. An unlimited supply of saltwater makes vesselsideal for applying dispersants that must be diluted during application.Spotter planes may assist ships in locating the areas where application of dispersants is mostdesirable and in determining the effectiveness of the applied dispersant.6.2.5.5 Application from Aircraft. Helicopters, small fixed-wing airplanes and large transportaircraft have applied dispersants. Aircraft are best suited for spraying dispersant concentratebecause they need not be pre-mixed with water and depend only upon wave energy for mixing.With a speed advantage over ships, aircraft are often the best means to apply dispersant to large orwidely separated slicks or slicks some distance offshore. Spotter aircraft can supportdispersantapplicationaircraft by directing them to areas where the dispersant can be most effective.To apply dispersants effectively, aircraft should be able to operate at low altitude, at speeds of 50to 150 knots and have good maneuverability and large payload capacity.Aircraft equipped for spraying agricultural chemicals (crop dusting) or equipped for forest firefightingwater/fire-retardant chemical spray support are usually suitable for applying dispersants.In general, dispersant spray systems have greater application rates and generate larger dispersantdrop sizes, so agricultural chemical spray systems must be modified before spraying dispersants.Aircraft support facilities are required for resupply of dispersant, refueling, crew changes andminor maintenance. Because payloads are weight-limited, aircraft normally make several flightsto apply dispersants.Dispersants have a strong degreasing action that may contaminate lubricants, such as those inhelicopter tail rotor assemblies and may damage exposed rubber parts. Aircraft applying dispersantsrequire special maintenance.6-8

S0300-A6-MAN-0606.3 SURFACE COLLECTING AGENTSSurface collecting agents absorb, congeal, trap, fix or make the mass of oil more rigid or viscous,which enhances mechanical removal. Surface collecting agents are applied to the surface or alongthe periphery of an oil slick. Surface collecting agents include elastomers, gelling agents andherding agents.6.3.1 Elastomers. Elastomers are the most promising surface collecting agent. An elastomer—usually a powder formulated from a nontoxic polymer (polyisobutylene)—gives a visco-elasticproperty to spilled oil and makes the oil somewhat adhesive to oil spill recovery equipment.Tests show that elastomers are effective on a wide range of oils. Effectiveness is increased bymixing and high temperatures. Under good mixing conditions, oils exhibit some degree of elasticitywithin 15 minutes of application, with maximum elasticity being achieved after one hour.Weathering increases the elasticity of treated oil, thus adding to the productivity of elastomers.6.3.2 Gelling Agents. Gelling agents cause oil to become solid or semisolid. While gellingagents may control a spill, gelled oil is difficult to handle with conventional response equipment.The large amount of gelling agent required—up to 40 percent of the volume of spilled oil—makesgelling agents impractical for most spills.6.3.3 Herding Agents. Herding agents stop oil from spreading by pushing oil films together.They function best on small spills in absolutely calm water and, therefore, have little overallutility.6.3.4 Approval. Procedures for gaining permission to apply surface collecting agents are thesame as those for dispersants. Approved surface collecting agents are included in the EPANational Contingency Plan Product Schedule.6.4 BIOLOGICAL ADDITIVESBiological additives are microbiological cultures, enzymes or nutrient additives, deliberatelyintroduced into an oil spill for the specific purpose of encouraging biodegradation to mitigate theeffects of the spill. Because natural biodegradation is a slow process, degradation of oil by biologicalmeans—or bioremediation—has not been a primary means of removing oil from contaminatedsites. Only recently has bioremediation received significant attention as a responsemechanism.Biological additives were applied effectively in response to the oil spills from EXXON VALDEZin Alaska in 1989 and from MEGA BORG in the Gulf of Mexico in 1990. In Alaska, bioremediationcleaned oil from several miles of contaminated beaches. In the MEGA BORG spill, biologicaladditives were applied to the light Angolan crude oil at sea.6.4.1 Biodegradation. Biodegradation of oil is the process of biological oxidation, similar to thatutilized in municipal sewage treatment plants. There are over 200 natural micro-organisms—bacteria, yeast and fungi—that are able to metabolize hydrocarbons. The organisms require oxy-6-9

S0300-A6-MAN-060gen and proper proportions of carbon, nitrogen and phosphorus. Because oil has compounds containingcarbon, oil is consumed when encountered by the organisms. The products of thebiodegradation process are a stable biomass, water and carbon dioxide. Natural biodegradation ofspilled oil is a slow process. Colonization of bacteria typically takes from one to two weeks andthen biodegradation of the oil can take up to two to six months or more.6.4.2 Enhanced Biodegradation. The biodegradation process is enhanced by adding a nutrientcontaining the proper proportions of nitrogen and phosphorus to the oil slick. A compound containingcarbon may also be added to “jump start” the bacterial process. Laboratory tests show thebiodegradation process can be made up to four times more efficient by the application of nutrientssimilar to agriculture fertilizers.The nutrient must not be soluble in water and must be oleophilic, so that it is available to the oil atthe oil-water interface. A nutrient typically may consist of oleic acid for introduction of carbon, aphosphoric ester for phosphorus and a compound containing nitrogen. Nutrients sometimes aremade as micro-emulsions to aid retention at the oil-water interface.6.4.3 Application. Biological additives are applied at a rate of about one part nutrient to 10 partsoil. Bioremediation is particularly appropriate in remote areas where support of personnel andequipment is difficult, because the process is self-sustaining and requires only periodic monitoring.Biodegradation is effective in cold climates, although microbial action is slowed as temperaturedecreases. Biodegradation makes a slow, but significant contribution to the removal of oilfrom marine environments. As bioremediation cannot remove a spill in a short time, it is of useprincipally as a supplement to mechanical removal.6.4.4 Approval. Procedures for gaining permission to use biological agents for response to an oilspill are the same as the procedures for dispersants. Approved biological additives are included inthe EPA National Contingency Plan Product Schedule.6.5 BURNING AGENTSBurning agents are additives that physically or chemically improve the combustibility of thematerials to which they are applied. Most burning agents function as wicking agents—that is, theyenhance movement of oil to an igniter or source of combustion to sustain burning. Wicking agentssuch as polyurethane foam also insulate oil from cold seawater to enhance combustion. Otherburning agents increase the surface area of oil, add catalysts, oxidizers and low-boiling volatilecomponents and absorb and entrap oil.6.5.1 Burning Operations. Free oil in a slick less than about 0.12 inches thick does not sustaincombustion because of cooling from seawater. Thicker oil slicks usually support combustion untilonly a thin layer that is too cold to burn remains. Combustion is greatest where oil is the thickest.As oil warms, it flows outward, reducing slick thickness so combustion is sustained only towardthe center of the slick. The inward flow of air caused by rising heat slows the outward flow.A greater portion of oil burns when it is contained by boom, ice, etc.6-10

S0300-A6-MAN-060Light, volatile oils burn more readily than heavy oils. Ignition and sustained combustion is difficultto achieve in weathered oil because light components have evaporated. Some refined oils sustaincombustion on the water surface only when aided by a burning agent. Oil slicks do not burncompletely; residue must be removed mechanically. Removal by burning is a tradeoff betweenremoving oil pollution from the water and releasing combustion products into the atmosphere.Research by the U.S. Department of Commerce indicates that the combustion products are nomore hazardous than the gases released by evaporating oil. Despite this evidence, the smoke andvisible air pollution are objectionable to most communities. Open in situ burning of oil and oilydebris is therefore used most often in remote areas.Oil contained in cargo or bunker tanks of a ship supports combustion much more readily than freeoil. A rule of thumb is that at least ten percent of the area over the oil in a cargo or bunker tankmust be open to the atmosphere for sustained combustion. It is difficult to burn oil completelyfrom deep cargo tanks that are not open to the sea. As oil is consumed, the oil level and consequentlythe combustion zone, falls within the tank. As the burning oil surface falls deeper into theenclosed tank, it becomes more difficult for air to reach the fire. The fire becomes very smoky andmay go out altogether. The sides of the tank must be opened to admit air if the burning is to continue,a difficult and dangerous proposition on a hot and fire-weakened structure. In tanks open tothe sea on stranded vessels, the oil level falls only slightly as oil is burned off because water flowsinto the tank to compensate for the reduced weight of oil.6.5.2 Approval. The National Contingency Plan requires burning agents to be approved by theFOSC, with concurrence from RRT representatives from the EPA and states with jurisdictionover the navigable waters threatened by the oil. Consultation is also required with the Departmentsof Commerce and Interior when natural resources for which they have trustee responsibilityare threatened. Approval for burning agents is given on a case basis, with no pre-approval. TheEPA does not include burning agents on the National Contingency Plan Product Schedule.6.6 SINKING AGENTSA sinking agent is an additive applied to oil discharges to sink floating pollutants below the watersurface. Sinking agents are made from the dust of dense materials with a high absorption capacity.Cement, coal dust, chalk and clay are such materials. When the dust is spread on an oil slick, itbonds to oil and settles to the bottom in small globules.Sinking agents neither remove oil from the water nor change the form of oil to enhance its degradationby natural means. The application of sinking agents merely substitutes one form of environmentalimpact for another. For instance, an offshore seabed can be sacrificed to protectshorelines, adjacent areas of seabed or water areas that are deemed more sensitive for environmentalor commercial reasons. Sinking agents do biological harm by suffocating bottom dwelling(benthic) organisms on the seabed. Once oil is moved to the seabed by a sinking agent, there is arisk that some oil may return to the surface. Sinking agents should be applied in the water deepenough that the bottom is unaffected by wave surge, which tends to resurface the oil. Becausesinking agents merely move oil to the bottom, where it is least vulnerable to natural degradationand may do grave harm to the environment, regulatory authorities seldom permit sinking agentsfor oil spill response.6-11

S0300-A6-MAN-060The National Contingency Plan (NCP) states that sinking agents shall not be authorized for applicationto oil discharges, thus sinking agents shall not be used for any oil spill response on waterswhere the NCP is applicable.6-12

S0300-A6-MAN-060CHAPTER 7SHORELINE CLEANUP7-1 INTRODUCTIONIt is easier and less costly to retrieve floating oil with boom and skimmers than it is to clean up oilthat has fouled a shoreline. The Navy’s strategy for spill response recognizes the benefits of skimmingfree oil and, building around the self-propelled Class V skimmer, SUPSALV has assembledone of the most effective oil spill response systems in the nation. However, no matter how wellprepareda response organization, some oil will probably impact the shoreline, forcing cleanup bymethods other than skimmers and booms.This chapter discusses strategies and methods that have been proven effective in cleaning oiledshorelines. Good management is important to successful shoreline cleanup operations. Shorelinecleanup is manpower-intensive and, therefore, very expensive. Diligence is necessary to preventwell-meaning response personnel from causing inadvertent environmental harm. Spill responsemanagers must recognize and address safety aspects of shoreline cleanup of an oiled environment.Recovered oil and contaminated debris must be disposed of properly. A particular challenge to themanagement of shoreline cleanup is developing positive performance from the constant interactionamong persons representing groups with diverse interests and objectives.Salvage officers may face a shoreline cleanup as a result of salvage-related work or in response toa Navy oil spill. In either case, they must be prepared to implement oil-removal procedures thatare safe, technically correct, environmentally sound and effective.7-2 SHORELINE SURVEYA survey that defines the nature and extent of shoreline oiling must be conducted as soon as possibleso that proper cleanup measures may be implemented quickly. The most effective surveyssight and photograph the oil areas from aircraft. Telephone or radio reports from individuals atvantage points along the coast are also helpful in defining the extent of the oiled shoreline.The type of oil and its viscosity, pour point and other physical characteristics should be identified.Knowledge of the source of spilled oil will aid in identification. A sample of the oil should betaken and preserved for chemical analysis and possible matching to the origin of the spill.7-3 CLEANING STRATEGYFormulation of a shoreline cleaning strategy—an integral part of the response operation—shouldfollow the initial survey. Cleaning strategy may be: no cleaning, removal of all contamination or aposition between the two extremes.7-1

S0300-A6-MAN-060While agreement to respond initially to gross contamination is easy, agreement on a specific strategyand on how far to proceed is harder. The larger agreement depends upon factors such as economicimpact as well as environmental sensitivity. Resolution often derives from trying toanswer, “How clean is clean enough?”7-3.1 No Cleaning. No cleaning is sometimes a proper response. Response personnel and equipmentmay damage some environments, particularly wetlands, so severely that an attempt toremove oil by mechanical means is inappropriate. The decision to not clean should be made withadvise from the Scientific Support Coordinator (SSC), EPA Environmental Response Team(ERT) or similarly qualified personnel.The decision to clean a contaminated area or to leave it alone should be made after consideringthe:• Impact of oil on the environment.• Persistence of the oil.• Impact of oil on economic value of the contaminated area.• Natural processes, such as surf, that may enhance cleaning.• Likelihood of oil recontaminating the area.• Likelihood of oil refloating and contaminating other areas.• Environmental or economic impact of cleanup operations.• Probability of successful cleanup.Federal, state and local regulations may influence the nature and scope of the cleaning response.7-3.2 Cleaning Sequence. Shoreline cleaning is usually separated into primary and final cleaningphases.7-3.2.1 Primary (Gross) Cleaning. Removal of gross contamination includes removing floatingoil and responding only to heavily contaminated areas. Moderately contaminated or stained areasare left alone. Heavily contaminated areas to be considered for immediate cleaning include seaweed,saturated sand beaches, etc., that contain enough oil that some is refloated and spread bywaves and tides.7-3.2.2 Final Cleaning. Removal of moderate contamination usually follows removal of grosscontamination. Sand beaches with oil in sediment, under rocks, etc., are typical moderately contaminatedareas. A moderately contaminated beach, while not fit for recreation, is not a significantsource of oil pollution. Oil must be removed from a moderately contaminated shoreline to restorethe utility and ecological systems of the shoreline.7-2

S0300-A6-MAN-060Sometimes termed rock polishing, stain removal is the final step taken to eliminate all visual evidenceof oil contamination. There is considerable controversy within the scientific community asto whether rock polishing causes more harm than good. The potential harm or benefit of rock polishingvaries depending on the ecosystems involved. Policy concerning rock polishing will be setby the FOSC or Remedial Program Manager on advice from the NOAA Scientific Support Coordinatoror EPA Environmental Response Team.7-4 CLEANING ORGANIZATIONCleaning is a part of oil spill response and the cleaning organization is a part of the oil spillresponse organization. Navy personnel or contractors engaged in cleaning usually are formed intoa two-tier organization. One tier of the organization consists of the Navy-On Scene Coordinator(NOSC) and the staff. The other tier consists of people directly engaged in field operations.The NOSC and staff personnel are located near the scene at a command post with transportationand communications facilities. Staff personnel are concerned with planning, funding, securingresponse equipment, logistics, personnel support, safety, collection of data, media response andthe proper flow of information. Field operations personnel are engaged directly in the removal ofoil from the shoreline.7-5 CLEANING METHODSAfter a cleaning strategy has been adopted, cleaning methods are implemented.7-5.1 No Cleaning. No cleaning does not mean no action. No cleaning in one area may requirecleaning or other response in another area. For example, if an oiled marsh or grassy area is leftalone, oil must migrate freely from the contaminated area and not be trapped within the environmentallysensitive area. The objective is for oil to pass through and be collected where people canwork without trampling and damaging sensitive wetlands.Properly placed diversion booms sometimes permit this tactic. Contingency plans should indicatewhere booms must be placed to prevent oil from entering an environmentally sensitive area andhow to divert oil to an area where it can be controlled.7-5.2 Floating (Free) Oil. Heavily contaminated shore areas should be boomed or otherwiseisolated so that oil running off or refloated by tide or surf does not impact adjacent clean shorelineor recontaminate cleaned areas. Boomed oil can be recovered and transferred to holding tanks asexplained in Chapter 5.7-5.3 Shoreline Cleanup Methods. There are numerous methods for collecting stranded oil andcleaning shoreline features. The different methods are not equally effective on all types of shoreline.Some are quite destructive to certain types of environment and therefore not applicable in7-3

S0300-A6-MAN-060those environments. Table 7-1 describes oil behavior on some basic shore types. Table 7-2 showsapplicability of various cleanup methods to different shore types.Table 7-1. Behavior of Oil on Some Common Types of Shoreline.Type Size Range CommentsRocks, boulders and artificialstructuresCobbles, pebbles andshingles>250 mm Oil is often carried past rocky outcrops and cliffs by reflected waves but maybe thrown up onto the splash zone where it may accumulate on rough orporous surfaces. In tidal regions, oil collects in rock pools and may coat rocksthroughout the tidal range. This oil is usually rapidly removed by wave actionbut is more persistent in sheltered waters.

S0300-A6-MAN-060tally sensitive areas, but may be an appropriate cleanup option for heavily oiled recreational orcommercial beaches.Table 7-2. Application of Techniques to Different Shoreline Types.Primary CleanupFinal CleanupPumping/SkimmingMechanicalRecoveryManualRecoveryCommentsNaturalRecoveryLow-PressureFlushingHigh-PressureWashing/SandblastingDispersantsNaturalOrganicSorbentsNaturalRecoveryCommentsRocks,bouldersand artificialstructuresV N/A V +Poor accessmay preventpumping/skimming.Exposed/remote shorelinesbest leftto naturalrecovery.N/A V + + VAvoid excessiveabrasion ofrocks/artificialstructures.Cleanup ofboulders difficultand oftengives poorresults.Cobbles,pebbles andshinglesV X V +Exposed/remote shorelinesbest leftto naturalrecovery.V X + + +If load-bearingcharactergood, considerpushing oiledmaterial to surfzone toenhance naturalrecovery.Sand V + V +Heavy equipmentonly applicableon firmbeaches.V X V N/A +Solid oil can berecoveredusing generalbeach cleaningmachines.Enhance naturalrecovery byplowing/harrowing.Mud flats,marshesand mangroves+ X + VOperationspreferably carriedout on thewater fromsmall, shallowdraftvessels.+ X X + VOperationsshould preferablybe carriedout on thewater fromsmall, shallowdraftvessels.V = Recommended+ = Possibly UsefulX = Not RecommendedN/A = Not Applicable7-5.3.3 Specialized Collection Equipment. Specialized devices for picking up stranded oil havebeen developed. Three main principals are utilized:• Adhesion - oil is picked up on a roller surface.• Scraping - an oiled surface layer of beach is removed with a blade.• Scooping - an elevating belt lifts the oil from the beach or shallow water.These devices are effective on smooth, sandy beaches. Oil is separated from the collected materialby sieving (tar balls/sand) or by gravity (oil/water).7-5.3.4 Manual Removal of Oil and Oily Debris. As a cleanup technique, manual collection ofoily debris can be employed on almost any type of shoreline, but is particularly applicable to environmentallysensitive or inaccessible areas. Oiled debris and sorbents are collected with rakes,7-5

S0300-A6-MAN-060shovels and similar handtools into suitable containers for transportation by vehicle or by hand.Human workers are more selective and less destructive than heavy machinery, but much less productive(about two cubic yards per person per day). Recovery of manual-cleaned areas is typicallymore rapid than that of areas cleaned by other methods because of the lower degree of physicaldisturbance.7-5.3.5 Washing in the Surf Zone. Lightly contaminated boulders, cobbles, pebbles and gravelcan be cleaned by pushing them into the surf where wave action and abrasion will remove anddissipate the oil. Material pushed into the sea will be returned to the beach eventually by wave andtidal movements, but beach profile may be altered. This method is especially effective during orimmediately prior to seasons of heavy storms and surf are likely.7-5.3.6 Beach Cleaners. Beach cleaning machines are specially designed for cleaning recreationalbeaches of litter and solid debris. Most operate by removing the top layer of sand and separatingthe litter from the sand by sieving. They are suitable for the collection of solid oil (tarballsand lumps) or oil-soaked debris and sorbents. Beach cleaners typically operate at speeds of two tosix miles per hour, corresponding to coverage of 5,000 to 15,000 square yards per hour.7-5.3.7 Low-Pressure Flushing. Liquid oils can be floated from practically any type of beachwith a high water table by flooding. Water is applied at low pressure to avoid eroding the soil,forcing the oil into the beach or damaging plants and animals. Flushing should begin at the highestcontaminated point and proceed to the water’s edge. The displaced oil can contaminate otherareas, so it should be contained or channeled to collection sumps and recovered. If operations canbe conducted so that soil substrata are not disturbed, low-pressure flushing is a good means ofcleaning environmentally sensitive shorelines.7-5.3.8 Aeration. Oil on lightly contaminated beaches without recreational value or on recreationalbeaches that are not in use, can be left to degrade naturally. If the beach is not environmentallysensitive, the rate of natural degradation can be increased by aeration. Agricultural harrowsare used to evenly mix the contaminated top layer of soil with clean substrata. The mixing shouldbe repeated from time to time. This method is applicable only on beaches that can support agriculturalmachinery.7-5.3.9 Sorbents. Sorbents are effective means to recover thin layers of oil on beach soil, rocksor water. They are also used to protect shorelines from incoming oil or to collect oil dislodged bywashing. Sorbents and their use are discussed in Paragraph 5-2.4.Sorbents are spread and collected manually or by special application equipment. Loose sorbentscan be worked into an oiled beach by harrows or plows and collected by agricultural rakes orbeach cleaners.7-5.3.10 High-Pressure Hot Water Washing. High-pressure hot water can remove weatheredor congealed oil from hard surfaces. Typical equipment supplies water at 1,200 to 2,200 psi and140 to 200°F. Use of seawater is not recommended, so a plentiful supply of fresh water isrequired. Some equipment also delivers steam at 300° and 300 psi, but steam cleaning is usuallyless effective than hot water washing. High-pressure washing should be employed only on rock,7-6

S0300-A6-MAN-060stone and artificial structures, such as concrete or steel piers. Washing should begin at the top ofthe surface to be cleaned and proceed towards the bottom. Berms, trenches or boom should beused to concentrate the resulting oil and water mixture for collection and to prevent it from contaminatingclean areas. Misdirected high-pressure or high-temperature water jets can cause severeinjury, so personnel must be trained in their operation and equipped with protective clothing.High-pressure water blasting and steam cleaning destroy most marine life in addition to removingoil contamination from rocks and boulders, creating an environmental trade-off. This phenomenonwas reaffirmed during studies conducted following the EXXON VALDEZ spill. As a consequence,these methods should be utilized only when recommended by the scientific supportcoordinator or similarly qualified person.7-5.3.11 Sand or Grit Blasting. Grit blasting can clean hard, smooth surfaces, such as rock orconcrete, by removing stains and moderate contamination. This method is appropriate where allevidence of oil contamination must be removed. The blasting grit will be become oil-contaminatedand should be collected for disposal. Collection of blasting grit on a rocky shore or pebblebeach is very difficult. Grit blasting poses some occupational hazards, including the risk of silicosisand can damage structures, so operators must be trained and equipped with proper protectivegear. Like high-pressure water washing, grit blasting will destroy marine life on the surfaces cleanand should be utilized only when recommended by the scientific support coordinator or similarlyqualified authority.7-5.4 Removal of Contamination. The type of shoreline determines cleanup methods. In general,shorelines are classified as large rocks and boulders, cobbles and pebbles, sand and mud.• Large rock and boulder surfaces can be cleaned by hand or by water or steam wash.Rocks and boulders that have cracks and crevices that hold oil and must be cleaned byvacuum hoses or by hand with buckets. Wave action removes some oil, particularlyduring storms when wave action is most severe. In protected areas, wave action has nosignificant effect.• A sand and pebble beach is the most difficult to clean. Cracks and crevices betweenstones provide a path for oil that is difficult to penetrate with cleaning equipment. Passageon beaches is difficult for tracked vehicles and heavy equipment. A rising tide liftslow-viscosity oils to the surface and cleanses surface stones, but buried oil remains forsome time.• All other conditions being equal, coarse sand beaches are typically steeper thanbeaches of fine sand. Water moves through and drains coarse sand quickly, leaving itdry much of the time. Oil penetrates dry sand more readily than wet sand. Waterretained on wet fine sand beaches keeps oil at the surface so that the oil runs off withthe tide. Storms drive oil into sand so oil contaminates sand beaches more deeply infoul weather. Figure 7-1 illustrates the behavior of oil on sand beaches.Fine sand supports heavy machinery better than coarse sand, but heavy vehicles increase thedepth of contamination in sand by driving the oil into the substrata. Therefore, the benefits of7-7

S0300-A6-MAN-060Figure 7-1. Oil Behavior on Beach Surfaces.vehicles and heavy equipment should be weighed against the increased contamination of shorelinematerial.The best method of gross cleaning of sand is to skim the surface layers from the beach forremoval to a proper disposal site.• Mud shorelines are easily damaged by crossing personnel or vehicles. Allowing oil todrain across or through a muddy shore is preferable to attempting cleanup.Personnel working from shallow draft boats at high water can cut and remove vegetation to helpoil flow across the shoreline. Low-pressure water flow from hoses can flush oil from wetlands.7-5.5 Cleaning of Moderate Contamination. Cleaning of moderate contamination is the mostdifficult and time-consuming work of an oil spill response. It is labor-intensive and, dependingupon the local environment, can be dangerous for personnel. To be effective, cleaning methodsfor removal of moderate oil contamination must be well thought out.7-5.5.1 Rocks and Boulders and Artificial Structures. High-pressure water and steam removemoderate oil contamination from rocks and boulders. Oil flowing from contaminated objects mustbe collected quickly so additional areas do not become contaminated. Strategically placed containmentbooms or sorbents can collect runoff from final cleaning.Local climate and weather determine the best measures for cleaning moderate contaminationfrom rocks and boulders. In hot climates, oil bakes onto rocks and boulders, requiring high waterpressures and temperatures for removal. Hot water and steam are also necessary for cleaning inArctic or very cold regions because oil becomes very viscous or solidifies at low temperature.Viscosity and weathering influence removal. Because of their resistance to flow, high-viscosityand weathered oils are more difficult to remove than low-viscosity oils.Sandblasting can clean rocks and boulders by removing stains and moderate contamination. Thismethod is appropriate where all evidence of oil contamination must be removed.7-8

S0300-A6-MAN-0607-5.5.2 Cobbles, Pebbles and Shingles. High-pressure water can flush oil towards open waterfor collection by booms or sorbents. However, some oil remains beneath the top layers of stones.This remaining oil, difficult to remove, leaches out for long periods.The wind and waves of winter storms clean stone beaches. Protected stone beaches are not subjectto this natural cleaning action.Heavy machinery can move beach material to expose oil and facilitate cleaning. Material must behandled so clean areas are not recontaminated by new material being overturned. Properly done,this is a rapid means of cleaning. Moving beach material to a shoreline where storms clean thecontaminated material is a much slower but sometimes effective measure.7-5.5.3 Sand Beaches. Hand labor or heavy machinery, such as front-end loaders, may cleanmoderate oil contamination from sand beaches.Removing moderate contamination by hand is slow, but sometimes most efficient. People removeless material from the beach than machines do and less beach material must be replaced at the endof the cleanup.7-5.5.4 Mud. Natural recovery is recommended over mechanical removal on muddy shorelinessuch as tidal flats and wetlands. Muddy areas not only pose often insurmountable problems formachinery, but mechanical cleaning may create new channels that increase erosion and retard naturalrecovery of plants and animals.7-6 CARE OF BIRDS AND MAMMALSThe principal goal of bird and mammal cleaning is to remove oil from these animals, restore themto proper health and return them to their natural environment. The care of oiled birds and mammalsis a specialized activity that must be done by experts at a dedicated cleaning station. Oil spillcontingency plans should address bird and mammal cleaning.Oiled birds and mammals should receive humane treatment. To many persons, the quality of theoverall oil spill response is measured by the treatment given to oiled birds and mammals. Mediapersonnel often report a bird count and gather television footage of oiled animals as a news item,usually on the first day of any spill. This high visibility can be an immediate positive or negativestroke for response personnel, depending upon the care given to oiled birds and mammals. Mediarelations are discussed in Paragraph 3-5.5.Periodic overflights of the impacted area and local residents locate oiled birds and mammals.Only trained personnel should handle oiled birds and mammals. Bites and scratches from wildanimals can cause serious injury.The NOSC should designate space for a proper cleaning station. Water—both hot and cold—heat,electrical power, telephones and other support services are needed. Space and equipment to captureanimals, clean them, observe them while in captivity and means to release them to the wild7-9

S0300-A6-MAN-060are needed. Animal cleaning can take from a few days to many weeks, depending upon the numberof contaminated birds and mammals.There is a nationwide network of experts who are highly skilled at cleaning oiled birds and mammals.They have gained their skills from experience. This is not a field where persons equippedonly with good intentions can be successful. The best that can be done for oiled birds and animalsis to get experts on-scene quickly and fully support them.7-7 DISPOSAL OF OIL AND OILY DEBRISThe proper disposal of oil and oily debris is the last phase of a shoreline cleanup and is sometimesthe most difficult task. Ideally, disposal of oil and oily debris takes place at the rate at which oiland oily debris is retrieved. If the disposal process slows, eventually the retrieval process alsoslows as temporary storage capacity for oil and oily debris becomes full. Otherwise good responseefforts come to a halt when skimmer operators have no place to dispose of skimmed oil. Likewise,beach cleanups stop with when long lines of filled vacuum trucks must wait for disposal facilities.The final disposal of oil and oily debris may be the most difficult evolution of a beach cleanupoperation. A proper contingency plan addresses disposal of oil and oily debris.A shoreline cleanup can generate several types of material requiring proper disposal. Theseinclude oil, oil and water emulsions, oiled vegetation, dirt and sand contaminated with oil andoiled beach debris.The National Contingency Plan requires that:• Oil and contaminated materials recovered in cleanup operations shall be disposed of inaccordance with the Regional Contingency Plan (RCP) and On-Scene Coordinator(OSC) Contingency Plan and any applicable laws, regulations or requirements.• Oil and oily debris removed from a beach cleanup must be classified, transported anddisposed of in conformance with federal, state and local standards. Disposal optionsinclude recycling, placement in a landfill and incineration. The properties of the materialto be disposed of, the facilities available to receive the material and cost of disposaldetermine the disposal method. Figure 7-2 illustrates options available for disposal ofoil and oily debris.7-7.1 Classification of Material. A determination must be made if the recovered oil or oilydebris is a hazardous waste as defined by federal or state standards. The standard of care for a hazardouswaste is greater than for a material that is not a hazardous material.The Resource Conservation and Recovery Act of 1976 (RCRA) and the Hazardous and SolidWaste Amendments of 1984 contain standards for the treatment, containment, transportation anddisposal of hazardous wastes in the United States. Title 40 of the Code of Federal Regulationscontains implementing federal regulations. The Environmental Protection Agency is the federalagency responsible for implementation and enforcement of the Federal Hazardous Waste RegulatoryProgram.7-10

S0300-A6-MAN-060Figure 7-2. Decision Tree for Treatment of Recovered Oil and Oily Debris.Four characteristics—toxicity, ignitability, reactivity and corrosivity—determine if a material ishazardous waste. The criteria for toxicity (test for metals) and ignitability (test for flashpoint) aremore applicable to oil than the tests for reactivity and corrosivity. The Toxicity CharacteristicLeaching Procedure (TCLP) determines toxicity.If an oil tests positive in any characteristic it is treated as a hazardous waste and RCRA standardsapply. If the oil tests negative, the oil is not considered a hazardous waste by RCRA standards butmay be treated as such by state standards.Without on-scene testing, persons should apply any information or knowledge available to identifyoil. A Material Safety Data Sheet (MSDS), shipping papers, bills of lading, etc., may provideinformation to identify a particular oil.In addition to federal standards, most individual states have laws, rules and regulations that aremore stringent than federal standards. For example, a state may classify certain waste oil as a hazardousmaterial, while federal regulations provide for a less stringent standard.7-7.2 Transportation. Oil and oily debris must be packaged properly, documented and labeledwhen transported. In the interest of protecting public health and the environment, the FOSC maydirect waste material be transported to a designated site for temporary storage before its final disposal.A vacuum truck, tank truck or other appropriate vehicle displaying the appropriate placardsmust transport the material.7-11

S0300-A6-MAN-060If the material is a hazardous waste, documentation, including a hazardous waste manifest, mustbe prepared. It is possible for a substance that is not considered hazardous for disposal to be consideredhazardous for transportation. 49 CFR 172.101 lists materials considered hazardous fortransportation, including petroleum and petroleum products. The intent of documentation is toprovide accountability for the material from the origin to the place of final disposal. Some stateshave their own versions of these forms along with an indexing system to further refine accountability.The documentation process requires that a copy of the manifest be sent to the appropriateregulatory agency each time the material is shipped from one handler to another. This procedurecreates a paper trail so the material may be traced from origin to final disposal.If the material is to be recycled or is not a hazardous waste, preparation of regular shipping papersthat identify ownership, quantity and destination is sufficient. Materials that are not hazardouswastes require no paper trail.7-7.3 Methods for Disposal of Non-Hazardous Oils. Waste oil and oily debris should be recycledwhenever possible. Recycling, usually the least expensive method of disposal, is encouragedby regulatory agencies to reduce the rate at which materials are deposited in landfills and to preventground water contamination. Waste oil may be recycled into another petroleum product or asan energy source.7-7.3.1 Recycled Oil. Federal regulations consider oil that is not a hazardous waste as used oil.Used oils are recycled by blending with other oils for fuels or by utilizing them in the manufactureof asphalt. Much used oil is combined and blended with other oils.Oil pumped from skimmers and containment booms to tank barges and vacuum trucks containsvarying amounts of water, often as an emulsion. As a rule of thumb, recycling facilities accept oilwatermixtures that contain more than five percent oil. Therefore, reducing the amount of watercontained in recovered oil enhances the opportunity for recycling.Regional and local contingency plans should contain information about facilities equipped torecycle oil. Federal and state environmental officials also have this information.7-7.3.2 Energy Recovery. Waste oil destined for burning as fuel in furnaces or boilers is treatedas used oil fuel. Like recycled oil, it is often blended with other fuels before marketing. In somecases it is burned directly, as are some used engine oils.7-7.3.3 Recycle as Asphalt. Asphalt plants accept a wide range of oils. They are excellent placesto dispose of oil and some oily debris. The plants may recycle emulsified oil and some compactedoily debris and usually accept oily sand removed from contaminated beaches.7-7.3.4 Incineration. It is sometimes advantageous to burn oil-contaminated debris at the spillsite. Determining factors for this method of disposal include the type of debris, type and amountof pollutants generated from combustion, remoteness of the site and viability of other options fordisposal. Incineration is appropriate for burning relatively small amounts of oily debris in aremote areas where smoke may not be objectionable.7-12

S0300-A6-MAN-060Incineration of large quantities of material may not be feasible. Although oiled logs and organicdebris have been burned on remote shorelines in Alaska, following the EXXON VALDEZ spill,oiled sorbents were transported to CONUS for disposal in a landfill. Disposal by incineration wasnot viable because of pollutants generated by combustion of inorganic materials.Complete combustion of weathered oil is difficult in the field because not all the oil burns. Anobjectionable tarry mass that is difficult to remove remains after combustion.Small amounts of oiled debris are easier to burn on site than huge volumes because they may behandled more efficiently. Portable combustion units aid in maintaining high-temperature firesrequired for proper incineration of some debris. Portable incinerators have been developed thatare capable of burning oil from sand, leaving the sand clean enough to be returned to the beach.7-7.3.5 Municipal Solid Waste Landfill. Oiled debris such as vegetation, logs and dirt may beacceptable for a municipal solid waste landfill. These facilities often accept oiled debris as a coverlayer. Municipal solid waste landfills are subject to state and local standards.7-7.3.6 Landspreading. Oil as sludge may be tilled into the soil where it is broken down by bacteriaand sunlight. Landspreading exposes sludge to mixes of oxygen, water and nutrients thatenable it to degrade into the environment. The sludge is tilled over in the soil periodically toenhance exposure to air and sunlight. This procedure, sometimes termed sludge farming or landfarming, is done where topography and soil conditions permit. Landspreading is no longer a primarymeans of oil disposal because of the risk of ground water contamination.7-7.4 Methods for Disposal of Oils Determined to be Hazardous. Hazardous oils must be disposedof without risk to people or the environment. Two methods are available—high-temperatureincineration and disposal in a waste management facility.7-7.4.1 High-Temperature Incineration. Certain hazardous wastes may be incinerated at hightemperatures—a thermal oxidation process that alters the chemical nature of the materials leavingonly harmless products of combustion. The process with temperatures in the range of 2,000°F iscommon for destroying oils containing PCBs. High-temperature incineration facilities are suitablefor disposal of oiled sorbents, boom and impregnated materials. There are few of these facilitiesin the United States.7-7.4.2 Disposal in Hazardous Waste Facility (Landfill). Disposal in a hazardous waste facilityis the method of last resort. Hazardous waste facilities operated in compliance with standards setby the Resource Conservation and Recovery Act (RCRA) are called RCRA facilities.RCRA facilities operate in accordance with terms and conditions of their EPA permits. EPAenforces regulatory standards for RCRA sites and states operate municipal solid waste landfills toEPA standards.Materials sent to a RCRA facility must be identified, packaged properly, labeled and shipped witha hazardous waste manifest. Oily wastes are packaged in drums designed for landfill disposal.7-13

S0300-A6-MAN-060Hazardous waste management facilities are specially constructed to receive certain materials.Construction details include proper siting, soil conditions, means for control of leachate and continuousmonitoring of deposited material.7-8 PERSONNEL SAFETYOil is present in nearly every inhabited place on earth. Consequently, spills may occur in a varietyof environments requiring exposure of U.S. Navy personnel to a wide range of conditions, somequite severe. Personnel must have adequate protection and training to work safely in the spillenvironments.Beach cleanup exposes individuals to several hazards: the product being cleaned may be hazardous,footing is often slippery making injuries from falls likely and weather adds risk of hypothermia,dehydration or sunstroke. Working outdoors for extended periods can be physicallyexhausting, particularly for persons who are not well acclimated.7-8.1 Personnel Health and Safety Standards. The Occupational Safety and Health Administration(OSHA) has set worker protection standards and training requirements for persons in hazardouswaste operations and emergency response. OSHA standards for oil spill cleanup work aregiven in Appendix G. Because some oils meet criteria for hazardous materials, U.S. Navyresponse activities should meet these standards. Items addressed for each response activityinclude: identification of the oil being removed, personal protective clothing, personal care, taskhazards and response to emergencies. Material Safety Data Sheets (MSDS) are an excellentsource of information to identify the health and safety risks of handling known materials.7-8.1.1 Personnel Protective Clothing. Persons must be protected both from the environmentthey are working in and from the materials being handled. Personnel protective clothing includesboots, hats, gloves, coveralls, Tyvek suits and sometimes face shields and respiratory equipment.Cold weather work requires additional protective equipment—safety-toed rubber boots, insulatedcoveralls, and wool hats and gloves with waterproof covers under Tyvek coveralls.7-8.1.2 Personal Care. Workers must have food, water, berthing, sanitary and washing facilitiesand training in recognition and response to the medical problems of hazardous materials. Theymust deal with wind, rain and extreme temperatures. Small items—sunscreen, chapped lip balm,etc.,—become very important.7-8.1.3 Task Hazards. Spill response operations are dangerous. The work is intense; work daysare long—particularly at the beginning. Fatigue is always an issue. Rotating machinery, weighthandling equipment, slippery footing and heavy physical work are inherent hazards.7-8.1.4 Emergencies. Workers must know the chain of command and what to do when hazardousmaterials emergencies or medical emergencies occur. Summoning help often requires communicationsequipment.7-14

S0300-A6-MAN-060APPENDIX ADOCUMENTATION MATRIXA-1 PURPOSEThe purpose of this matrix is to provide the user of this manual with a listing of additional referencedocumentation. This is given by reference manual and topic area.A-2 REFERENCE DOCUMENTSThe following manuals/publications are referenced on the matrix (Table A-1):• SAFETY MANUAL - U.S. Navy Ship Salvage Safety Manual (S0400-AA-SAF-010)• SALVAGE MANUAL - U.S. Navy Ship Salvage ManualVolume 1Volume 2Volume 3Volume 4Volume 5Volume 6Strandings (S0300-A6-MAN-010)Harbor Clearance (S0300-A6-MAN-020)Firefighting and Damage Control (S0300-A6-MAN-030)Deep Ocean (S0300-A6-MAN-040)POL Offloading (S0300-A6-MAN-050)POL Spill Response (S0300-A6-MAN-060)• SALVOR’S HANDBOOK - U.S. Navy Salvor’s Handbook (S0300-A7-HBK-010)• UNDERWATER CUT & WELD - U.S. Navy Underwater Cutting and Welding Manual(S0300-BB-MAN-010)• ENGINEER’S HANDBOOK - U.S. Navy Salvage Engineer’s HandbookVolume 1Volume 2(S0300-A8-HBK-010)(S0300-A8-HBK-020)• TOWING MANUAL - U.S. Navy Towing Manual (SL740-AA-MAN-010)• ESSM MANUAL - Emergency Ship Salvage Material Catalog (NAVSEA 0994-LP-017-3010)• EXPLOSIVES MANUAL - Technical Manual for Use of Explosives in Under-waterSalvage (NAVSEA SW061-AA-MMA-010)A-1

S0300-A6-MAN-060Table A-1. Salvage Documentation Matrix.A-2

S0300-A6-MAN-060APPENDIX BNAVY AREA AND ON-SCENE COORDINATORS DIRECTORYTable B-1. Environmental Coordinators (Area Coordinators).CINCPACFLTCINCLANTFLTCommander in Chief, PacificCommander in Chief, AtlanticU.S. Pacific FleetU.S. Atlantic FleetPearl Harbor, HI 06860-7000 Norfolk, VA 23511-6001ATTN: Code 444ATTN: Code N4423COMM: (808) 471-9751 COMM: (804) 444-6139/6805AUTOVON: (315) 471-9751 AUTOVON: 564-6139/6805CINCUSNAVEURCOMNAVRESFORCommander in ChiefCommanderU.S. Naval Forces EuropeNaval Reserve ForceFPO New York, NY 095104400 Dauphine StreetATTN: Code N431 New Orleans, LA 70146-5000ATTN: Code 823AUTOVON: Washington, D.C. Operator937-1550; ask for 235-4266 COMM: (504) 948-5084AUTOVON: 363-5084CNETNAVDISTWASHChief of Naval Education and Training CommandantNaval Air StationNAVDIST Washington, D.C.Pensacola, FL 32508-5000Washington Navy YardATTN: N-44 Washington, D.C. 20374-2121COMM: (904) 452-4096 ATTN: Code 01AUTOVON: 922-4096COMM: (202) 433-3760AUTOVON: 288-3760COMUSNAVCENTCommanderU.S. Naval Forces Central CommandPearl Harbor, HI 96860Note: Listings current as of March 1990.Check current Oil and Hazardous SubstanceSpill Response Activity Information Directory(AID), NEESA publication 7-021(series) for most up-do-date listings.B-1

S0300-A6-MAN-060Table B-2. Shoreside Navy On-Scene Coordinators.CommanderNaval BaseSan Diego, CA 92132-5100ATTN: Code 024COMM: (619) 532-2454AUTOVON: 522-2454CINCPACFLTCommanderNaval Base San FranciscoNaval Station Treasure IslandSan Francisco, CA 94130-5018ATTN: Code N4COMM: (415) 395-3915AUTOVON: 475-3915CommanderNaval BasePearl Harbor, HI 96860ATTN: Code N30COMM: (808) 471-3084AUTOVON: 471-3084CommanderU.S. Naval Forces, MarianasFPO San Francisco 96630-0051CommanderU.S. Naval Forces, PhilippinesBox 30FPO San Francisco 96651-0051CommanderU.S. Naval Forces Yokosuka, JapanFPO Seattle 98762-0051CommanderU.S. Navy Support FacilityDiego GarciaFPO San Francisco 96685-2000CommanderNaval Base, Building G-6Philadelphia, PA 19112-5098ATTN: Code N3COMM: (215) 897-8730AUTOVON: 443-8730CommanderFleet Air, KeflavikFPO New York 90571CommanderNaval Base, Building N-26Norfolk, VA 23511-6002COMM: (804) 444-2590AUTOVON: 564-2590CommanderNaval BaseSeattle, WA 98115-5012ATTN: Code N3COMM: (206) 941-3225AUTOVON: 941-3225CINCLANTFLTCommanderHelicopter Wings AtlanticNaval Air StationJacksonville, FL 32212-5000COMM: (904) 774-2114AUTOVON: 942-2114Commanding OfficerU.S. Naval Facility, ArgentinaFPO New York 09597ATTN: Code N6COMM: (709) 227-8542AUTOVON: 568-8542CommanderNaval BaseCharleston, SC 294068-5100ATTN: Code N31COMM: (803) 743-4961AUTOVON: 563-4961CommanderNaval Forces KoreaFPO San Francisco 96301-0023CommanderSubmarine Group TWONaval Submarine Base New LondonGroton, CT 06349-3976COMM: (203) 449-3976AUTOVON: 241-3976CommanderPatrol Wings AtlanticNaval Air StationBrunswick, ME 04011CommanderCOMFAIRCARIB Roosevelt RoadsFleet Air CaribbeanFPO Miami 34051-8000B-2

S0300-A6-MAN-060Table B-2 (continued). Shoreside Navy On-Scene Coordinators.CINCUSNAVEURCommanderFleet Air MediterraneanFPO New York 09521CommanderU.S. Naval Activities United KingdomFPO New York 09510-1000CNETChief of Naval Education and TrainingNaval Air StationPensacola, FL 32508-5000ATTN: Code N-44COMM: (904) 452-5000AUTOVON: 922-4096Chief of Naval Air TrainingNaval Air StationCorpus Christi, TX 78419-5100ATTN: Code N-61COMM: (512) 939-2121AUTOVON: 861-2121NAVDISTWASHCommanderNaval Training CenterBuilding 1, Room 207Great Lakes, IL 60088-5000ATTN: Code N-53COMM: (312) 688-4818AUTOVON: 792-4818Chief of Naval Technical TrainingNaval Air Station MemphisMillington, TN 38054-5056ATTN: Code N-8COMM: (901) 873-5951AUTOVON: 966-5951COMNAVRESFORCommandantNAVDIST Washington, D.C.Washington Navy YardWashington, D.C. 20374-2121ATTN: Code 01COMM: (202) 433-3591AUTOVON: 288-3591Commanding OfficerNaval Support Activity4400 Dauphine StreetNew Orleans, LA 70142-5000ATTN: Code N5COMM: (504) 948-2783AUTOVON: 363-2783Table B-3. Fleet Navy On-Scene Coordinators.CommanderSEVENTH FleetFPO San Francisco 96601-6003CommanderSECOND FleetFPO New York 09506-6000CommanderTHIRD FleetFPO San Francisco 96601-6001CommanderSIXTH FleetFPO New York 09501-6002CommanderMiddle East ForceFPO New York 09501-6008B-3

S0300-A6-MAN-060APPENDIX CNAVSEA SUPERVISOR OF SALVAGE (SUPSALV) ASSETSC-1 INTRODUCTIONThis appendix provides detailed information regarding SUPSALV response assets and procedures,as well as oil spill contingency planning and is derived from the document Supervisor ofSalvage, U.S. Navy, Contingency Planning Information for Offshore and Salvage-Related OilSpill Response Operations, 1992. Requests for this document can be forwarded to Commander,Naval Sea Systems Command (Code 00C25), Washington, D.C. 20362.C-1.1 SUPSALV Points of Contact. Table C-1 provides a list of SUPSALV points of contact.Table C-1. SUPSALV Points of Contact.Points of Contact:Primary: NAVSEA 00C25 First Alternate: NAVSEA 00C2Address: Commander Second Alternate: NAVSEA 00C24Naval Sea Systems CommandCode 00CWashington, D.C. 20362Telephone: Commercial: (703) 607-2758AUTOVON: 227-2758SUPSALV AssistanceWorking Hours:Commercial: (703) 607-2758AUTOVON: 227-2758for Informal Liaison and “Heads-Up” Notification:Non-Working Hours (NAVSEA Duty Officer)Commercial: (703) 602-7527AUTOVON: 222-7527(Duty Officer will relay caller’s message toappropriate SUPSALV personnel for a return call.)for Official Requests for SUPSALV Response:24 Hours CNO Duty Captain:Commercial: (703) 695-0231AUTOVON: 225-02331Note: Early alert, “heads-up” calls to SUPSALV are encouraged and appreciated even if theextent of the response has not been determinedC-1

S0300-A6-MAN-060C-1.2 SUPSALV Oil Spill Response Equipment Inventory. Table C-2 provides a list ofequipment in the SUPSALV Oil Spill Response Inventory.Spilled Oil RecoveryTable C-2. SUPSALV Oil Response Equipment Inventory.Equipment DescriptionWilliamsburg,VAStockton,CAPearl Harbor,HISkimmer Vessel System (36 ° Aluminum Hull) 12 11 1Skimming System (Sorbent Belt VOSS*) 1 1 0Skimming System (Screw Pump VOSS*) 2 2 0Skimmer Sorbent Rope Mop (36″) 2 1 0Boom Vans (42″ x 1980′ Boom) 6 7 0Boom Mooring System 37 34 4Boom-Handling Boat (24′ 260-HP Diesel) 8 6 2Boom-Tending Boat (19′ & 23′ Inflatable) 2 2 1Boom-Tending Boat (18′ Rigid Hull) 4 4 1136K Oil Storage Bladder, Type L 6 4 026K Oil Storage Bladder, Type E 4 3 150K Oil Storage Bladder, Type F 2 2 0290K Oil Storage Bladder, Type O 2 0 0Casualty OffloadingPump System POL 6″ Submersible 11 8 2Floating Hose (6″ x 100′) 65 0 0Hot Tap System 4 3 0Boarding Kit 1 2 0Firefighting System 3 2 0Fender System (8′ x 12′ Foam) 16 4 0Fender System (14′ x 60′ LP Air) 8 0 0Fender System (10′ x 50′ LP Air) 24 0 0Ancillary EquipmentCommand Trailer (40′ Communications & Command Center) 1 1 0Command Van (20′ Communications & Command Center) 3 2 0Shop Van 3 2 0Rigging Van 2 3 0Personal Bunk Van 3 0 0Beach Transfer System (4WD Vehicles) 1 0 0Communication System (SAT Phone Land) 1 0 0Communication System (SAT Phone Ship) 1 0 0Oil-Water Separator (Parallel Plate 100 GPM) 2 1 0Cleaning System Van 1 2 0*VOSS = Vessel of Opportunity Skimmer SystemC-2

S0300-A6-MAN-060C-2 EMERGENCY RESPONSE PROCEDURESC-2.1 Emergency SUPSALV Support Requests. The SUPSALV equipment listed in Table C-2and described throughout this appendix is available to Navy On-Scene Coordinators (NOSCs) orNavy On-Scene Commanders (NOSCDRs) with operators and maintenance support, on a costreimbursablebasis. Formal requests for SUPSALV assistance must be made through the Chief ofNaval Operations, Navy Command Center, in Washington, D.C. However, an initial call directlyto SUPSALV can help ensure a more rapid and appropriate response.SUPSALV mobilization can be initiated by a telephone call from CNO, after CNO receives theNOSC/NOSCDR’s request for SUPSALV response. The message should:• Be addressed to CNO WASHINGTON DC for action, COMNAVSEASYSCOMWASHINGTON DC for info, with passing instructions CNO FOR OP64 AND OP45,NAVSEA FOR CODE 00C.• Describe the nature of the pollution incident.• Request SUPSALV (NAVSEA 00C) assistance and state that the originator (NOSC orNOSCDR) will reimburse NAVSEA for all SUPSALV operational costs incurred inthe incident response. An initial maximum cost liability may be stated based on a SUP-SALV preliminary cost estimate. The maximum liability can later be amended whenbetter cost estimates can be provided.• Provide an equipment shipping address and the name for receiving officer point of contact(POC) with 24-hour telephone number(s).• Provide the name and 24-hour telephone number(s) for the originator's on-scene operationsPOC.• Provide the name and office telephone number(s) for the originator's fiscal representative.• Provide any other information deemed important for SUPSALV mobilization.A sample request message is provided in Figure C-1.C-3

S0300-A6-MAN-060FROM: (COGNIZANT NOSC OR NOSCDR)TO: CNO WASHINGTON DCINFO: COMNAVSEASYSCOM WASHINGTON DC(OTHER ADDEES AS APPROPRIATE)UNCLAS //N05090//SUBJ: REQUEST FOR SPILL RESPONSE ASSISTANCEA. (INITIAL MSG REPORT OF SPILL FROM SPILLER)B. INITIAL NOTIFICATION PHONCON WITH SEA 00C REPRESENTATIVE)1. (PASSING INSTRUCTIONS) CNO FOR OP64 AND OP45, NAVSEA FOR CODE 00C.2. REF A REPORTED SIGNIFICANT DETAILS OF SUBJECT SPILL (IF CNO AND NAVSEAWERE NOT REF A ADDEES ORIGINATOR SHOULD REPORT THE FOLLOWING:)A. (DATE AND TIME SPILL OCCURRED)B. (SPILL LOCATION - GEOGRAPHIC NAME AND/OR LATITUDE/LONGITUDE)C. (SPILL SOURCE)D. (SPILL CAUSE)E. (TYPE OF PRODUCT SPILLED)F. (QUANTITY SPILLED)3. AS DISCUSSED IN REF B, NAVSEA 00C SPILL RESPONSE ASSISTANCE IS REQUESTED.ORIGINATOR WILL REIMBURSE NAVSEA FOR ALL NAVSEA 00C OPERATIONAL COSTSINCURRED IN SUBJ SPILL RESPONSE. ORIGINATOR’S INITIAL MAXIMUM LIABILITY BASEDON REF B COST ESTIMATE IS $_____ . (AMOUNT IN DOLLARS)4. A SUITABLE STAGING AREA FOR RESPONSE EQUIPMENT HAS BEEN SELECTED. THEEQUIPMENT SHIPPING ADDRESS IS: ___. THE RECEIVING OFFICER IS (NAME) AT ____.(24-HOUR TELEPHONE NUMBER(S)).5. ORIGINATOR’S ON-SCENE OPERATIONS REPRESENTATIVE IS (NAME) AT ____ .(24-HOUR TELEPHONE NUMBER)6. ORIGINATOR’S FISCAL REPRESENTATIVE IS (NAME) AT _____. (OFFICE TELEPHONENUMBER)Figure C-1. Sample Message Request for Spill Response Assistance.To request SUPSALV support for emergency response, on-scene technical expertise or simplyadvice over the phone, SUPSALV should be contacted at the following numbers:• For informal liaison and “heads-up” notification during working hours, commercial(703) 607-2758 or AUTOVON 227-2758; during nonworking hours, the NAVSEADuty Officer should be called, commercial (703) 602-7527 or AUTOVON 222-7527.The NAVSEA Duty Officer will relay the caller’s message to appropriate SUPSALVpersonnel for a return call.• Official requests for SUPSALV response should be directed to the CNO Duty Captain,commercial (703) 695-0231 or AUTOVON 225-0231.• Early alert, “heads-up” calls direct to SUPSALV are encouraged and appreciated evenif the extent of the response has not been determined.• Non-Navy requests for emergency assistance should be directed through the RegionalResponse Team in accordance with the National or Regional Pollution ContingencyPlan.C-4

S0300-A6-MAN-060• Coast Guard requests can be initiated in accordance with the Navy/Coast Guard interagencyagreement.• In all cases, when in doubt, a call to SUPSALV will facilitate an appropriate request forSUPSALV assistance.C-2.2 SUPSALV Pollution Response Equipment Support Requirements. SUPSALV is preparedto provide personnel and equipment which are as nearly self-supporting as transportationpermits. The requesting activity should be aware that the following support element must be providedfrom local sources. These requirements must be addressed in local and area contingencyplans. Descriptions of SUPSALV equipment can be found in Chapters 4 and 5 of this manual,Chapter 3 of the SUPSALV document, Contingency Planning Information for Offshore and SalvageRelated Oil Spill Response Operations and the U.S. Navy Emergency Ship Salvage MaterialCatalog, NAVSEA 0994-LP-017-3010.C-2-2.1 Staging Area. The staging area for a spill response operation is that location whereequipment from all sources is assembled and held pending deployment to the spill site. Duringprolonged spill control operations, equipment maintenance and repair may be accomplished in thestaging area. Contingency plans must include provisions for setting up staging areas satisfying thefollowing requirements:• A surfaced area large enough for interim storage of all equipment deployed to the spillsite. Covered storage is desirable but not essential except under extreme weather conditions.• Close proximity to the spill site to minimize transit time for equipment called to thescene. This is especially important for near-shore operations when the staging area atpierside replaces the offshore support platform as the focal point for daily operations.• Ready access to piers capable of accommodating support vessels and other involvedvessels. Pier size, capacity, strength to support equipment, limiting draft and access tothe spill site must be considered.• Ready accessibility of material-handling equipment (MHE), i.e., cranes and forklifts,for offloading trucks and vessels on short notice. Paragraph C-2.2.2 provides additionalguidance on MHE requirements.• Security against theft and vandalism. A fenced staging area or security patrols may berequired.• Sanitary facilities within reasonable distance of the work area.Local contingency planning conducted under the direction of predesignated NOSCs should designatea staging area for each potential spill site; the staging area requirements listed above shouldbe considered. The SUPSALV pollution control response team can lease or subcontract facilitiesas noted above, but commercial sources should be identified in local contingency plans.C-5

S0300-A6-MAN-060Since all spill response costs, including SUPSALV costs, are borne by the spilling activity, theuse of Navy staging area facilities would generally be most cost effective. However, the potentialdisruption of Navy local operations by the long-term requirement for a staging area during majorspill control operations must be considered. The use of commercial staging area facilities may bemore cost effective during such prolonged spill response operations.C-2.2.2 Material-Handling Equipment (MHE). MHE will be needed for offloading/onloadingtrucks and vessels on short notice. Also, MHE may have to be placed on board large support vesselsto launch recovery equipment. Flatbed trucks and tractors are needed for moving equipmentfrom the staging area to the pier if the two are not adjacent. MHE may be leased by the SUPSALVresponse team from commercial sources if government-owned equipment is not readily available.Sources must be identified in the contingency plan.A large mobile crane is usually adequate to support staging area operations. The 10-ton SUP-SALV skimmer vessel will generally be the largest single spill response equipment item to behandled. However, it may be necessary to offload the skimmer from the center of the support vessel.This would necessitate a 10-ton lift at a 35- to 40-foot reach, requiring a large mobile crane. Inaddition, a 5- or 6-ton forklift is needed at the staging area and at any other equipment-handlinglocations. During peak activity periods, several forklift trucks may be required.C-2.2.3 Support Vessels• V-Boom Towboats. Sources of locally available towboats should be identified in thecontingency plan. The ESSM inventory does not include enough towboats to supportits entire inventory of skimmers and boom. Additional boats will be required to supportmajor deployments of SUPSALV equipment. Towboats must be suitable for local conditions.They must be sufficiently seaworthy to ride out rough weather and prevailingsea conditions or they must be recoverable onto the deck of a large support vessel. TheSUPSALV towboats, for example, are intended to recover oil in sea state 3 and survivesea state 5 and can be recovered onto the support vessel if necessary.Locally available boats must have a substantial tow point forward of the rudder(s) toensure high maneuverability while towing. They must have a bollard pull of at least3,000 pounds and must be capable of prolonged towing at approximately one knot withas little as 500 pounds drag from one-half of a towed boom, skimmer, bladder configuration.They must have a minimum 10-hour endurance at operating speeds betweenrefueling.Most offshore tugs and supply boats would make good recovery system towboats. But,unless these vessels are equipped with variable-pitch propellers, they generally cannotsustain the low speed (one to two knots) required for spilled oil recovery operations.Local fishing vessels may be excellent recovery system towboats.All vessels must be equipped with marine radios. A VHF marine radio with appropriateoperating frequencies is a minimum requirement.C-6

S0300-A6-MAN-060• Large Support Platforms. Unless the SUPSALV spilled oil recovery equipment systemis operated within five miles of a pier-side staging area, a large support vessel isneeded. The support vessel should provide a command post, communications center,messing, berthing, equipment repair facilities, large deck area for equipment and acrane with a minimum capacity of 10 tons. A crane of at least 20 tons is highly desirableoffshore for recovering the 10-ton SUPSALV skimmer vessel on deck for repairsor for heavy weather.• Other Support Vessels. If both the spilled oil recovery system tow vessels are small,large towing vessels will be needed to move the system at eight to ten knots in a transittowing mode to the spill area. Such vessels may also function as logistics support vesselsfor functions such as refueling the smaller vessels, crew transport and towingbarges or bladders of recovered oil. Small, high-speed vessels are also desirable forcrew transport and oil spill surveys. The number of additional recovery system bargesor bladders and towboats needed will depend upon the transit distance between recoveryoperations and the oil disposal site.Barges and tank vessels for recovered oil storage and transport are described in ParagraphC-2.2.5.C-2.2.4 Aircraft Support. Helicopter and/or fixed-wing aircraft support is essential in majorspill oil recovery operations. The aircraft are required for spilled oil tracking, surveys and vectoringrecovery systems to key areas. In addition, equipment and personnel transfer to stranded vesselsin bad weather may be necessary.Such operations are most safely accomplished by vertical replenishment (VERTREP). VERTREPspecialists must be made available to the NOSC and identified in the contingency plan. Helicoptersupport areas or platforms for emergency landings, refueling and maintenance must be identifiedin the contingency plan.C-2.2.5 Storage and Disposal of Recovered Oil. Temporary storage and final disposal of recoveredoil have been found to be among the most difficult aspects of spill control operations. Localand regional contingency plans must include storage and disposal facilities. The Coast Guard,Environmental Protection Agency (EPA) and local environmental officials should be contactedfor planning guidance.The SUPSALV spilled oil recovery systems and petroleum oil and lubricants (POL) pumping systemscan use locally available barges or tank vessels to receive the recovered or transferred oil.Such oil storage components are often difficult to procure locally. The SUPSALV storage bladderscan provide storage pending the arrival of large-capacity-tank vessels. Locally procured tankvessels should be equipped with pumps, lighting for night operations, anchoring system, a winchand related tackle for hose recovery and shelter for the crew. If required, these barge support element(pumps, lighting, etc.) can be provided from the SUPSALV Emergency Ship Salvage Material(ESSM) inventory.C-7

S0300-A6-MAN-060C-2-2.6 Personnel. The following manpower may be required to support SUPSALV efforts duringpollution operations:• A ready supply of riggers and laborers to support MHE, particularly during start-up anddemobilization phases of the operation/exercise. Riggers and laborers for MHE can belocally hired by the SUPSALV response team if local Navy personnel are not available.• On-site shipping and receiving official with office and telephone for larger operations.If government facilities are not readily available, a SUPSALV command van or alocally leased office trailer may be set up at the staging area.• Each SUPSALV spilled oil recovery system (skimmer, oil boom, bladder and towboats)typically requires a minimum of eight operators per shift.• The POL pumping system needs a minimum of four operators initially per shift. For24-hour per day operations, at least two shifts per system would be required.SUPSALV provides operators for all deployed ESSM equipment for all shift operations. Otherexperienced supervisory and administrative personnel are available to support the operating fieldpersonnel. If necessary to supplement SUPSALV response team personnel, experienced seamencan be hired from local sources or mobilized from forces under the NOSC’s control. To reducecosts, SUPSALV can provide only a nucleus of operators that can then be supplemented by localNavy personnel.C-2.2.7 Personnel Support Services. The efficiency and success of a large spill response operationdepends on the physical efforts of the equipment operators. Adequate personnel support servicesare therefore an essential part of planning for pollution response. SUPSALV does notdeploy equipment or personnel for these support services. The following items must be addressedin the contingency plan:• Messing. Meals must be provided for all working personnel on board the large supportplatform, at remote work sites and at the staging area. The SUPSALV response teamcan purchase meal services from locally identified sources, commercial or military.• Sanitary. Fixed or portable sanitary facilities, showers and a laundry will be neededboth on board the support platform and within a reasonable distance of the staging area.Portable toilets will be needed for remote area operations.• Transportation. Vehicles or small boats for personnel transportation and equipmentsupport will be needed throughout the spill operations. Sources for commercial truck/car rental or military vehicles/buses should be included in the contingency plan.C-2.2.8 Emergency Medical Services. The requesting activity for SUPSALV services will beexpected to provide 24-hour medical support. This support will differ depending on the type ofoperations conducted. The following medical support services must be addressed in the contingencyplan:C-8

S0300-A6-MAN-060• Medical Personnel. First aid support by qualified Navy corpsmen or doctors will beneeded on board the support platform. The requesting activity will be expected toassign such personnel for deployment with the support vessel. Also, emergency medicalsupport must be quickly available to the staging area.• Emergency Communications. The requesting activity will be expected to maintain 24-hour communications with all remote operating platforms and staging areas. Radio frequencieswill be established for emergency communications between all deployedunits.• Evacuation Plan. In the event of an emergency, a medical emergency evacuation planmust be established. The execution of the plan will be under the control of theNOSCDR or the requesting activity. The plan must include:(1) Ambulance availability.(2) Helicopter medical evacuation.(3) Fast boat transportation.• Hospitals. A list of civilian and military hospitals that will provide emergency servicesto the SUPSALV response team (including contractor personnel) must be identified inthe contingency plan and given to the SUPSALV representative upon his arrival.C-2.2.9 Water, Fuel, Lube and Hydraulic Oils. The SUPSALV equipment is not deployedwith sufficient fuel and consumables for prolonged operations. These items must be available atthe staging area upon arrival of the equipment. Upon deployment of the equipment from theESSM base, SUPSALV will notify the requesting activity of the initial and daily requirements,for the following:• Water - Potable water for personnel; water for equipment cleanup and maintenance.• Fuel - Diesel fuel #2 and gasoline for outboards.• Oils - Lubricating and hydraulic oils.Most miscellaneous maintenance items such as belts and filters are shipped with the equipment.However, contingency plans should identify local industrial and marine suppliers. Consumablescan be open-purchased by the SUPSALV response team directly from commercial sources.Locally available government fuels and consumables should be provided, whenever possible, toreduce costs.C-2.2.10 Transportation. The SUPSALV ESSM equipment will be deployed to the spill areafrom the ESSM base by the most appropriate transportation method. These methods includetruck, air cargo and ship/barge transportation. The most appropriate transportation mode will bedetermined by SUPSALV on the basis of distance, the time available and the equipment needed.C-9

S0300-A6-MAN-060The requesting activity must provide a contact for all transportation coordination with a 24-hourphone number. A complete shipping address for the delivery site must be provided to SUPSALVbefore shipment of the equipment from the ESSM warehouses.C-3 FUNDING, COST ACCOUNTING and REIMBURSEMENTThe Navy’s inventory of offshore spill response equipment has been procured by SUPSALV andis maintained and operated by SUPSALV personnel and SUPSALV contractor personnel withinthe SUPSALV ESSM system. SUPSALV pays for equipment storage and maintenance within theESSM bases. All operational costs for response to Navy spills (including SUPSALV/ contractorcosts) must be funded by the fleet commander in chief for vessel spills and by the major claimantfor facility spills. These funding requirements are established in OPNAVINST 5090.1 (series).SUPSALV operational costs include SUPSALV personnel travel, per diem and overtime; and allcontractor costs for equipment mobilization, on-scene operation and maintenance, demobilizationand rehabilitation. This includes replacement of consumables and/or repair or replacement ofequipment damaged or destroyed while under the operational control of the NOSC. Shippingcosts are funded separately by NAVSEA Transportation Accounting Code (TAC) number. Priorto an official NOSC/NOSCDR request for SUPSALV assistance, SUPSALV representatives canbe reached by telephone to provide a daily cost estimate for response based on the agreed-uponlevel of response (i.e., number of skimmer systems, quantity of boom, personnel requirements,etc.).When the NOSCs or NOSCDRs request SUPSALV to respond to a pollution incident (throughCNO) they must state that they will reimburse NAVSEA for all SUPSALV operational costsincurred in the incident response. Shortly after SUPSALV mobilization, SUPSALV fiscal representativeswill contact the NOSC’s fiscal agent to explain and discuss appropriate reimbursementprocedures.The on-scene SUPSALV representative will present to the NOSC daily cost summaries of allexpenses incurred as the operation progresses. The daily cost summaries provide the NOSC witha daily summary of deployed SUPSALV assets, an accurate estimate of SUPSALV costs incurredto date and an opportunity to resolve any SUPSALV cost questions in a timely manner. An exampleof the daily cost summary is presented in Figure C-2. Navy contingency plans must addresson-scene fiscal and accounting requirements and ready availability of funding for prompt paymentof NAVSEA billings.C-10

S0300-A6-MAN-060Contractor:NAVAL SEA SYSTEMS COMMAND (SUPSALV)DEPARTMENT OF THE NAVYWASHINGTON, D.C. 20363TELEPHONE (703) 607-2758TELEX: 899182Contractor Account Number:Delivery Order Number:Date:Contract Number:OPERATION:DAILY OPERATIONAL COST SUMMARY REPORTCostThis DateCumulativeCost1. SCHEDULED LABOR(Attach list of personnel with regular and overtime rates, including travel time. Include personnel not on-scene,i.e., logistics expeditors.)2. SCHEDULED EQUIPMENT(Identify equipment used and rate per day.)3. NONSCHEDULED LABOR(Attach list of personnel with regular and overtime rates, including travel time. Include not on-scene.)4. NONSCHEDULED EQUIPMENT(Identify equipment used and rate per day.)5. SUBCONTRACTED SERVICES(Attach additional sheet as required identifying type of service and cost.)6. PERSONNEL TRANSPORTATION(Include itemized air fares, number of rental cars with cost estimate, etc.)7. EQUIPMENT TRANSPORTATION(List equipment transported and mode.)8. PER DIEM(For all scheduled and nonscheduled personnel incurring lodging and subsistence costs; identify numberof people and per diem rate [in accordance with JTR]).9. PURCHASED MATERIAL/MISCELLANEOUS COSTS(Itemize purchase[s] in excess of $100.)10. MATERIAL HANDLING _____%(Items 4, 5, 7 & 9)11. (G & A) AT _____% ESTIMATED)(Items 3 through 10)12. AWARD FEE (__________% ESTIMATED)(Apply maximum fee to lines 3 through 11)13. CONTRACTOR RENTAL EQUIPMENT14. CONTRACTOR INTERDIVISIONAL PERSONNEL TRANSFER15. TOTALSMaximum Liability of TaskFunds Remaining in TaskEstimate to CompleteReviewed byDateContractor RepresentativeDateSUPSALV RepresentativeFigure C-2. Sample Cost Form.C-11

S0300-A6-MAN-060APPENDIX DINTERAGENCY AGREEMENT BETWEEN THE U.S. NAVY AND THEU.S. COAST GUARDINTERAGENCY AGREEMENT (IAA) BETWEEN THE UNITED STATES NAVYAND THE UNITED STATES COAST GUARD FOR COOPERATIONIN OIL SPILL CLEAN-UP OPERATIONS AND SALVAGE OPERATIONSI. PURPOSE: To specify for U.S. Coast Guard and U.S. Navy application:A. Conditions and procedures under which the U.S. Coast Guard can request and the U.S. Navy will provide oil spill cleanupand/or salvage equipment and services to support the U.S. Coast Guard in non-Navy oil spills and other operationsrequiring salvage expertise.B. Conditions and procedures under which the U.S. Navy can request and the U.S. Coast Guard will provide equipmentand services to support the U.S. Navy in salvage operations and in response to oil spills which are caused by facilities orvessels under Navy jurisdiction.C. Reimbursement procedures and policies.II.III.BACKGROUND: The National Oil and Hazardous Substances Pollution Contingency Plan, promulgated under theauthority of the Federal Water Pollution Control Act, (FWPCA) (33 USC 1251, et. seq.) confers on the Coast Guard (or theEnvironmental Protection Agency in designated areas) responsibility for designating Federal On-Scene Coordinators(OSC) to coordinate Federal agency resources in cleaning up any oil or hazardous substance discharged in U.S. navigablewaters, the contiguous zone or waters beyond the contiguous zone up to approximately 200 miles. In addition to having theresponsibility and expertise to respond promptly in cases of discharges from Navy operated or supervised ships and facilities,the Navy is also the governmental agency possessing expertise in ship salvage and salvage-related operations. TheOSC, may access this expertise for the cleanup and control of any oil spill. The Coast Guard may also access the Navy’ssalvage expertise to assist during other operations conducted by the Coast Guard. Alternatively, the Navy may access theCoast Guard’s expertise in oil spill control and other assets for salvage operations.RESOURCES: Under the terms of this Agreement, the following resources may be provided:A. When requested by the U.S. Coast Guard pursuant to Section V herein, the U.S. Navy will furnish to the U.S. CoastGuard the following resources consistent with availability and operational commitments as determined by the Navy:(1) Salvage equipment and specialized oil spill control and clean-up equipment.(2) Salvage, diving and oil spill control consultation, evaluation, planning and operational services.(3) Naval Craft, vessels and aircraft.B. When requested by the U.S. Navy pursuant to Section VI herein the U.S. Coast Guard will furnish to the U.S. Navy thefollowing resources consistent with availability and operational commitments as determined by the Coast Guard.(1) Oil spill consultation, evaluations, planning and operational services(2) Specialized oil spill control and clean-up equipment.(3) Coast Guard craft, vessels and aircraft.D-1

S0300-A6-MAN-060IV.FEDERAL ORGANIZATION AND RESPONSIBILITIES: U.S. Navy response to U.S. Coast Guard Federal On-SceneCoordinator (OSC) requests for services and equipment in non-Navy oil spills will be provided in accordance with theNational Contingency Plan (Part 1510, Chapter V, Title 40 CFR) and the terms of this IAA.The Coast Guard OSC will coordinate and direct Federal oil spill control and cleanup efforts in the event of an incident inhis area of responsibility. In the event that commercial resources and/or expertise are not available to carry out therequired cleanup, the OSC will arrange for the use of Federal and/or State resources. Unless prearrangements have beenmade, the OSC will seek the assistance of the Regional Response Team in accessing the needed advice and/or resources.U.S. Navy Salvage operations, conducted in support of other coast Guard activities, will be coordinated by the CoastGuard On-Scene Commander or Coast Guard Officer-In-Charge of the operation, subject to the operational and technicalcontrol of the Navy Salvage Officer.V. COAST GUARD REQUESTS FOR NAVY ASSISTANCE:A. When local or regional interagency contingency plans contain adequate provision for identification, deployment of,and reimbursement for locally available Navy pollution control assets OSC requests for such assets will be madethrough the Navy or DOD member of the RRT. The Navy (or DOD) member will have prearranged with the Navysupplier activity commander for authority to commit these resources to the OSC with the utmost expediency. It shallbe the responsibility of the OSC to follow up such a request with a confirming message to the supplier activity andNavy Area Coordinator referencing the request and citing pertinent operational and funding information. Requestsforwarded by OSCs shall include the following information:(1) Circumstances of the spill, e.g., locations, quantity and(2) Extent of assistance required.B. When adequate local activity assets are not available, or difficulties arise in arranging for their deployment and cannotbe resolved on the RRT level, the matter shall be referred to the National Response Team (NRT) for resolution.Requests forwarded by RRTs shall include the information called for in V.A. above.(1) The Coast Guard NRT representative or National Response Center (NRC) Duty Officer will relay all requestsfor assistance from the OSC/RRT to the Chief of Naval Operations Navy Department Duty Captain (OP-641/642) for action, (24-hour telephone: 703-695-00231). Such referrals will specify the above mentioned informationrelating to the conditions and circumstances of the oil spill.(2) All Coasts Guard telephonic requests for assistance referred to in paragraph (1) will be followed promptly by adocumenting message from the Coast Guard. This message will reference and detail the initial OSC requestand must include accounting data identification for reimbursement to the Navy of the costs identified in SectionVIII of this Agreement. The message shall be addressed to CNO, Washington, D.C., Attn: OP-64/45/223/37; to CHNAVMAT, Washington, D.C. Attn: MAT-044; to COMNAVSEASYSCOM, Washington, D.C.,Attn: NAVSEA-00C; to COMNAVFACENGCOM Alexandria, VA; to CINCLANTFLT, Norfolk, VA., orCINCPACFLT, Pearl Harbor, HI., (as appropriate); and to Commandant, U.S. Coast Guard and the NRC (asappropriate). The Navy will properly document increases in the projected cost of its assistance and will soinform the OSC by message referencing the Coast Guard’s message.C. If NAVSEASYSCOM assistance is anticipated OSCs may, prior to formal tasking, directly communicate withNAVSEASYSCOM at 703-607-2758 (normal workday), other times 703-607-7527 for technical matters.D. In oil spill related cases where it becomes necessary to assist the Coast Guard by mobilizing Navy forces other thanNavy pollution control assets, the Coast Guard representative to the NRT or the Coast Guard NRC Duty Officer willrelay requests received from the Coast Guard OSC via the RRT to the Navy Department Duty Captain (OP-641/642)outlining the specific circumstances of the request. Each request for such assistance will contain the information setforth in paragraph V.A. of this agreement.E. For purposes of this Agreement items are to be considered under the administrative control of the OSC from the timethey are delivered for his use, whether such delivery is made at the scene of the incident or to a representative of theOSC at a location other than at the scene, through the time the item is redelivered to the Navy or its representative.F. All Coast Guard requests for salvage assistance in other Coast Guard operations will be relayed by the appropriateCoast Guard Headquarters authority to the Navy Department Duty Captain. The request shall include informationsimilar to that called for in V.A. of this Agreement.D-2

S0300-A6-MAN-060VI.NAVY REQUESTS FOR COAST GUARD ASSISTANCE:A. Coast Guard resources will be provided, subject to their availability, to assist Naval Activities in responding to pollutiondischarges caused by facilities or vessels under Navy jurisdiction. Requests for such assistance shall be relayedby the Navy representative to the NRT or to the National Response Center. Reimbursement will be made in accordancewith the guideline established in Section VIII of this Agreement.B. Coast Guard resources will be provided, subject to their availability, to assist the Navy during salvage operations.Requests for such assistance shall be relayed by the cognizant Navy Commander to the Coast Guard CommanderAtlantic Area (Aom) for resources located on the Atlantic and Gulf Coasts and to Commander Pacific Area (Pom)for resources located on the Pacific Coast. Reimbursement will be made in accordance with the guidelines establishedin Section VIII of this Agreement.C. For purposes of this Agreement items are to be considered under the administrative control of the Navy from thetime they are delivered to the location and/or representative specified by the Navy, through the time the item is redeliveredto the Coast Guard or its representative.VII.LOCAL ARRANGEMENTS FOR ASSISTANCE:Coast Guard OSC’s and local Naval commands, having oil spill cleanup capabilities, are encouraged to enter into agreementsfor the utilization of those capabilities to respond immediately to discharges of oil occurring within or in threateningproximity of, the waters of a U.S. Naval base or facility regardless of whether the Navy is responsible for the discharge.Wherever such agreements are reached, the Coast Guard will reimburse the Navy for Navy costs incurred in undertakingsuch actions as per Section VIII of this Agreement, unless it is subsequently determined that the Navy was responsible fordischarge.VIII.REIMBURSEMENT PROCEDURES AND POLICIES:A. The Federal On-Scene Coordinator is responsible for insuring that proper cost documentation records are maintained.B. Navy and Coast Guard activities providing advice and assistance are responsible for providing OSCs with supportingdocumentation for cost accounting.C. Navy and Coast Guard activities providing assistance in support of the cleanup operation as requested by an OSC areentitled to reimbursement for the following items:(1) Travel, per diem and overtime costs for personnel.(2) Rental costs, as approved by the parent agency, for nonexpendable equipment provided.(3) Replacement costs for expendable materials provided and utilized(4) Replacement or repair costs for nonexpendable equipment which is damaged while under the administrativecontrol of the OSC.(5) Transportation costs incurred in delivering items to and from the scene.(6) Incremental operating and contract costs incurred as a result of providing assistance to OSCs.D. Normal salary costs of government employees in positions that are not normally intended to provide services in supportof response operations are reimbursable. Salaries of reserve personnel called on active duty specifically to assistin a Federal response activity are reimbursable.E. The fiscal agent for the U.S. Navy under Section V.A. of this Agreement will be the local activity CommandingOfficer and under V.B. will be the Commander, Naval Sea Systems Command (NAVSEA-01), Washington, D.C.20362.F. The fiscal agent for the U.S. Navy under Section V.A. of this Agreement will be the local activity CommandingOfficer and under V.B. will be the Commander, Naval Sea Systems Command (NAVSEA-01), Washington, D.C.20362.G. Subject to the Coast Guard’s ultimate collection responsibility for services and operations provided by the Navyunder this agreement, NAVSEA-01 of the local activity, depending on the applicability of V.A. or V.B., shall beresponsible for making collections from the Coast Guard and shall make appropriate disbursements of transfer offunds within the respective Navy organizations.H. Paragraphs A through G above apply only to the reimbursement of costs to the Navy in connection with FWPCAresponse actions. Paragraphs E and F apply to all reimbursements covered by this Agreement. Normal accountingprocedures (interagency transfers) apply (1) to reimbursements not related to FWPCA response actions and (2) toreimbursements to the Coast Guard for the use of their equipment and services in a FWPCA response action conductedby the Navy.IX.NOTIFICATION: The terms of this Agreement, amplifies as necessary to provide detailed guidance and procedures forreimbursement, will be promulgated to components of the Coast Guard and the Navy.D-3

S0300-A6-MAN-060APPENDIX EBOOM MOORINGE-1 INTRODUCTIONTo form an effective barrier to oil movement, containment booms must be held stationary, exceptwhen towed or employed in the free-drift containment mode. To prevent movement, deployedbooms must be secured at each end and usually at several locations along their length. Booms aresecured to the seabed by clumps and ordinary drag embedment anchors and to convenientlylocated piers, dolphins or other structures by assorted fittings. The relative merits of differenttypes of anchors in different seafloors is discussed in Appendix G of the U.S. Navy Ship SalvageManual, Volume 1, S0300-A6-MAN-010. The ESSM system maintains 500-pound STATOanchors for boom mooring. STATO, LWT, Danforth, stockless, mushroom or other type anchorsof various sizes may be available from the ESSM system and other Navy, Coast Guard, other governmentagency or commercial sources. The size, type and number of anchors or other attachmentsrequired to restrain a given length of boom depends on the current and wind forces actingon the boom, the configuration desired and on the seafloor composition when anchors or clumpsare used.E-2 MOORING BOOMS WITH ANCHORSMooring leg tension at the anchor should be nearly parallel to the seafloor. Upward forces willtend to break most anchor types out of the seafloor, allowing them to drag. Mooring leg lengths offive times the water depth are usually sufficient to ensure tension parallel the seafloor when nonbuoyantmaterials, such as wire rope, chain, nylon or manila are used. When buoyant lines, suchas polypropylene or polyethylene are used, a short length of chain should be attached between theanchor and the mooring rope to ensure the mooring leg lies parallel to the seafloor at the anchor.Chain should also be used in conjunction with nonbuoyant fiber line mooring ropes on rock, shingleor coral seafloors to prevent chafing.It is important that the mooring leg provide horizontal restraint to the boom, without vertical tensionthat will tend to submerge the boom and allow oil to escape. A buoy installed in the mooringleg 10 to 12 feet from the boom, as shown in Figure E-1, can help prevent vertical tension on theboom. Mooring legs along the length of a boom should be attached by two leg bridles to avoidcausing the boom to layover in strong current or wind. The restraint of a single point attachmentforms a rotating couple with the current drag, as shown in Figure E-2, if not attached precisely atthe center of lateral resistance.E-1

S0300-A6-MAN-060Figure E-1. Typical Mooring Arrangement.Figure E-2. Boom Submergence by Improper Mooring.E-2

S0300-A6-MAN-060The total holding power of the anchors or anchoring points securing a boom must equal or exceedthe wind and current generated drag forces acting on the boom. Current drag force can be estimatedby:Fc = 5.33A sV c2=26A s V c2English units( )Metric units( )where:F c = current drag force, lb or kgA s = area of the skirt and other submerged portions of the boom, ft 2 or m 2V2c = current velocity, ktWind force can be estimated from:F C=V5.33A ⎛ Wf------⎞⎝40⎠English units( )=V26A ⎛ Wf------ ⎞⎝40⎠Metric units( )where:F w = wind drag force, lb or kgA s = area of the boom freeboard, ft 2 or m 2V w2= wind velocity, ktIt is prudent to assume that wind and current will act in the same direction at least part of the timeand base anchor selection on the combined drag force resulting from wind and current. The dragforce formulae are based on the assumption that the boom is a rigid barrier perpendicular to thewind or current direction. In most situations, two factors cause drag forces on booms to be somewhatless than calculated:• Booms are flexible and assume curved shapes when acted on by wind and current.• Booms are usually oriented at an angle to current flow.Use of the formulae without modification provides a substantial safety factor in the selection ofanchors and mooring hardware.The total holding power of the anchors or anchoring points selected must equal or exceed thecombined wind and current drag. The number of anchoring points actually used will depend onE-3

S0300-A6-MAN-060the boom configuration desired and above all, the availability of suitable anchors. Holding power,as a multiple of the anchors weight, for various anchor types can be estimated from Table E-1.Table E-1. Anchor Holding Power.Anchor type1,000-lb anchors:Danforth/LWTSTATO/NAVMOORNavy StocklessHolding power as a multiple of dry weightSoft soils(soft clays and slits)10.5242.9Hard soils(sands and stiff clays)2022-297500-lb anchorsDanforth/LWTSTATO/NAVMOORNavy Stockless100-lb anchorsDanforth/LWTSTATO/NAVMOORNavy Stockless1125312.627.73.52323-30831.625-3311E-3 SECURING BOOMS TO PIERS AND OTHER STRUCTURESIn addition to the end connections described in Paragraph 4-2.3, it is often necessary to secureboom along its length to maintain a desired configuration or provide additional restraint againstwind and current force. Near piers or other manmade structures, it may be more convenient orworkable to secure boom to the structure than to lay anchors. If the boom is fitted with mooringleg attachment points along its length, guy lines can be run from these points to cleats, bollards orsimilar fittings on the pier. If there are no mooring leg attachments on the boom, weighted guylines can be thrown over the boom as shown in Figure E-3. The boom is pulled into the desiredposition and the guy lines secured to cleats or other fittings on the pier.The end connections described in Paragraph 4-2.3 provide an oil-tight connection to a seawall orship’s hull, but may not have sufficient strength to withstand the tension resulting from wind,wave or current forces. Stress on the end connector can be alleviated by rigging guy ropes asshown in Figure E-4.E-4

S0300-A6-MAN-060Figure E-3. Boom Mooring With Weighted Guy Lines.Figure E-4. Guy Ropes to Relieve Stress on End Connectors (Plan Views).E-5

S0300-A6-MAN-060APPENDIX FOIL CHARACTERISTICSF-1 INTRODUCTIONParagraph 2-2 defined the physical and chemical properties of oils pertinent to spill response anddescribed the factors exerting a general influence over those properties and the petroleum distillationrefinement process. The following tables, figures and text describe characteristics of specificpetroleum products, nonpetroleum oils and crude oils.F-2 OIL CHARACTERISTICS TABLES AND FIGURESThe following tables and figures provide data on physical characteristics of selected crude oils,petroleum products and nonpetroleum oils. Tables F-1 through F-3 give properties of refinedoils, while Tables F-4 through F-6 give properties of various crude oils. Table F-7 and FiguresF-1 and F-2 provide data on the behavior of crude and refined oil exposed to the environment.Table F-1. General Oil Classifications.Light Distillates (Boiling Point-BP-Range from 95°F to 572°F)A. Motor Gasoline (BP Range 156.2°F to 388.4°F)B. Jet Fuel (BP Range 350.6°F to 550.4°F)C. Kerosene (BP Range 372.2°F to 572°F)D. Naphtha (BP Range 95°F to 572°F)Heavy Distillates and Residuals (Boiling Point-BP-Range over 370.4°F)A. Diesel Fuel Oil (BP Range 399.3°F to 719.6°F)B. Number 1 Fuel Oil (BP Range 370.4°F to 624.2°F)C. Number 2 Fuel Oil (BP Range 429.8°F to 633.2°F)D. Number 4 Fuel Oil (BP Range 494.6°F to 800.6°F)E. Bunker Fuel Oil (BP Range over 600.8°F)F. Number 6 Fuel Oil (BP Range 541.4°F to 1,261.4°F)F-1

S0300-A6-MAN-060Table F-2. Common Designations of Refined Products.GroupGasolineAircraft Turbine FuelKeroseneDiesel Fuel OilDistillate Heating OilsResidual Fuel OilsCommon DesignationsGasoline; Aviation Gasoline; JP-4; Jet BJP-1; JP-3; JP-4; JP-5; JP-6; JP-7; JP-8; Jet A, A-1, B, CKerosene; No. 1 Fuel Oil; Range Oil; Jet A, A-1, C; JP-5; Aircraft Turbine Fuel;Aviation KeroseneNo-1D; No-2D; No-4D; Gasoil; Marine Diesel Type I: No-1D, Type II: No-2D,Type III: Heavy Distillate or Marine Diesel, Type IV: Residual and DistillateNo. 1 Grade; No. 2 GradeNo. 4; No. 5; No. 6; Navy Special; Navy Heavy; Bunker A, B, CTable F-3. Generalized Physical Properties of Crude Oil.PropertiesRangeGravityAPI 13 to 57Specific Gravity 0.73 to 0.98Sulfur Content, Percent 0 to 5.0Asphaltene Contents, Percent 0 to 5.8Wax Content, Percent 0 to 27Pour Point,°F-23.2°F to 69.8°FViscosity @ 100.4°F 1.6 to 739Distillation Rate, Percentto 300°F 3 to 54to 449.6°F 7 to 84to 649.4°F 23 to 100to 699.8°F 27 to 100F-2

S0300-A6-MAN-060Table F-4. Properties of Fuels and Oils.LiquidSaturated LiquidDensity(Lb/ft 3 at 60°F)Viscosity (UnitsCentipoise @ 60°Funless specified)Flash Point (°F)Vapor Press.(psia @ 70°F)FlammableLimit(% in air)Specific Gravity@ 60°FDIESEL FUELSDFM 52.63 160 Low 0.844DF1 52.43 11.95 @ 100°F 100 .042 1.3-6.0 .840DF2 52.43 11.95 @ 100°F 125 .042 1.3-6.0 .840DFA 51.13 100 0.5 .820Kerosene 49.90 1.32 100 .041 0.7-5.0 .800JET FUELSJP-4 50.49 .829 @ 70°F -51 2.3-2.9 1.3-8.0 0.809JP-5 51.46 2.28 140-150 .101 @ 130°F 0.6-4.6 0.825JP-8 50.50 100 0.810Naphtha (Solvent) 53.06 7.12 >100 .094 @ 90°F 0.8-5.0 0.850FUEL OIL1-D 50.53 1.32 100 .041 1.3-6.0 0.8102 54.74 2.13 136 .489 0.8774 56.18 14.50 @ 100°F >130 .042 1.0-5.0 0.9005 58.36 43.50 @ 100°F >130 .042 1.0-5.0 0.9356 60.30 493.50 @ 100.42°F >150 .042 1.0-5.0 0.966LUBE OIL9250 52.43 275.00 @100°F 275-600 .042 0.840SAE 10w/30 54.81 224.5 383 0.878Used 10w/30 55.21 175.2 0.885Gear Oil (EP) 55.1 975 379-511 0.883Electrical Lube 27” 54.5 144 >230 0.873GASOLINEMOGAS

S0300-A6-MAN-060Table F-5. Typical Ultimate Analyses of Crude Oils and Petroleum Products.Carbon Hydrogen Sulphur Nitrogen OxygenPennsylvania Crude 86.06% 13.88% 0.06% 9.99% 0.00%Texas Crude 85.05 12.30 1.75 0.70 0.00California Crude 84.00 12.70 0.75 1.70 1.20Mexican Crude 83.70 10.20 4.15 - -Oklahoma Crude 85.70 13.11 0.40 0.30 -Kansas Crude (Towanda) 84.15 13.00 1.90 0.45 -Kansas Residuum 85.51 11.88 0.71 0.32 0.63Healdton (Oklahoma) Crude 85.00 12.90 0.76 - -Kansas Air Blown Residuum 84.37 10.39 0.42 0.21 4.61Byerlite Pitch 87.61 9.97 0.55 0.29 1.58Grahamite 87.20 7.50 2.00 0.20 -Trinidad Asphalt 82.60 10.50 6.50 0.50 -Commercial Gasoline 84.27 15.73 0.00 0.00 0.00Kerosene 84.74 15.26 0.01 0.00 0.00Lubricating Oil (Paraffin) 85.13 14.87 0.01 - -Lubricating Oil (Naphthene) 87.49 12.51 -.01 - -Table F-6A. Crude Oil Properties, North America and North Sea.Crude Name Producing Area Gravity ° APIViscosity cSt60°F(15 °)Pour Point°C °FAlaska North Slope (Sadlerochi, ANS) Alaska North Slope 26.4 42.40 -18 0Prudhoe Bay Alaska North Slope 27.0 75.300 0 32Kuparuk Alaska North Slope 23.0 80.00 -48 -55Granite Point Cook Inlet, Alaska 42.8 2.00

S0300-A6-MAN-060Table F-6B. Crude Oil Properties, Middle East, South America, and Pacific.Crude Name Producing Area Country Gravity ° APIViscosity cSt60°F(15 °)Pour Point°C °FAmma Ras Lanuf Libya 36.1 13 18 65Arjuna SBM, Java Sea Indonesia, W. Java 37.7 3 27 80Bachequero La Salina Venezuela 16.8 275 -23 -10Bahia Salvador Brazil 35.2 17 38 100Bakr Ras Gharib Egypt 20.0 152 7 45Bass Strait Austrailia 46.0 2 15 60Belayim Wadi Feiran Egypt 27.5 18 6 43Boscan Bajo Grande Venezuela 10.3 >20,000 15 60Bu Attifel Zueitina Libya 40.6 - 39 102Bunyu Bunyu Indonesia, E. Kalimantan 32.2 3 17.5 63Cabinda SPMB-Landana Angola 32.9 20 27 80Cinta SBM, Java Sea Indonesia, W. Java 32.0 - 43 110Duri Dumai Sumatra 20.6 100 14 57El Morgan Shaukeer Egypt 32.3 9.5 7 45Es Sider Es Sider Libya 37.0 5.7 9 48Gamba SPMB-Gamba Gabon 31.8 38 23 73Gippslank Mix Western Port Bay Australia 44.4 2 15 60Handil SBM, Handil Indonesia, E. Kalimantan 33.0 4.2 29 85Heavy Lake Mix La Salina Venezuela 17.4 600 -12 10Iranian Nowruz Bahrgan Iran 18.3 270 -26 -15Jatibarang SBM, Balongan Indonseia, W. Java 28.9 - 43 110Jobo/Morichal (Monagas) Puerto Ordaz Venezuela 12.2 3780 -1 30Lagunillas La Salina Venezuela 17.7 500 -20 -5Mandji Cap Lopez Gabon 29.0 17 9 48Merey Puerta La Cruz Venezuela 17.2 520 -23 -10Minas Dumai Indonesia, Sumatra 35.2 - 32 90Panuco Tampico Mexico 12.8 4700 2 35Pilon Carpito Venezuela 13.8 1900 -4 25Qua Iboe SBM Nigeria 35.8 3.4 10 50Quiriquire Carpito Venezuela 16.1 160 -29 -20Ras Lanuf Ras Lanuf Libya 36.9 4 7 45Rio Zulia Santa Maria Columbia 40.8 4 27 45San Joachim Puerto La Cruz Venezuela 41.5 2 24 75Santa Rosa Puerto La Cruz Venezuela 49.4 2 10 50Seria Lutong Brunei 36.9 2 2 35Shengli Qingdao P.R. China 24.2 - 21 70Taching Darien P.R. China 33.0 138 35 95Tia Juana Pesada Puerto Miranda Venezuela 13.2 >10,000 -1 30Wafra Eocene Mina Saud/Mina Abdulla Neutral Zone/Kuwait 18.6 270 -29 -20Zaire SBM Zaire 34.0 20 27 80Zeta North Puerto La Cruz Venezuela 35.0 3 21 70Figures in Table F-6B are from Response to Marine Oil Spills, 1987 (published by Witherby & Co., London, ISBN 0 948691) and are reproduced with the kind permissionof the authors, the International Tanker Owners Pollution Federation, Ltd.F-5

S0300-A6-MAN-060Table F-7. Oil-Water Emulsions and Solubility of Distillates.Types of Oil Formation of Emulsion Water % in Emulsion After 5 Days Solubility of Oil in WaterLight DistillatesGasoline None - Fairly soluble in water but evaporateseasilyKerosene None - Fairly soluble in water but evaporateseasilyNaphtha Partially Stable 5 to 10 Fairly soluble in water but evaporateseasilyHeavy DistillatesDiesel None - Soluble in waterNo. 2 Fuel Oil None - Soluble in waterNo. 4 Fuel Oil Partially Stable 5 to 10 Little solubility in waterBunker Oil Significant 70 Little solubility in waterCrude Oil Significant 70 to 85 Variable solubility in waterFigure F-1. Theoretical Evaporation Rates of Selected Distillate Fuels.F-6

S0300-A6-MAN-060Figure F-2. Relationship Between Temperature and Oil Viscosity for Representative Crude and FuelOils.F-7

S0300-A6-MAN-060F-3 GENERAL CHARACTERISTICS OF PETROLEUM BY PRODUCING REGIONThe major petroleum reserves of the world are found in North and South America, the PersianGulf area of the Middle East, the Caspian Sea region, North Africa, the North Sea and to a lesserdegree, continental Europe and the Malayan region.F-3.1 North America. The main oil-producing areas of North America have been the Appalachianregion (Pennsylvania), the Mid-Continent, the Gulf Coast, California, the Rocky Mountainarea, Mexico, Michigan, certain areas of Canada and the North Slope of Alaska.F-3.1.1 Pennsylvania. The so-called “Pennsylvania” crude, produced from wells in certain areasof Pennsylvania, West Virginia and New York, is a classic paraffin-based petroleum. As the firstcrude oil produced in quantity, it has become a basis for comparison. Pennsylvania crude is generallylight in color, with specific gravity of about 0.81. The crude is virtually free of asphaltic constituentswith only traces of sulfur and nitrogen. Gasoline and kerosene fractions may account forup to 60 percent of the volume. The heavy fractions and residuals yield paraffin, petrolatum waxand lubricating oils with relatively flat temperature-viscosity curves and high boiling points.Pennsylvania crude accounts for only a small portion of U.S. production, but the oil continues tobe commercially important because of the high quality of lubricants derived from it.F-3.1.2 Mid-Continent. Mid-Continent crudes are usually darker and heavier than Pennsylvaniacrude, with higher asphalt and sulfur contents. Specific gravity ranges from 0.81 to 0.93. Sulfurcontent is generally about 0.5 percent, although sulfur contents of 1.0 to 1.5 percent are notuncommon in West Texas and Arkansas crudes. Most of the crude produced can be classed asmixed base, although relatively paraffinic or naphthenic oils can be identified. Oil from the Oklahoma-Kansasarea, considered the classical Mid-Continent crude, are typically high in gasolinecontent (25 to 40 percent), relatively low in sulfur (0.2 to 0.4 percent) and very asphaltic. TheKansas crudes are higher in sulfur and less paraffinic; the northern, central eastern Texas oils arelower in sulfur and more paraffinic. West Texas and Texas Panhandle crudes are typically high insulfur (up to 1.5 percent) and of intermediate base, although West Texas crude from deep (Ordovician)formations is very similar to Pennsylvania crude.F-3.1.3 Gulf Coast. Gulf Coast crudes are heavy oils of intermediate to naphthenic base, withlow gasoline content, little or no wax content and high yields of naphthenic lubricating oils. Theheavy fractions and residuals are often asphaltic. Deeper formations often yield lighter oils withhigher gasoline content and lower sulfur content.F-3.1.4 California. The typical California crude, produced in the San Joaquin Valley, is heavy(specific gravity around 0.934), low in gasoline and wax content and high in asphalt content. Thegasoline has a high octane rating because of a large naphthene content. The Los Angeles area producesa lighter, more paraffinic crude (specific gravity around 0.834), although it still containsasphalt. Gasoline content may be as high as 35 percent and kerosene as high as 15 percent. Insome cases, sulfur content may be as low as 0.06 percent. The coastal area north and west of LosAngeles produces oil with qualities between those of Los Angeles and San Joaquin crudes, exceptthat sulfur content is very high—sometimes 2 to 4 percent.F-8

S0300-A6-MAN-060F-3.1.5 Alaska. Alaska’s primary oil production areas are the North Slope, including offshorefields in the Beaufort Sea and the areas in and around Prince William Sound in Southern Alaska.North Slope oil transmitted by pipeline and locally produced oil are fed to a large terminal facilityat Valdez at the head of Prince William Sound. North Slope oil tends to be heavy, of paraffinicaromaticbase. Total percentage of paraffins and aromatics in a crude oil may exceed 90 percent.Light fractions typically account for less than 20 percent of the total volume. Sulfur content isusually about 1 percent.Southern Alaska crudes, from the Cook Inlet area, are somewhat lighter than North Slope crudes,with light ends making up 20 to 40 percent of the total volume. Viscosity and pour point are lowand sulfur content is extremely low, often less than 0.01 percent.F-3.1.6 Rocky Mountain. Crudes produced in the Rocky Mountain region are either fairly intermediatecrudes or black oils with high sulfur content. Wax content is high and the waxes haveunusually high melting points. Gasoline and naphtha content of the intermediate crudes may runas high as 40 percent.F-3.1.7 Mexico. Mexican crudes are typically heavy, asphaltic, high in sulfur and low in gasolinecontent. The northern Panuco area, near Tampico, yields oil with specific gravity of about 0.972,sulfur content about 5 percent and gasoline content of 5 to 10 percent. The Tuxpan fields, 50 to100 miles south of Tampico, yield similar but less asphaltic oil with lower sulfur content (about3.5 percent) and slightly higher gasoline content (up to 15 percent). Crudes from both Tuxpan andPanuco fields have pour points of about 40°F. The Poza Rica and Tehuantepec fields producelighter crudes (specific gravity about 0.85) with lighter color, less asphalt and lower sulfur content.F-3.1.8 Michigan. Michigan crudes are of a paraffin-intermediate type, i.e., the lighter fractionsare paraffinic and the heavier fractions naphtenic. The nonvolatile residuum is to asphaltic forlubricant production. The gasoline content of about 25 percent is extremely paraffinic, leading toa low octane number.F-3.1.9 Canada. Canadian oil production is centered chiefly in Alberta, extending intoSaskatchewan, although some oil is produced in New Brunswick and Ontario and offshore fieldsin the Beaufort Sea and off the east coast. The Alberta fields initially produced primarily naturalgas and light hydrocarbons (distillate fields), but later production included intermediate base oilswith a significant wax content, up to 40-percent gasoline and about 0.5 percent sulfur. In general,oil from newer, interior fields resembles Mid-Continent crude. Offshore oil from the Beaufort Seais similar to oil from Alaska’s North Slope.F-3.2 South America. Venezuela is the principal producer of petroleum in South America, withsmall quantities produced in Columbia Peru, Argentina and Trinidad. Most of the Venezuelanfields are near Lake Maracaibo. The fields immediately adjoining Lake Maricaibo produce crudesvery similar to those from the San Joaquin valley in California, while those in eastern Venezuelayield oils resembling the California coastal crudes.F-9

S0300-A6-MAN-060Colombian crude resembles the lighter crudes from the San Joaquin Valley. Gasoline content isabout 10 percent and the absence of wax allows the production of lubricants with very low pourpoints. Peruvian crude is very light, with gasoline content of up to 40 percent and very low sulfurcontent. Argentina procedures both heavy, intermediate base crude and lighter paraffin-basecrudes. Most Trinidad crude is of mixed base resembling the California crudes. There is somevariation among the crudes produced, with some resembling the California crudes. There is somevariation among the crudes produced, with some resembling Mid-Continent crudes.F-3.3 The Middle East. The Persian Gulf area possesses the worlds largest known petroleumreserves. There are large producing fields in Iran, Iraq, Saudi Arabia, Kuwait and Bahrain.Iranian crude oils resemble middle-to low-grade Mid-Continent crudes, with a combined gasolineand kerosene content of about 50 percent, with diesel or gas oil accounting for another 25 percent.Asphalt content is 15 to 20 percent. Sulfur content is generally about 1 to 2 percent and the crudesoften lie in proximity to large pockets of natural gas with high hydrogen sulfide content.Iraqi crudes are generally similar to those of Iran. A typical oil is that from the Kirkuk field whichis rather paraffinic with a high wax content in the lubricating oil fractions. Asphalt content isabout 35 percent.Saudi crudes are similar to those of Iraq, but with greater variation in sulfur, asphalt and aromaticcontent. The Burgan field in Kuwait produces oil with about 2 percent sulfur, 20 percent asphaltand combined gasoline, kerosene and diesel content of up to 50 percent. Bahrain produces a similarcrude with a 2 percent sulfur content, 30 percent gasoline content, low wax content and lowasphalt content.F-3.4 Europe. The principal European oil production areas are the North Sea, Rumania and theregion between the black and Caspian Seas and the area to the north and east. Small quantities ofoil are produced in Austria, Germany, Holland, France, Poland and Czechoslovakia, but little isexported.The Baku fields in Russia supply mixed-base crudes, low in sulfur and high in resins and asphalticmaterial. Gasoline content is usually less than 10 percent. In some cases, such as the Surakanyfield, the oil is more paraffinic.The crude oils of Rumania are varied in character, but uniformly low in sulfur with a high proportionof aromatics.North Sea crudes are generally paraffinic- or paraffinic-naphthenic-based. Wax content is usuallyless than 7 percent and sulfur content generally less than 0.5 percent. The crude tends to be heavy,with heavy distillates and residue accounting for 30 to 80 percent of the total.F-3.5 The Far East. The crude oils of Borneo, Java, Sumatra, Burma and Assam are generallysimilar. The shallower formations tend to yield heavy, wax-free oils, some of which require nodistillation or other treatment before use as fuel oil. the crudes become lighter as depth of produc-F-10

S0300-A6-MAN-060tion increases, the deepest oils wax bearing with high gasoline and kerosene content. All Far Easterncrudes are moderately low in sulfur and high in aromatics; most are low in asphalt.F-4 POL MATERIAL SAFETY DATA SHEETSThe physical characteristics of common fuels salvors can expect to encounter and safety-relatedprocedures to protect against probable hazards are listed in Tables F-8 through F-14. The MSDSinformation, among other things, details the health hazard data, precautions for safe handling anduse, explosive hazards and control measures.Table F-8. Turbine Fuel, Aviation JP-4.MANUFACTURERMSDS DATACHEVRON ENVIRONMENTAL HEALTH CENTER Serial Number: BDPGRP.O. BOX 4054Spec. Number: MIL-T-5624RICHMOND, CA 94804-0054Grade JP-4(415) 233-3737Hazard Char. Code: GLContainer: BULKPHYSICAL/CHEMICAL CHARACTERISTICSAppearance and odor: CLEAR, CLOLORLESS TO AMBER LIQUID, KEROSENE ODOR.Boiling point: 57-274°FMelting point: N/KVapor pressure (MM Hg/70 F): 2.3-2.9PSIVapor density (Air=1): N/KSpecific gravity: 0.75-0.80Decomposition temp: N/KEvaporation rate & reference: N/KINSOLUBLE IN WATER.Percent Volatiles by Volume: N/KpH: N/KFIRE AND EXPLOSION HAZARD DATAFlash points: -51°F/-46°CFlash point method: PMLower Explosive limit: N/KUpper Explosive limit: N/K[Extinguishing Medis]FOAM, CARBON DIOXIDE, DRY CHEMICAL, WATER FOG. WATER MAY BE INEFFECTIVE AND MAY SPREAD FIRE IFIMPROPERLY USED.[Special Firefighting Procedures]USE SELF-CONTAINED BREATHING APPARATUS, ESPECIALLY IN ENCLOSED AREAS. WATER SPRAY MAY BE USED TOCOOL FIRE-EXPOSED CONTAINERS AND EQUIPMENT.[Unusual Fire & Explosion Hazards]VAPORS MAY FORM EXPLOSIVE MIXTURE WITH AIR. SATURATED NEWSPAPERS, RAGS, ETC., MAY UNDERGO SPONTA-NEOUS COMPUSTION.REACTIVITY DATASTABILITY - YES[Conditions to Avoid (Stability)]HEAT, IGNITION SOURCES.[Materials to Avoid]STRONG OXIDIZERS[Hazardous Decomposition Products]CARBON DIOXIDE, CARBON MONOXIDE.[Hazardous Polymerization Occur]NO.[Conditions to Avoid (Polymerization)]N/R.F-11

S0300-A6-MAN-060.Table F-8 (continued). Turbine Fuel, Aviation JP-4.HEALTH HAZARD DATALD50-LC50 - MIXTURE: N/RRoute of Entry - Inhalation: YESRoute of Entry - Skin: NORoute of Entry - Ingestion: YES[Health Hazards - Acute & Chronic]PRODUCT IS A MILD IRRITANT. MOST HAZARDOUS EXPOSURE; EXPOSURE IS TO AIRBORNE MIST OR OTHER ASPIRA-TION OF LIQUID INTO LUNGS. PROLONGED/REPEATED OVEREXPOSURE MAY CAUSE LIVER OR KIDNEY DAMAGE.Carcinogenity - NTP: YESCarcinogenity - IARC: YESCarcinogenity - OSHA: YES[Explanation of Carcinogenity]API HAS DONE STUDIES INDICATING THAT REPEATED OVER-EXPOSURE MAY CAUSE CANCER IN MICE. PRODUCT CON-TAINS BENZENE[Signs of Symptoms of Overexposure]EYE: MILD IRRITATION. SKIN: DRYING,DEFATTING WITH PROLONGED/REPEATED CONTACT. INHALED; HEADACHE,NAUSEA, CONFUSION, DROWSINESS. ASPIRATION OF LIQUID MAY CAUSE CHEMICAL PNEUMONITIS. INGESTED; G/IIRRITATION, NAUSEA, POSSIBLE VOMITING.[Med. Conditions Aggravated/Exposure]NONE EXPECTED.[Emergency and First Aid Procedures]EYE: FLUSH WITH WATER 15 MIN. SKIN: REMOVE CONTAMINATED CLOTHING (LAUNDER BEFORE REUSE) AND THOR-OUGHLY WASH AREA OF CONTACT WITH SOAP AND WATER. INHALED: REMOVE FROM EXPOSURE. RESUSCIATE ORGIVE OXYGEN AS NEEDED THEN GET MEDICAL ATTENTION. INGESTED: DO NOT INDUCE VOMITING. GET MEDICALATTENTION. IF ANY IRRITATION PERSISTS OR IS SEVERE, GET MEDICAL CARE.PRECAUTIONS FOR SAFE HANDLING AND USE[Steps if Material is Released or Spilled]ELIMINATE IGNITION SOURCES. USE APPROPRIATE PROTECTIVE EQUIPMENT. CONTAIN LEAK. PREVENT FROMENTERING SEWER, WATER WAY, ETC. RECOVER AS LIQUID. REPORT SPILL IF APPROPRIATE.[Neutralizing Agent]NONE.[Waste Disposal Method]DISPOSE I/A/W/FEDERAL, STATE, LOCAL REGULATIONS. INCINERATION IS RECOMMENDED FOR DISPOSAL.[Handling and Storing Precautions]STORE IN COOL AREA AWAY FROM OXIDIZERS AND IGNITION SOURCES. DETACHED STORAGE PREFERRED. GROUNDCONTAINERS DURING TRANSFER.[Other Precautions]“EMPTY” CONTAINERS MAY CONTAIN RESIDUE AND/OR FUMES WHICH ARE EXPLOSIVE. DO NOT CUT, WELD, ETC. JP-4 HAS AN EXPLOSION HAZARD SIMILAR TO GASOLINE.CONTROL MEASURES[Respiratory Protection]NOT EXPECTED TO BE NECESSARY. USE NIOSH/MSHA RESPIRATOR IF PRODUCT IS MISTED OR IF TLV/PEL ISEXCEEDED.[Ventilation]USE LOCAL EXHAUST TO MAINTAIN EXPOSURE BELOW TLV/PEL IF NORMAL ROOM VENTILATION IS INSUFFICIENT.[Protective Glove]RUBBER, PLASTIC, OR OTHER IMPERVIOUS.[Eye Protection]SAFETY GLASSES OR SPLASH GOGGLES.[Other Prolonged Equipment]WEAR PROTECTIVE CLOTHING AS NEEDED TO PREVENT PROLONGED/REPEATED CONTACT.[Supplemental Safety and Health Data]CONFORMS TO MIL-T-5624L. VAPOR PRESSURE (REID) IS GIVEN AS 2.3 TO 2.9 PSI AT 37.8°C. SPECIFIC GRAVITY RANGE:0.75 TO 0.80. EXTREMELY FLAMMABLE. HARMFUL OR FATAL IF SWALLOWED.F-12

S0300-A6-MAN-060Table F-9. Turbine Fuel, Aviation JP-5.MANUFACTURERMSDS DATAAMOCO OIL CO.Serial Number: BGXMT200 EAST RANDOLPH DRIVESpec. Number: MIL-T-5624CHICAGO, ILGrade JP-5(800) 447-8735Hazard Char. Code: F-4(312) 856-3907Unit of Issue: GLBULK CONTAINERPHYSICAL/CHEMICAL CHARACTERISTICSAppearance and odor: CLEAR, CLOLORLESS TO AMBER LIQUID, KEROSENE ODOR.Boiling point: N/KMelting point: N/KVapor pressure (MM Hg/70°F): N/KVapor density (Air=1): N/KSpecific gravity:

S0300-A6-MAN-060Table F-9 (continued). Turbine Fuel, Aviation JP-5.HEALTH HAZARD DATALD50-LC50 - MIXTURE: N/KRoute of Entry - Inhalation: YESRoute of Entry - Skin: NORoute of Entry - Ingestion: YES[Health Hazards - Acute & Chronic]PRODUCT IS A MILD IRRITANT. MOST HAZARDOUS EXPOSURE; EXPOSURE IS TO AIRBORNE MIST OR OTHER ASPIRA-TION OF LIQUID INTO LUNGS. PROLONGED/REPEATED OVEREXPOSURE MAY CAUSE LIVER OR KIDNEY DAMAGE.Carcinogenity - NTP: YESCarcinogenity - IARC: YESCarcinogenity - OSHA: YES[Explanation of Carcinogenity]API HAS DONE STUDIES INDICATING THAT REPEATED OVER-EXPOSURE MAY CAUSE CANCER IN MICE. PRODUCT CON-TAINS BENZENE[Signs of Symptoms of Overexposure]EYE: MILD IRRITATION. SKIN: DRYING,DEFATTING WITH PROLONGED/REPEATED CONTACT. INHALED; HEADACHE,NAUSEA, CONFUSION, DROWSINESS. ASPIRATION OF LIQUID MAY CAUSE CHEMICAL PNEUMONITIS. INGESTED; G/IIRRITATION, NAUSEA, POSSIBLE VOMITING.[Med. Conditions Aggravated/Exposure]NONE EXPECTED.[Emergency and First Aid Procedures]EYE: FLUSH WITH WATER 15 MIN. SKIN: REMOVE CONTAMINATED CLOTHING (LAUNDER BEFORE REUSE) AND THOR-OUGHLY WASH AREA OF CONTACT WITH SOAP AND WATER. INHALED: REMOVE FROM EXPOSURE. RESUSCIATE ORGIVE OXYGEN AS NEEDED THEN GET MEDICAL ATTENTION. INGESTED: DO NOT INDUCE VOMITING. GET MEDICALATTENTION. IF ANY IRRITATION PERSISTS OR IS SEVERE, GET MEDICAL CARE.PRECAUTIONS FOR SAFE HANDLING AND USE[Steps if Material is Released or Spilled]ELIMINATE IGNITION SOURCES. USE APPROPRIATE PROTECTIVE EQUIPMENT. CONTAIN LEAK. PREVENT FROMENTERING SEWER, WATER WAY, ETC. RECOVER AS LIQUID. REPORT SPILL IF APPROPRIATE.[Neutralizing Agent]NONE.[Waste Disposal Method]DISPOSE I/A/W/FEDERAL, STATE, LOCAL REGULATIONS. INCINERATION IS RECOMMENDED FOR DISPOSAL.[Handling and Storing Precautions]STORE IN COOL AREA AWAY FROM OXIDIZERS AND IGNITION SOURCES. DETACHED STORAGE PREFERRED. GROUNDCONTAINERS DURING TRANSFER.[Other Precautions]“EMPTY” CONTAINERS MAY CONTAIN RESIDUE AND/OR FUMES WHICH ARE EXPLOSIVE. DO NOT CUT, WELD, ETC. JP-5 HAS AN EXPLOSION HAZARD SIMILAR TO GASOLINE.CONTROL MEASURES[Respiratory Protection]NOT EXPECTED TO BE NECESSARY. USE NIOSH/MSHA RESPIRATOR IF PRODUCT IS MISTED OR IF TLV/PEL ISEXCEEDED.[Ventilation]USE LOCAL EXHAUST TO MAINTAIN EXPOSURE BELOW TLV/PEL IF NORMAL ROOM VENTILATION IS INSUFFICIENT.[Protective Glove]RUBBER, PLASTIC, OR OTHER IMPERVIOUS.[Eye Protection]SAFETY GLASSES OR SPLASH GOGGLES.[Other Prolonged Equipment]WEAR PROTECTIVE CLOTHING AS NEEDED TO PREVENT PROLONGED/REPEATED CONTACT.F-14

S0300-A6-MAN-060Table F-10. Shell Turbine Fuel, JP-8.MANUFACTURERMSDS DATASerial Number: BGXRRSHELL OIL CO.Spec. Number: MIL-T-831331 SHELL PLAZAGrade JP-8P.O. BOX 2463Hazard Char. Code: F4HOUSTON, TX 77001Unit of Issue: GL(713) 473-9461BULK CONTAINER(713) 241-4819NCR/State License Number: N/RNet Prollent Weight-Ammo: N/RPHYSICAL/CHEMICAL CHARACTERISTICSAppearance and odor: CLEAR, CLOLORLESS TO AMBER LIQUID, KEROSENE ODOR.Boiling point: 320°F/160°CMelting point: -58F/-50_CVapor pressure (MM Hg/70°F):Vapor density (Air=1): 1Specific gravity: 0.81Decomposition temp: N/KEvaporation rate & reference: N/KNEGLIGABLE SOLUBILITY IN WATER.Percent Volatiles by Volume: N/KpH: N/KFIRE AND EXPLOSION HAZARD DATAFlash points:100°FFlash point method: TCCLower Explosive limit: 0.7Upper Explosive limit: 5.0[Extinguishing Medis]FOAM, CARBON DIOXIDE, DRY CHEMICAL, WATER FOG. WATER MAY BE INEFFECTIVE AND MAY SPREAD FIRE IFIMPROPERLY USED.[Special Firefighting Procedures]USE SELF-CONTAINED BREATHING APPARATUS, ESPECIALLY IN ENCLOSED AREAS. WATER SPRAY MAY BE USED TOCOOL FIRE-EXPOSED CONTAINERS AND EQUIPMENT.[Unusual Fire & Explosion Hazards]WHEN HEATED SUFFICIENTLY, VAPORS MAY FORM EXPLOSIVE MIXTURE WITH AIR. SATURATED NEWSPAPERS,RAGS, ETC., MAY UNDERGO SPONTANEOUS COMPUSTION.REACTIVITY DATASTABILITY - YES[Conditions to Avoid (Stability)]HEAT, IGNITION SOURCES.[Materials to Avoid]STRONG OXIDIZERS[Hazardous Decomposition Products]CARBON .[Hazardous Polymerization Occur]NO.[Conditions to Avoid (Polymerization)]N/R.F-15

S0300-A6-MAN-060Table F-10 (continued). ShellTurbine Fuel, JP-8.HEALTH HAZARD DATALD50-LC50 - MIXTURE: N/KRoute of Entry - Inhalation: YESRoute of Entry - Skin: NORoute of Entry - Ingestion: YES[Health Hazards - Acute & Chronic]PRODUCT IS A MILD IRRITANT. MOST HAZARDOUS EXPOSURE; EXPOSURE IS TO AIRBORNE MIST OR OTHER ASPIRA-TION OF LIQUID INTO LUNGS. PROLONGED/REPEATED OVEREXPOSURE MAY CAUSE LIVER OR KIDNEY DAMAGE.Carcinogenity - NTP: NOCarcinogenity - IARC: NOCarcinogenity - OSHA: NO[Explanation of Carcinogenity]API HAS DONE STUDIES INDICATING THAT REPEATED OVER-EXPOSURE MAY CAUSE CANCER IN MICE.[Signs of Symptoms of Overexposure]EYE: MILD IRRITATION. SKIN: DRYING,DEFATTING WITH PROLONGED/REPEATED CONTACT. INHALED; HEADACHE,NAUSEA, CONFUSION, DROWSINESS. ASPIRATION OF LIQUID MAY CAUSE CHEMICAL PNEUMONITIS. INGESTED; G/IIRRITATION, NAUSEA, POSSIBLE VOMITING.[Med. Conditions Aggravated/Exposure]NONE EXPECTED.[Emergency and First Aid Procedures]EYE: FLUSH WITH WATER 15 MIN. SKIN: REMOVE CONTAMINATED CLOTHING (LAUNDER BEFORE REUSE) AND THOR-OUGHLY WASH AREA OF CONTACT WITH SOAP AND WATER. INHALED: REMOVE FROM EXPOSURE. RESUSCIATE ORGIVE OXYGEN AS NEEDED THEN GET MEDICAL ATTENTION. INGESTED: DO NOT INDUCE VOMITING. GET MEDICALATTENTION. IF ANY IRRITATION PERSISTS OR IS SEVERE, GET MEDICAL CARE.PRECAUTIONS FOR SAFE HANDLING AND USE[Steps if Material is Released or Spilled]ELIMINATE IGNITION SOURCES. USE APPROPRIATE PROTECTIVE EQUIPMENT. CONTAIN LEAK. PREVENT FROMENTERING SEWER, WATER WAY, ETC. RECOVER AS LIQUID. REPORT SPILL IF APPROPRIATE.[Neutralizing Agent]NONE.[Waste Disposal Method]DISPOSE I/A/W/FEDERAL, STATE, LOCAL REGULATIONS. INCINERATION IS RECOMMENDED FOR DISPOSAL.[Handling and Storing Precautions]STORE IN COOL AREA AWAY FROM OXIDIZERS AND IGNITION SOURCES. DETACHED STORAGE PREFERRED. GROUNDCONTAINERS DURING TRANSFER.[Other Precautions]“EMPTY” CONTAINERS MAY CONTAIN RESIDUE AND/OR FUMES WHICH ARE EXPLOSIVE. DO NOT CUT, WELD, ETC. JP-8 HAS AN EXPLOSION HAZARD SIMILAR TO GASOLINE.CONTROL MEASURES[Respiratory Protection]NOT EXPECTED TO BE NECESSARY. USE NIOSH/MSHA RESPIRATOR IF PRODUCT IS MISTED OR IF TLV/PEL ISEXCEEDED.[Ventilation]USE LOCAL EXHAUST TO MAINTAIN EXPOSURE BELOW TLV/PEL IF NORMAL ROOM VENTILATION IS INSUFFICIENT.[Protective Glove]RUBBER, PLASTIC, OR OTHER IMPERVIOUS.[Eye Protection]SAFETY GLASSES OR SPLASH GOGGLES.[Other Prolonged Equipment]WEAR PROTECTIVE CLOTHING AS NEEDED TO PREVENT PROLONGED/REPEATED CONTACT.[Supplemental Safety and Health Data]MSDS NO 52,309 SHELL CODE 23540.F-16

S0300-A6-MAN-060Table F-11. Diesel Fuels Arctic, DFA.MANUFACTURERMSDS DATASerial Number: BGXGPMOBILE OIL CORP.Spec. Number: W-F-8003225 GALLOWS RD.Grade GR DF-AFAIRFAX, VA 22037Char Code: F4(212) 833-4411 EMERGENCYUnit of Issue: DR(703) 849-3265 INFO.55 GAL DRUM CONTAINERNCR/State License Number: N/RPHYSICAL/CHEMICAL CHARACTERISTICSAppearance and odor: CLEAR, CLOLORLESS TO AMBER LIQUID, KEROSENE ODOR.Boiling point: 300°F -550°FMelting point: N/KVapor pressure (MM Hg/70°F): 0.5MMVapor density (Air=1): N/KSpecific gravity: 0.82-0.87Decomposition temp: N/KEvaporation rate & reference: N/KNEGLIGIBLE SOLUBILITY IN WATER.Percent Volatiles by Volume: N/KpH: N/KFIRE AND EXPLOSION HAZARD DATAFlash points:100°FFlash point method: D-93Lower Explosive limit: N/KUpper Explosive limit: N/K[Extinguishing Medis]FOAM, CARBON DIOXIDE, DRY CHEMICAL, WATER FOG. WATER MAY BE INEFFECTIVE AND MAY SPREAD FIRE IFIMPROPERLY USED.[Special Firefighting Procedures]USE SELF-CONTAINED BREATHING APPARATUS, ESPECIALLY IN ENCLOSED AREAS. WATER SPRAY MAY BE USED TOCOOL FIRE-EXPOSED CONTAINERS AND EQUIPMENT.[Unusual Fire & Explosion Hazards]WHEN HEATED SUFFICIENTLY, VAPORS MAY FORM EXPLOSIVE MIXTURE WITH AIR. SATURATED NEWSPAPERS,RAGS, ETC., MAY UNDERGO SPONTANEOUS COMPUSTION.REACTIVITY DATASTABILITY - YES[Conditions to Avoid (Stability)]HEAT, IGNITION SOURCES.[Materials to Avoid]STRONG OXIDIZERS[Hazardous Decomposition Products]CARBON DIOXIDE, CARBON MONOXIDE.[Hazardous Polymerization Occur]NO.[Conditions to Avoid (Polymerization)]N/R.F-17

S0300-A6-MAN-060Table F-11 (continued). Diesel Fuels Arctic, DFA.HEALTH HAZARD DATALD50-LC50 - MIXTURE: N/KRoute of Entry - Inhalation: YESRoute of Entry - Skin: NORoute of Entry - Ingestion: YES[Health Hazards - Acute & Chronic]PRODUCT IS A MILD IRRITANT. MOST HAZARDOUS EXPOSURE; EXPOSURE IS TO AIRBORNE MIST OR OTHER ASPIRA-TION OF LIQUID INTO LUNGS. PROLONGED/REPEATED OVEREXPOSURE MAY CAUSE LIVER OR KIDNEY DAMAGE.Carcinogenity - NTP: NOCarcinogenity - IARC: NOCarcinogenity - OSHA: NO[Explanation of Carcinogenity]API HAS DONE STUDIES INDICATING THAT REPEATED OVER-EXPOSURE MAY CAUSE CANCER IN MICE.[Signs of Symptoms of Overexposure]EYE: MILD IRRITATION. SKIN: DRYING,DEFATTING WITH PROLONGED/REPEATED CONTACT. INHALED; HEADACHE,NAUSEA, CONFUSION, DROWSINESS. ASPIRATION OF LIQUID MAY CAUSE CHEMICAL PNEUMONITIS. INGESTED; G/IIRRITATION, NAUSEA, POSSIBLE VOMITING.[Med. Conditions Aggravated/Exposure]NONE EXPECTED.[Emergency and First Aid Procedures]EYE: FLUSH WITH WATER 15 MIN. SKIN: REMOVE CONTAMINATED CLOTHING (LAUNDER BEFORE REUSE) AND THOR-OUGHLY WASH AREA OF CONTACT WITH SOAP AND WATER. INHALED: REMOVE FROM EXPOSURE. RESUSCIATE ORGIVE OXYGEN AS NEEDED THEN GET MEDICAL ATTENTION. INGESTED: DO NOT INDUCE VOMITING. GET MEDICALATTENTION. IF ANY IRRITATION PERSISTS OR IS SEVERE, GET MEDICAL CARE.PRECAUTIONS FOR SAFE HANDLING AND USE[Steps if Material is Released or Spilled]ELIMINATE IGNITION SOURCES. USE APPROPRIATE PROTECTIVE EQUIPMENT. CONTAIN LEAK. PREVENT FROMENTERING SEWER, WATER WAY, ETC. RECOVER AS LIQUID. REPORT SPILL IF APPROPRIATE.[Neutralizing Agent]NONE.[Waste Disposal Method]DISPOSE I/A/W/FEDERAL, STATE, LOCAL REGULATIONS. INCINERATION IS RECOMMENDED FOR DISPOSAL.[Handling and Storing Precautions]STORE IN COOL AREA AWAY FROM OXIDIZERS AND IGNITION SOURCES. DETACHED STORAGE PREFERRED. GROUNDCONTAINERS DURING TRANSFER.[Other Precautions]“EMPTY” CONTAINERS MAY CONTAIN RESIDUE AND/OR FUMES WHICH ARE EXPLOSIVE. DO NOT CUT, WELD, ETC.DFA HAS AND EXPLOSION HAZARD SIMILAR TO GASOLINE.CONTROL MEASURES[Respiratory Protection]NOT EXPECTED TO BE NECESSARY. USE NIOSH/MSHA RESPIRATOR IF PRODUCT IS MISTED OR IF TLV/PEL ISEXCEEDED.[Ventilation]USE LOCAL EXHAUST TO MAINTAIN EXPOSURE BELOW TLV/PEL IF NORMAL ROOM VENTILATION IS INSUFFICIENT.[Protective Glove]RUBBER, PLASTIC, OR OTHER IMPERVIOUS.[Eye Protection]SAFETY GLASSES OR SPLASH GOGGLES.[Other Prolonged Equipment]WEAR PROTECTIVE CLOTHING AS NEEDED TO PREVENT PROLONGED/REPEATED CONTACT.F-18

S0300-A6-MAN-060Table F-12. Gasoline, Automotive, Regular, MOGAS Leaded.MANUFACTURERAMOCO OIL CO.200 EAST RANDOLPH DRIVECHICAGO, IL 60601(800) 447-8735 EMERGENCY(312) 856-3907 INFO.MSDS DATASerial Number: BGWPVSpec. Number: W-G-001690GRADE GR REGULAR, ALL CLASChar. Code: F2NCR/State License Number: N/RPHYSICAL/CHEMICAL CHARACTERISTICSAppearance and odor: CLEAR, CLOLORLESS TO AMBER LIQUID, KEROSENE ODOR.Boiling point: 80-430°FMelting point: N/KVapor pressure (MM Hg/70°F): N/KVapor density (Air=1): 3.5 (AIR)Specific gravity: 0.72-0.76Decomposition temp: N/KEvaporation rate & reference: N/KNEGLIGABLE SOLUBILITY IN WATER.Percent Volatiles by Volume: 100pH: N/KAuto-ignition Temperature: 495°FFIRE AND EXPLOSION HAZARD DATAFlash point: -45°FLower Explosive limit: 1.3Upper Explosive limit: 7.6[Extinguishing Medis]DRY CHEMICAL, CARBON DIOXIDE, FOAM, WATER FOG WATER MAY BE INEFFECTIVE AS PRODUCT MAY SPREAD FIREAND WILL FLOAT.[Special Firefighting Procedures]USE SELF-CONTAINED BREATHING APPARATUS, ESPECIALLY IN ENCLOSED AREAS. WATER SPRAY MAY BE USED TOCOOL FIRE-EXPOSED CONTAINERS AND EQUIPMENT.[Unusual Fire & Explosion Hazards]VAPORS MAY FORM EXPLOSIVE MIXTURE WITH AIR. SATURATED NEWSPAPERS, RAGS, ETC., MAY UNDERGO SPONTA-NEOUS COMPUSTION.REACTIVITY DATASTABILITY - YES[Conditions to Avoid (Stability)]HEAT, SPARKS AND OTHER IGNITION SOURCES, VAPORS ACCUMULATE.[Materials to Avoid]STRONG OXIDIZERS[Hazardous Decomposition Products]CARBON DIOXIDE, CARBON MONOXIDE.[Hazardous Polymerization Occur]NO.[Conditions to Avoid (Polymerization)]N/R.F-19

S0300-A6-MAN-060Table F-12 (continued). Gasoline, Automotive, Regular, MOGAS Leaded.HEALTH HAZARD DATALD50-LC50 - MIXTURE: ORAL RAT LD50 18,800 MG/KGRoute of Entry - Inhalation: YESRoute of Entry - Skin: NORoute of Entry - Ingestion: YES[Health Hazards - Acute & Chronic]PRODUCT IS A MILD IRRITANT. MOST HAZARDOUS EXPOSURE; EXPOSURE IS TO AIRBORNE MIST OR OTHER ASPIRA-TION OF LIQUID INTO LUNGS. PROLONGED/REPEATED OVEREXPOSURE MAY CAUSE LIVER OR KIDNEY DAMAGE.Carcinogenity - NTP: YESCarcinogenity - IARC: YESCarcinogenity - OSHA: YES[Explanation of Carcinogenity]API HAS DONE STUDIES INDICATING THAT REPEATED OVER-EXPOSURE MAY CAUSE CANCER IN MICE. PRODUCT CON-TAINS BENZENE[Signs of Symptoms of Overexposure]EYE/SKIN CONTACT: TRANSITORY EYE IRRITATION. HIHALED: RESPIRATORY IRRITATION, CENTRAL NERVOUS SYS-TEM DEPRESSION INCLUDING, EUPHORIA, HEADACHE, DIZZINESS, DROWSINESS, FATIGUE, TREMORS, CONVULSIONS,NAUSEA, VOMITING, DIARRHEA, LOSS OF CONSCIOUSNESS, AND FINALLY DEATH. INGESTED: G/I IRRITATION, PLUSSYMPTOMS SIMILAR TO THOSE UNDER “INHALES”.[Med. Conditions Aggravated/Exposure]PRE-EXISTING EYE, SKIN CONDITIONS OR IMPAIRED LIVER, KIDNEY FUNCTION MAY BE AGGRAVATED BY THIS PROD-UCT.[Emergency and First Aid Procedures]EYE: FLUSH WITH WATER 15 MIN. SKIN: WASH WITH SOAP AND WATER. INHALED: REMOVE TO FRESH AIR. RESUSCI-ATE OR GIVE OXYGEN AS NEEDED THEN GET MEDICAL ATTENTION. INGESTED: DO NOT INDUCE VOMITING. GETMEDICAL ATTENTION. IF VOMITING OCCURS, MINIMIZE ASPIRATION-HAZARD.PRECAUTIONS FOR SAFE HANDLING AND USE[Steps if Material is Released or Spilled]ELIMINATE IGNITION SOURCES. USE APPROPRIATE PROTECTIVE EQUIPMENT. STOP LEAK AND CONTAIN SPILL. DIKEAS NEEDED TO KEEP SPILL FROMENTERING SEWER, WATER WAY, ETC. WATER FOG MAY BE USED TO REDUCEVAPORS AND PERSONAL HAZARD. REPORT SPILL.[Neutralizing Agent]NONE.[Waste Disposal Method]DISPOSE I/A/W/FEDERAL, STATE, LOCAL REGULATIONS. PRODUCT QUALIFIES AS IGNITABLE WASTE AND CANNOT BELANDFILLED. IF RECOVERY OR RECYCLE ARE UNACCEPTABLE, INCINERATION IS ACCEPTABLE FOR DISPOSAL.[Handling and Storing Precautions]STORE IN COOL, DRY, ISOLATED, WELL VENTILATED AREA. KEEP IGNITION SOURCES AWAY. GROUND CONTAINERSTO PREVENT STATIC DISCHARGE DURING TRANSFERS.[Other Precautions]FIRE EXPLOSION ARE THE ACUTE HAZARDS OF THIS PRODUCT. TAKE EXTRAORDINARY STEPS TO PREVENT THEM.CONTROL MEASURES[Respiratory Protection]NOT EXPECTED TO BE NECESSARY. USE NIOSH/MSHA RESPIRATOR IF PRODUCT IS MISTED OR IF TLV/PEL ISEXCEEDED.[Ventilation]USE LOCAL EXHAUST TO MAINTAIN EXPOSURE BELOW TLV/PEL IF NORMAL ROOM VENTILATION IS INSUFFICIENT.[Protective Glove]RUBBER, PLASTIC, OR OTHER IMPERVIOUS.[Eye Protection]SAFETY GLASSES OR SPLASH GOGGLES.[Other Prolonged Equipment]SAFETY SHOWER/EYE WASH. WORK CLOTHING AS NEEDED TO PROTECT FROM PROLONGED/REPEATED CONTACT..[Supplemental Safety and Health Data]MSDS NO 02003993.F-20

S0300-A6-MAN-060MANUFACTURERTEXACO INC.P.O. BOX 509BEACON, NY 12508-0509Table F-13. Marine Diesel Fuel DFM, F-76Serial Number: BGXCQSpec. Number: MIL-F-16884Char. Code: F4Issue: GLBULK CONTAINERNRC/State License Number: N/RMSDS DATAPHYSICAL/CHEMICAL CHARACTERISTICSAppearance and odor: CLEAR, CLOLORLESS TO AMBER LIQUID, KEROSENE ODOR.Boiling point: 640°F/338°CMelting point: N/KVapor pressure (MM Hg/70°F): LOWVapor density (Air=1): N/KSpecific gravity: 0.844Decomposition temp: N/KEvaporation rate & reference: N/KSolubility in Water: N/KPercent Volatiles by Volume: N/KpH: N/KFIRE AND EXPLOSION HAZARD DATAFlash points: 160°F/71°CFlash point method: PMLower Explosive limit: N/KUpper Explosive limit: N/K[Extinguishing Medis]DRY CHEMICAL, WATER FOG. WATER MAY BE INEFFECTIVE AND MAY SPREAD FIRE IF IMPROPERLY USED.[Special Firefighting Procedures]USE SELF-CONTAINED BREATHING APPARATUS, ESPECIALLY IN ENCLOSED AREAS. WATER SPRAY MAY BE USED TOCOOL FIRE-EXPOSED CONTAINERS AND EQUIPMENT.[Unusual Fire & Explosion Hazards]WHEN HEATED SUFFICIENTLY, VAPORS MAY FORM EXPLOSIVE MIXTURE WITH AIR. SATURATED NEWSPAPERS,RAGS, ETC., MAY UNDERGO SPONTANEOUS COMPUSTION.REACTIVITY DATASTABILITY - YES[Conditions to Avoid (Stability)]HEAT, IGNITION SOURCES.[Materials to Avoid]STRONG OXIDIZERS[Hazardous Decomposition Products]CARBON DIOXIDE, CARBON MONOXIDE.[Hazardous Polymerization Occur]NO.[Conditions to Avoid (Polymerization)]N/R.F-21

S0300-A6-MAN-060Table F-13 (continued). Marine Diesel Fuel DFM, F-76.HEALTH HAZARD DATALD50-LC50 - MIXTURE: N/RRoute of Entry - Inhalation: YESRoute of Entry - Skin: NORoute of Entry - Ingestion: YES[Health Hazards - Acute & Chronic]PRODUCT IS A MILD IRRITANT. MOST HAZARDOUS EXPOSURE; EXPOSURE IS TO AIRBORNE MIST OR OTHER ASPIRA-TION OF LIQUID INTO LUNGS. PROLONGED/REPEATED OVEREXPOSURE MAY CAUSE LIVER OR KIDNEY DAMAGE.Carcinogenity - NTP: NOCarcinogenity - IARC: NOCarcinogenity - OSHA: NO[Explanation of Carcinogenity]API HAS DONE STUDIES INDICATING THAT REPEATED OVER-EXPOSURE MAY CAUSE CANCER IN MICE. PRODUCT CON-TAINS BENZENE[Signs of Symptoms of Overexposure]EYE: MILD IRRITATION. SKIN: DRYING,DEFATTING WITH PROLONGED/REPEATED CONTACT. INHALED; HEADACHE,NAUSEA, CONFUSION, DROWSINESS. ASPIRATION OF LIQUID MAY CAUSE CHEMICAL PNEUMONITIS. INGESTED; G/IIRRITATION, NAUSEA, POSSIBLE VOMITING.[Med. Conditions Aggravated/Exposure]NONE EXPECTED.[Emergency and First Aid Procedures]EYE: FLUSH WITH WATER 15 MIN. SKIN: REMOVE CONTAMINATED CLOTHING (LAUNDER BEFORE REUSE) AND THOR-OUGHLY WASH AREA OF CONTACT WITH SOAP AND WATER. INHALED: REMOVE FROM EXPOSURE. RESUSCIATE ORGIVE OXYGEN AS NEEDED THEN GET MEDICAL ATTENTION. INGESTED: DO NOT INDUCE VOMITING. GET MEDICALATTENTION. IF ANY IRRITATION PERSISTS OR IS SEVERE, GET MEDICAL CARE.PRECAUTIONS FOR SAFE HANDLING AND USE[Steps if Material is Released or Spilled]ELIMINATE IGNITION SOURCES. USE APPROPRIATE PROTECTIVE EQUIPMENT. CONTAIN LEAK. PREVENT FROMENTERING SEWER, WATER WAY, ETC. RECOVER AS LIQUID. REPORT SPILL IF APPROPRIATE.[Neutralizing Agent]NONE.[Waste Disposal Method]DISPOSE I/A/W/FEDERAL, STATE, LOCAL REGULATIONS. INCINERATION IS RECOMMENDED FOR DISPOSAL.[Handling and Storing Precautions]STORE IN COOL AREA AWAY FROM OXIDIZERS AND IGNITION SOURCES. DETACHED STORAGE PREFERRED. GROUNDCONTAINERS DURING TRANSFER.[Other Precautions]“EMPTY” CONTAINERS MAY CONTAIN RESIDUE AND/OR FUMES WHICH ARE EXPLOSIVE. DO NOT CUT, WELD, ETC.CONTROL MEASURES[Respiratory Protection]NOT EXPECTED TO BE NECESSARY. USE NIOSH/MSHA RESPIRATOR IF PRODUCT IS MISTED OR IF TLV/PEL ISEXCEEDED.[Ventilation]USE LOCAL EXHAUST TO MAINTAIN EXPOSURE BELOW TLV/PEL IF NORMAL ROOM VENTILATION IS INSUFFICIENT.[Protective Glove]RUBBER, PLASTIC, OR OTHER IMPERVIOUS.[Eye Protection]SAFETY GLASSES OR SPLASH GOGGLES.[Work Hygienic Practices]USE GOOD INDUSTRIAL HYGIENE PRACTICE. AVOID UNNECESSARY CONTACT.[Supplemental Safety and Health Data]PRODUCT CODE 00813.F-22

S0300-A6-MAN-060Table F-14. Residual Fuel Oil, Bunker Fuel Oil, Bunker C.MANUFACTURERCOASTAL EAGLE POINT OIL9-GREENWAY PLAZAHOUSTON, TX 77046(713) 877-1400 EMERGENCY(713) 877-1400 INFO.Serial Number: BGWDVSpec. Number: ASTM-D-396GADE 6 CLASChar. Code: F4Net Unit Weight: BULKNCR/State License Number: N/RPHYSICAL/CHEMICAL CHARACTERISTICSAppearance and odor: BLACK LIQUID TO HEAVY PASTE; MILD PETROLEUM ODOR.Boiling point: 500°F/260°CMelting point: -20°FVapor pressure (MM Hg/70 F): 0.2Vapor density (Air=1): N/KSpecific gravity: 0.97Evaporation rate & reference:

S0300-A6-MAN-060Table F-14 (continued). Residual Fuel Oil, Bunker Fuel Oil, Bunker C.HEALTH HAZARD DATALD50-LC50 - MIXTURE: N/KRoute of Entry - Inhalation: YESRoute of Entry - Skin: YESRoute of Entry - Ingestion: YES[Health Hazards - Acute & Chronic]ACUTE: IRRITATING TO EYES, SKIN, MUCUOS MEMBRANES AND RESPIRATORY TRACT, CNS EFFECTS. DUE TO INHA-LATION: HEADACHE, DIZZINESS, NAUSEA, VOMITING, LOSS OF COORDINATION. HARMFUL OR FATAL IS INGESTED.CHRONIC: DRYING OF SKIN, DERMATITIS.Carcinogenity - NTP: N/KCarcinogenity - IARC: N/KCarcinogenity - OSHA: N/K[Explanation of Carcinogenity]SHOWS NO DATA.[Signs of Symptoms of Overexposure]SEE HEALTH HAZARDS DATA.[Med. Conditions Aggravated/Exposure]PRE-EXISTING CONDITIONS MAY WORSEN.[Emergency and First Aid Procedures]EYE: FLUSH WITH PLENTY OF WATER FOR 15-20 MIN.; CALL A PHYSICIAN. SKIN: WASH WITH SOAP AND WATER. INHA-LATION: REMOVE TO FRESH AIR, CALL A PHYSICIAN. INGESTION: DO NOT INDUCE VOMITING, CALL A PHYSICIANIMMEDIATELY.PRECAUTIONS FOR SAFE HANDLING AND USE[Steps if Material is Released or Spilled]USE PROPER PERSONAL PROTECTION; REMOVE ALL IGNITION SOURCES. CONTAIN FREE LIQUID IF POSSIBLE; USESUITABLE INERT ABSORBENT MATERIAL AND RECOVER FOR PROPER DISPOSAL.[Neutralizing Agent]N/R.[Waste Disposal Method]DISPOSAL OF OR INCINERATE COLLECTED MATERIAL IN ACCORDANCE WITH LOCAL, STATE, AND FEDERAL REGULA-TIONS. IF RECOVERY OR RECYCLE ARE UNACCEPTABLE,.[Handling and Storing Precautions]STORE IN COOL, DRY, WELL VENTILATED AREA. KEEP AWAY FROM HEAT, OPEN FLAMES; DO NOT USE CONTAMI-NATED CLOTHES.CONTROL MEASURES[Respiratory Protection]USE NIOSH/MSHA APPROVED RESPIRATOR FOR ORGANIC VAPOR/MIST IF ABOVE PEL/TLV OR SCBA IN AN ENCLOSEDAREA.[Ventilation]LOCAL/GENERAL TO MAINTAIN PEL/TLV..[Protective Glove]IMPERVIOUS.[Eye Protection]SAFETY GLASSES/GOGGLES.[Other Prolonged Equipment]IMPERVIOUS APRON; EYE-WASH FACILITIES.[Work Hygienic Practices]AVOID CONTACT WITH EYES AND SKIN; DO NOT BREATHE VAPORS/MIST; WASH THOROUGHLY AFTER EACH USE..F-24

S0300-A6-MAN-060APPENDIX GHEALTH AND SAFETY STANDARDS FOR OIL SPILL RESPONSE SITESG-1 INTRODUCTIONThe National Contingency Plan, in 40 CFR 300.135, states that The OSC/RPM is responsible foraddressing worker health and safety concerns at a response scene. Crude petroleum and petroleumproducts are defined as hazardous materials by the transportation section of the Code ofFederal Regulations (49 CFR); oil spill sites are therefore “uncontrolled hazardous waste sites,”and safety precautions for hazardous material/waste operations apply to spill cleanup operations.Additional hazards may be presented by spill response chemicals, solvents and detergents used toclean up response equipment, industrial machinery, vessel operations, vehicle traffic and the outdoorenvironment.The inherent requirement to provide for worker safety is formalized in 40 CFR 300.150 whichrequires that oil spill response actions comply with the OSHA provisions for the health and safetyof workers involved in hazardous waste operations and emergency response as contained in 29CFR 1910.120. 40 CFR 300.150 also mandates compliance with all applicable state and Federalworkplace safety and health regulations, including but not limited to the OSHA construction standards(29 CFR 1926) and general industry standards (29 CFR 1910). These requirements apply togovernment employees, contractors and volunteers. The following paragraphs consist of informationextracted from the most pertinent portions of 29 CFR 1910.120. Spill response managersshould consult the latest edition of the CFR to ensure complete compliance with all legal requirements.G-2 HAZARDOUS WASTE (OIL SPILL) SITE OPERATIONS HEALTH AND SAFETYEmployers of spill response workers are required to develop and implement a written safety andhealth program. The program shall be designed to identify, evaluate and control safety and healthhazards and shall include the following elements:• An organizational structure• A comprehensive work plan• A site-specific safety and health plan• A safety and health training program• A medical surveillance program• The employer’s standard operating procedures for safety and healthG-1

S0300-A6-MAN-060• Any necessary interface between general program and site-specific activitiesEmployers shall develop and implement a program as part of the safety and health program toinform employees, contractors and subcontractors of the nature, level and degree of exposurelikely as a result of participation in hazardous waste operations at the site.G-2.1 Organizational Structure. The organizational structure part of the program shall establishthe chain of command and specify the responsibilities of supervisors and employees, defining,as a minimum, the following elements:• A general supervisor with responsibility and authority to direct all hazardous wasteoperations• A site safety supervisor with responsibility and authority to develop and implement thesite safety and health plan and verify compliance• All other personnel required for hazardous waste site operations and emergencyresponse and their functions and responsibilities• Lines of authority, responsibility and communicationThe organizational structure shall be reviewed and modified as necessary to reflect the currentstatus of waste site operations.G-2.2 Comprehensive Work Plan. The comprehensive work program shall:• Define work tasks and objectives• Identify methods for accomplishing defined tasks and objectives• Identify required resources and logistics• Establish personnel requirements• Provide for the implementation of the required safety and health training• Provide for the implementation of the medical surveillance program• Provide for the implementation of the required informational programsG-2.3 Site-specific Safety and Health Plan. The site-specific safety and health plan shall bekept on site. The plan shall address the safety and health hazards of each phase of site operationand protective measure, including, at a minimum, the following elements:• A safety and health risk hazard analysis for each site task and operation found in thecomprehensive work planG-2

S0300-A6-MAN-060• Employee training assignments under the required safety and health training plan• Personal protective equipment required for each site task• Medical surveillance requirements• Required frequency and types of air monitoring, personnel monitoring and environmentalsampling• Site control measures• Confined space entry procedures• Decontamination procedures• An emergency response plan• A spill containment program for accidental spills of collected oil, fuel, industrial chemicalsor other hazardous materials employed or collected at the siteG-2.3.1 Pre-Entry Briefings. The safety and health plan shall provide for pre-entry briefings tobe held prior to initiating any site activity and at such other times as necessary to ensure thatemployees are made aware of the site safety and health plan and conditions at the site.G-2.3.2 Site Evaluation and Hazard Identification. Hazardous waste sites shall be evaluated toidentify specific site hazards and determine appropriate protective measures. A preliminary evaluationshall be performed prior to site entry to aid in the selection of protection measures for theevaluation team. Immediately after initial site entry, a more detailed evaluation will be conductedto identify site hazards and aid in the selection of engineering controls and personal protectiveequipment for site workers.Suspected conditions that may pose inhalation or skin absorption hazards shall be identified duringthe preliminary survey and evaluated during the detailed survey. Examples of such conditionsinclude, but are not limited to, potentially explosive or flammable conditions, visible vapor cloudsand confined spaces. To the extent available, the following information shall be obtained prior topermitting site entry by employees:• Location and approximate size of the site• Description of the response activity or job tasks• Duration of planned employee activity• Site topography and accessibility• Safety and health hazards expected at the siteG-3

S0300-A6-MAN-060• Hazardous substances and health hazards involved or expected at the site and theirchemical and physical properties• Pathways for hazardous substance dispersion• Present status and capabilities of emergency response teams that would provide assistanceto the siteG-2.3.3 Monitoring. Air monitoring shall be conducted when site information is not sufficient toreasonably eliminate the possible presence of combustible gases and airborne toxins or irritants indangerous concentrations.G-2.3.4 Employee Notification. Any information concerning the chemical, physical or toxicologicalproperties of substance known or suspected to be at the site that is known to the employerand relevant to employee duties shall be made available to employees before they start work at thesite.G-2.3.5 Site Control. Appropriate site control measures shall be implemented to controlemployee exposure to hazardous substances and conditions. Elements of a site control programinclude a site map, use of a “buddy” system in high hazard areas, effective site communications,standard operating procedures for safe work practices and identification of the nearest medicalassistance.G-2.4 Safety and Health Training. All employees working on site (such as, but not limited togeneral laborers, equipment operators, drivers) who may be exposed to hazardous substances orhealth or safety hazards and their supervisors shall be trained to recognize and deal with site hazardsbefore they are permitted to engage in or supervise hazardous waste operations. In addition tosafety and health training, employees shall be trained and qualified to the level required by theirjob function and responsibility before participating in or supervising field activities. Trainingshall thoroughly cover the following topics:• Names of personnel and alternates responsible for site safety and health• Safety, health and other hazards on site• Use of personal protective equipment• Work practices by which employees can minimize risks from hazards• Safe use of engineering controls and equipment at the site• Medical surveillance requirements, including recognition of symptoms and signswhich might indicate overexposure to hazardsG-4

S0300-A6-MAN-060• The decontamination procedures, confined space entry procedures, emergencyresponse plan and spill containment program from the site specific safety and healthplanG-2.4.1 Training Requirements. General site laborers, equipment operators, supervisors andother personnel engaged in hazardous substance removal or other activities that routinely exposeor potentially expose them to hazardous substances and health hazards shall receive a minimumof 40 hours of instruction off the site, followed by a minimum of three days field experience underthe supervision of a trained, experienced supervisor.Workers on site only occasionally, for specific limited tasks and who are unlikely to be exposed tohazardous substances over permissible exposure limits, shall receive a minimum of 24 hours ofinstruction off the site, followed by a minimum of one day field experience under the supervisionof a trained, experienced supervisor.Workers regularly on site who work in areas where it has been determined by monitoring or othermeans that exposures to hazardous substances are under permissible limits, that there are nohealth hazards and that there is no possibility of a hazardous material emergency developing, shallreceive a minimum of 24 hours of instruction off the site, followed by a minimum of one day fieldexperience under the supervision of a trained, experienced supervisor.Following initial training, employees shall receive eight hours of refresher training annually.G-2.4.2 Equivalent Training. Employees who can document training or work experience equivalentto the required training described above do not require the initial 40- or 24-hour training.However, workers with equivalent training new to a site shall receive appropriate site-specifictraining before site entry and an appropriate period of supervised field activity at the site.G-2.5 Medical Surveillance. A medical surveillance program shall be instituted for the followingemployees:• All employees who are or may be exposed to hazardous substances or health hazards ator above permissible exposure limits for 30 days or more per year• All employees who wear a respirator for 30 days or more per year• All employees who are injured, become ill or develop signs or symptoms due to possibleoverexposure to hazardous substancesGenerally, medical examinations and consultations are required at the following intervals foremployees subject to medical surveillance:• Prior to assignment• At least annuallyG-5

S0300-A6-MAN-060• At termination of employment or reassignment to an area or job where the employeewould not be subject to medical surveillance• As soon as possible after an injury or the onset of illness or symptoms• At additional times or more frequent intervals if recommended by the attending physicianG-2.6 Work Practices and Personal Protection. Employee protection from health and safetyhazards is obtained by the use of engineering controls, work practices and personal protectiveequipment (PPE). Employers may use Material Safety Data Sheets (MSDS), included as TablesF-8 through F-14, or other published literature as a guide to selecting appropriate protective measures.G-2.6.1 Engineering Controls and Work Practices. Engineering controls and work practicesshall be instituted to keep employee exposure to hazardous substances at or below permissibleexposure limits. Engineering controls include the use of pressurized cabs or booths for equipmentoperators or the use of remote-operated equipment. Work practices include removing nonessentialemployees from potentially hazardous work sites, siting employees upwind of possible airbornehazards, limiting the use of open flame and spark-producing equipment, limiting employee staytime on site, wetting down dusty operations and similar measures.Where it is not feasible to employ engineering controls and work practices alone, any reasonablecombination of engineering controls, work practices and personal protective equipment (PPE)shall be used to keep employee exposure below permissible limits.G-2.6.2 Personal Protective Equipment. Personal protective equipment shall be selected andused as required to protect employees from hazards and potential hazards that cannot reasonablybe obviated by engineering controls and work practices. Personal protective equipment selectionshall be based on an evaluation of performance characteristics relative to the hazards and potentialhazards to which the wearer may be exposed, site conditions, task specific conditions and taskduration.The employer shall establish a written personal protective equipment program, as part of the sitespecific safety and health plan, addressing the following elements:• PPE selection based on site hazards• PPE use and limitations• Work mission duration• PPE maintenance and storage• PPE decontamination and disposalG-6

S0300-A6-MAN-060• PPE training and proper fitting• PPE donning and doffing procedures• PPE inspection prior to, during and after use• Evaluation of the effectiveness of the PPE program• Limitations during temperature extremes, heat stress and other appropriate medicalconsiderationsPersonal protective equipment is divided into four categories—A, B, C and D—based on thedegree of protection afforded, with level A providing the most protection. The categories aredescribed fully in Appendix B of 29 CFR 1910.120 and Chapter 6 of the U.S. Navy Salvage SafetyManual, S0400-AA-SAF-010. For most oil spill response work, level D or perhaps level C protectionshould be sufficient, although full respiratory protection (SCBA or airline mask) may berequired in some situations.G-2.7 General Workplace (Facilities) Requirements. In addition to standards relating directlyto actual or potential exposure to hazardous substances, 29 CFR 1910.120 establishes standardsfor workspace illumination and sanitation.G-2.7.1 Illumination. Employee areas and work sites shall be lighted to not less than the intensitiesgiven in Table G-1 while work is in progress.Table G-1. Minimum Employee Area Illumination Intensity.Area or Operation DescriptionIllumination IntensityFoot-CandlesGeneral site areas 5Excavation and waste areas, accessways, active storage areas, loading platforms,refueling areas, field maintenance areasGeneral shops—mechanical and electrical equipment rooms, active storerooms, barracksor living quarters, locker or dressing rooms, dining areas, toilets, indoor workrooms510Indoor spaces—warehouses, corridors, hallways, exitways 5First aid stations, infirmaries, offices 30G-2.7.2 Material Safety Data Sheets. Personnel such as supervisors, site laborers, equipmentoperators and others who engage in hazardous substance removal should be familiar with theMSDS applicable to the materials they are expected to handle. This includes any solvents or otherchemicals used.G-2.7.3 Potable Water. An adequate supply of potable water shall be provided at the site. Portablecontainers used to dispense drinking water shall be equipped with a tap and capable of beingtightly closed. Water shall not be dipped from containers. Containers used to distribute drinkingG-7

S0300-A6-MAN-060water shall be clearly marked and not used for any other purpose. Where single-service cups areprovided, both a sanitary container for unused cups and a receptacle for the disposal of used cupsshall be provided.There shall be no connection—open or potential—between systems providing potable and nonpotablewater.G-2.7.4 Nonpotable Water. Outlets and containers for nonpotable water, such as firefightingwater, seawater or similar, shall be identified to indicate clearly that the water is not safe fordrinking, washing or cooking.G-2.7.5 Toilets. One toilet seat and one urinal shall be provided for each 40 employees if fewerthan 200 workers are employed at the site, or for each 50 employees if more than 200 workers areemployed. Under temporary field conditions, provisions shall be made to assure that at least onetoilet facility is available.G-2.7.6 Food Handling. All food service facilities and operations shall meet the applicable lawsordinances and regulations of the jurisdiction in which they are located.G-2.7.7 Temporary Sleeping Quarters. When temporary quarters are provided, they shall beheated, ventilated and lighted.G-2.7.8 Washing Facilities. The employer shall provide adequate washing facilities for employeesengaged operations that may expose them to hazardous substances. Washing facilities shall benear the worksite, but in areas where exposure levels are below permissible limits and shall beequipped to enable employees to remove hazardous substances from themselves.G-2.7.9 Showers and Change Rooms. When cleanup or removal operations at a site requiremore than six months, the employer shall provide showers and change rooms for all employeesexposed to hazardous substances and health hazards. Showers and change rooms shall meet therequirements of 29 CFR 1910.141. If it is not possible to locate showers and change rooms inareas where exposure levels are below permissible limits, they shall be provided with a ventilationsystem that will supply air with contaminant levels lower than permissible exposure limits.Change rooms shall consist of two separate change areas separated by the shower. One changearea with an exit leading off the worksite shall provide employees with an area where they can puton, remove and store street clothing. The second change area with an exit leading to the worksiteshall provide employees with an area where they can put on, remove and store work clothing andpersonal protective clothing. Employers shall ensure that employees shower at the end of theirwork shift and when leaving the hazardous waste site.G-8

S0300-A6-MAN-060APPENDIX HCONVERSION TABLESThe following tables include the conversion factors most commonly required in oil spill responseoperations. See Appendix B of the U.S. Navy Ship Salvage Manual, Volume 1, S0300-A6-MAN-010, for more extensive conversion tables.Table H-1. Metric System.LENGTH1 meter (m)1,00 meters1 liter (l)1 kiloliter (kl)1 milliliter (ml)1 kilogram (kg)1,000 kilograms= 10 decimeter (dm)= 100 centimeters (cm)= 1,000 millimeters (mm)= 1 kilometer (km)VOLUME= 1,000 milliliters (ml)= 1 cubic decimeter (dm 3 )= 1,000 liters= 1 cubic meter (m 3 )= 1 cubic centimeter (cc)MASS= 1,000 grams (g)= 1 tonne (metric ton)H-1

S0300-A6-MAN-060Table H-2. Basic Metric/English Equivalents.MEASURES OF LENGTH1 meter1 meter1 centimeter1 millimeter1 square meter (m 2 )1 square meter (m 2 )1 square centimeter1 cubic meter (m 3 )1 cubic meter (m 3 )1 liter1 liter1 liter (1)1 cubic meter1 kilogram (kg)1 tonne= 39.37 inches= 3.281 feet= 0.3937 inches= 0.03937 inches1 inch1 foot1 inch1 inch= 0.0254 meter= 0.3048 meter= 2.54 centimeters= 25.4 millimetersMEASURES OF AREA= 10.76 square feet 1 square foot = 0.0929 square meter= 1.196 square yards 1 square yard = 0.836 square meter= 0.155 square inches 1 square inch = 6.452 square centimetersMEASURES OF VOLUME= 35.3 cubic feet 1 cubic foot (ft 3 ) = 0.0283 cubic meter= 1.31 cubic yards 1 cubic yard (yd 3 ) = 0.764 cubic meter= 61.023 cubic inches 1 cubic foot (ft 3 ) = 28.32 liters= 0.0353 cubic foot 1 cubic inch (in 3 ) = 0.016339 liters= 0.264 U.S. gallons 1 U.S. gallon (gal) = 3.79 liters= 264.17 gallons 1 U.S. gallon = 0.0038 cubic meterMEASURES OF WEIGHT AND MASS= 2.205 pounds 1 pound= 0.454 kilograms= 1.1023 short tons 1 short ton= 0.9072 tonne= 2205 pounds= 907.2 kilograms= 0.9842 longs tons 1 long ton= 1.016 tonneH-2

S0300-A6-MAN-060Table H-3. Common Flow Rate Conversions.MULTIPLY BY TO OBTAINLiters per seconds (lps) 15.83 = 162.12Liters per minute (lpm) 0.26 = 0.250.0353M 3 /hour 4.40.5880.2781.01 = 1.00.98 = 1.01.025 = 1.0M 3 /second 15850.22118Ft 3 /min (cfm) 7.48 -= 7.50.472 = 0.528.321.7141.6711.7410.00047 = 0.0005U.S. GPM 0.1340.0633.790= 40.229 = 0.230.2230.2330.000060.228 = 0.23gallons per minute (gpm)cubic feet per minute (cfm)gpmcfmgpmcfmlpstons seawater/hourtons fresh water/hourtonnes seawater/hourgpmcfmgpmlpslpmtons seawater/hourtons fresh water/hourtonnes seawater/hourm 3 /secondcfmlpslpmtones seawater/hourtons fresh water/hourtonnes seawater/hourm 3 /secm 3 /hour, tonnes fresh water/hourH-3

S0300-A6-MAN-060Table H-4. Common Pressure Conversions.MULTIPLY BY TO OBTAINFeet of seawaterFeet of fresh waterPsiPsiInches of mercuryPsiPsiAtmospheresAtmospheresBar0.445 = 0.450.434 = 0.432.252.31 = 2.30.49 = 0.52.04 2.00.0714.7 = 1510.08 = 10.014.51.02 = 1.0psipsifeet of seawaterfeet of fresh waterpsiinches of mercuryatmoshperespsimeters of seawaterpsikg/cm 2Table H-5. Common Density Conversions.MULTIPLY BY TO OBTAINLb/ft 3Kg/m 3m 3 /tonneft 3 /Iton16.020.062432.870.279kg/m 3lb/ft3ft 3 /Itonm 3 /tonneH-4

S0300-A6-MAN-060Table H-6. General Conversion Factors.MULTIPLY BY TO OBTAINAtmospheres 33.9 = 3433.1 = 3329.92 = 3014.7Bars 0.98714.510,200Barrels 5.615420.159159Cubic centimeters 0.00026420.0338Cubic feet 7.48 = 7.528.320.1781,7280.02832Cubic meters 35.31264.26.291,0001Cubic meters/hour 4.40.589 = 0.6Gallons (U.S.) 0.13370.0037853.7850.8332310.238feet of fresh water (ffw)feet of seawater (fsw)inches of mercury (in Hg)lb/in 2 (psi)atmospherespsikg/m 2cubic feet (ft 3 )U.S. gallons (gal)kiloliters, m 3litersgallons (U.S.)ouncesgallonslitersbblin 3m 3ft 3gallonsbblliterskilolitersgallons/minuteft 3 /minft 3m 3litersImperial gallonsin 3bblGallons (Imperial) 1.201 gallons (U.S.)Gallons per minute 0.228 cubic meters/hourKilograms/m 2 0.00142 lb/in 2 (psi)Kilometers/hour 54.680.53960.6214feet/minuteknotsmphH-5

S0300-A6-MAN-060Table H-6 (Continued). General Conversion Factors.MULTIPLY BY TO OBTAINKiloliters 16.29264.2220.135.311.308Knots 1.85321.1516Millimeters of mercury 0.001320.04350.044613.62.7850.0193cubic metersbblU.S. galImperial galcubic ftcubic ydskilometers/hourstatute miles/houratmospheresfeet of seawaterfeet of fresh waterkg/m 2lb/ft 2psiNewtons 0.225 pounds (lb)Pounds 0.454 kilogramsPounds/ft 3 16.02 kilograms/m 3Pounds/inch 2 703.1kilogram/m 2144pounds/ft 2Tons (short) 907.22,0000.89290.9072Tonne 0.9841.10232,2051,000kglbslong tonstonneslong tonsshort tonslbskgH-6

S0300-A6-MAN-060Table H-7 . Power Conversion.MULTIPLY BY TO OBTAINHorsepower 0.746 kilowattsKilowatts 1.3404 horsepowerBtu 778.3 foot-poundsFoot-pounds 0.001285 BtuBtu 0.0003927 horsepower hoursHorsepower hours 2,554.1 BtuBtu 0.0002928 Kilowatt hoursKilowatt hours 3,412.75 BtuTable H-8. Temperature Conversion.Degrees Fahrenheit (°F) = (9/5 x degrees Celsius) + 32Degrees Celsius (°C) = 5/9 x (degrees Fahrenheit - 32)H-7

U.S. Navy Ship Salvage Manual Volume 6 - Oil Spill Response

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?