Marine Oils Spill Response Techniques

The Basics of Marine
Oil Spill Response

Table of Contents Page
Responder Health and Safety 4

 Basic Safety Rules
 Confined Spaces
 Aircraft Safety Rules
 Workplace Risk Assessment
 Safe Work Procedures
Safe Vessel Operations 8

 Vessel Crew Requirements
 Water Safety/Emergency Procedures
 Workboat Protocol
 Equipment Safety
 Equipment Safety
 Vessel Operations
 Vessel Maintenance
 General Safety Rules
 Engine Room Safety
 Galley Safety
 Safe Boarding
 Fueling Safety
 Pre-trip Safety Check
Spill Response Command Structure 16

 Manageable Span of Control
 Span of Control Considerations
Spill Response Strategies 18

Shoreline Cleanup Assessment Team (SCAT) 19
Characteristics of Oil Spilled in the Marine 20
Environment
Behavior of Oil Spilled in the Marine Environment 20
 Spreading
 Weathering
 Evaporating
 Photo-oxidization
 Dispersion
 Dissolution
 Emulsification
 Biodegradation
Oil Spill Control 22

Containment 24
 Boom basics
 Boom deployment
 Open water deployment
 Containment boom
 Deflection boom
 Exclusion boom
 Boom anchoring
Sorbents 30
 Sorbent boom
 Snare
The Basics of Marine Oil Spill Response Page 2

Page
Mechanical Recovery 32
 RBS Multi Head Skimmer
 T-12 Disk Skimmer
 T-18 Disk Skimmer
 GT-185 Skimmer
Passive Recovery 41
 Deployment considerations and limitations
 Shoreline flush kit
 Shoreline flushing (low pressure deluge)
Decontamination (Decon) 46
 Goals of decon
 Types of decon
 Primary decon area set up
 Equipment and personnel resources
Portable Storage 51
 Storage selection
CANFLEX Sea Slug Procedure 52

Waste Management 58
 Temporary off-site storage
 Transportation options
Oil Identification 59
Oil Spill Estimations 69
Oil Types 70
Standard/Metric Area Chart 71
Operational Effectiveness 72
 Entrainment
 Containment
Glossary of Terms 74
Glossary of Acronyms 84

Responder Health and Safety
Protection of human health and safety are fundamental objectives in any oil spill response
operation. The use of safe work procedures and practices help to reduce safety risks to
response personnel, the surrounding community and the environment. Controlling access to
the affected area is an important means of protecting the public by avoiding exposure to the
spilled oil.
Basic Safety Rules
All spill response personnel must be trained in basic safety rules including the appropriate
selection and use of personal protective equipment and the safe operation of any equipment
they will be operating.
Regardless of their experience and the work they are required to perform all workers must be
oriented to:
 Site-specific health and safety rules
 Emergency procedures
 Evacuation procedures
 Location of first aid attendant
Basic safety rules which should be followed by all spill response workers:
 Respond defensively
 Never work alone
 Incorporate safety risk assessments into all actions
 Never work in environments that are beyond their training
 Never enter the spill area unnecessarily
 Avoid contamination contact
 Remember every spill situation has potential health hazards
In order to provide a flexible and safe approach for spill responders, a “buddy system” must be
used during all oil spill response efforts. This buddy system involves a minimum of two people
working as a team.
Typically, spill response equipment is staged in temporary configurations in locations where
surfaces may be slippery or uneven. Many cleanup efforts will be performed in remote, isolated
locations where immediate medical assistance may not be available. These and other types of
situations can increase the risk of accidents and their consequences.
The potential humane health risk associated with oil spill response efforts include:
 Fire
 Explosion
 Hazardous atmospheres
 Demanding physical activities under possibly adverse climatic conditions such as extreme
cold or heat

Hearing protection must be used in high noise areas. Locations where hearing protection is
required include: the vicinity of aircraft, any areas where personnel are working around vacuum
trucks, heavy equipment, generators, power packs and generally where noise levels require
personnel to raise their voices to be heard.
Also, be aware of hazards from:
 Large mammals (especially bears)
 Poisonous plants (i.e. poison ivy)
 Insect bites/stings
 Vehicle accidents off-road (rollover, bank instability)
 High tides that may block access or escape routes
 Working in areas with slippery surfaces due to ice, oil or kelp
 Confined spaces
Appropriate personal protective equipment (PPE), suitable for the exposure and risk at hand,
will be provided to all response personnel.
PPE will typically consist of:
 Hard hats
 Gloves
 Coveralls
 Boots
 Safety glasses
 Ear protectors
 Rain gear
 Cold weather gear as needed
 Respiratory protection (after fit test)
Confined Spaces
Many areas considered as confined spaces can be found along both urban and isolated
shorelines. Examples are caves, road & railway bridges, docks and wharfs. At NO time will
response workers be required to work inside a confined space. They must be aware of the risks
and notify their supervisor immediately if oiled shoreline extends into a confined space.

Aircraft Safety Rules
There are situations where oil spill responders will require transportation to isolated locations by
fixed wing aircraft or helicopters. All passengers will be given an aircraft safety orientation prior
to flying. However, some basic safety rules are as follows:
 The pilot is in charge of the aircraft and passengers during all phases of flight and in
emergency situations
 When approaching or leaving the aircraft:
 Approach only after the pilot has signaled
 Always approach or leave at a 90o angle to the aircraft and in view of the pilot
 Never walk near or under the tail rotor of a helicopter or near the propeller of an airplane
 Always approach or leave a helicopter in a crouched position
 DO NOT leave any aircraft until instructed by the pilot
 Passenger and pilot must wear:
 Seat belts that must be fastened during takeoff and remain fastened until after the
aircraft has landed
 Hearing protection on all helicopter flights
 Life jacket during overwater flights
Workplace Risk Assessment
Risk analysis tools are used to identify and address hazards associated with:
 Planned tasks and procedures
 Task Specific Risk Assessment
 Tailgate Safety Meeting
 Real-time actions
 Last Minute Risk Assessment
A risk assessment serves as a tool to:
 involve workers by asking them stop and think about the work they are about to start and
risks involved;
 record the steps to take before the preparation of the equipment, the area, and the work to
be performed;
 identify and communicate to the persons performing the work, all safety precautions to take,
the specific procedures to follow, and the protective equipment to use in order to safely
complete the work;
 ensure the proper authorization of non-routine work and provide records;
 prevent errors of judgment and the taking of shortcuts which may increase the risk; and
 safeguard people and assets.

The risk assessment itself does not make the job safe. However, it ensures that proper
consideration is given to the hazards and that the risk is mitigated prior to the commencement
work.
Safe Work Procedure
The need for safe work procedures arises in instances of any non-routine or high-risk maintenance/repair
work, construction work, vehicle entry into an undesignated area, or any other work which may expose
the workers to hazards and variables encountered in the line of duty. All tasks requiring a safe work
procedure will require approval from a supervisor.
Last Minute Risk Assessment
5 STEP
PLANNING PROCESS
1. WHAT AM I ABOUT TO DO?
2. HOW AM I GOING TO DO IT?
3. WHAT DO I NEED TO DO THE JOB?

4. HOW CAN I BE INJURED?
5. WHAT AM I GOING TO DO ABOUT IT?
DO THE JOB
SAFELY

Safe Vessel Operations
Oil Spill Response Vessels are used during all aspects of a marine spill response.
Basic safety rules for the operation of WCMRC vessels are as follows:
Skimming Vessels – Burrard Cleaner No. 1, 2 9 and Eagle Bay
Burrard Cleaner No. 1:
 All operations (including training, exercises, and spill response) – minimum three
(3) crew qualified as deckhands and in operation of the LORI brush skimmer and
ancillary systems.
 Skimmer crew shall travel aboard the tug boat when in transit.
Burrard Cleaner No. 2:
 In transit – minimum of two (2) persons, consisting of a qualified Master and a
qualified deck crew member.
 All operations (including training, exercises, and spill response) – minimum of three
(3) persons, consisting of a qualified Master and two (2) qualified deck crew trained
in the operation of the MARCO skimmer.
Burrard Cleaner No. 9
in the operation of the MARCO skimmer.
Eagle Bay
in the operation of the LAMOR brush skimmer. One (1) deck crew shall be qualified
as vessel engineer.
Response Vessels – Burrard Cleaner No. 8 and 11
(3) persons, consisting of a qualified Master and two (2) qualified deck crew.
Boom Boats – Burrard Cleaner No. 6 and 7
(3) persons, consisting of a qualified Master and two (2) qualified deck crew.

Work Boats and Skiffs
 All operations (including training, exercises, and spill response) – minimum of two
(2) persons, consisting of a qualified Operator and one (1) qualified deckhand.
Crew Boat – Burrard Cleaner No. 5
 All operations (including training, exercises, and spill response) – minimum of two
(2) persons, consisting of a qualified Operator and one (1) qualified deckhand.
Transport Canada approved personal floatation devices or life jackets must be properly
worn by Master and deck crew at all times.
All cargo must be stowed and secured. Vessels are never to be overloaded.
When underway, crews must:
 Maintain a log of activities using the vessel logbook
 Respect all speed restrictions established in the area
 Obey all Collision Regulations
 Ensure that forecast weather and sea conditions are appropriate for the size and
type of vessel
 Ensure that crew members are properly clothed and equipped for the conditions
to be encountered
 Advise someone of the trip destination, course, radio frequency, planned action
and estimated time of arrival and return
Water Safety/Emergency Procedures
In the event that an on-water accident/emergency is reported, the following information
should be obtained:
 name and location of vessel?
 number of people on board?
 any injuries, and if so, identify them
 any immediate danger?
 is the caller able to operate the vessel or the radio equipment (VHF/UHF/cellular)?
 is the operator on “traffic” (channel 12)?
This information should be passed on to the Canadian Coast Guard Search and Rescue
Center immediately at: 1-800-567-5111.
In the event of an emergency at or on a dock, dial 911.
Workboat Protocol
Workboats are used extensively during spill response activities. Some basic safety
rules are as follows:
 Transport Canada approved personal floatation devices or lifejackets must be worn
at all times.
 Decks may be slippery. Remove the source of potential slip and fall. Either clean up
immediately or post signage warning of the hazard.
 Do not overload the vessel. Know the maximum capacity.

 Secure all cargo to prevent shifting during transit.
 When traveling in a boat:
 obey all speed limitations;
 follow all navigation rules;
 have a proper first aid kit, emergency signal kit, communications equipment,
navigation equipment, running lights, and warning horns on board;
 do not go out in bad weather or rough seas unless absolutely necessary; and
 always inform someone of your trip destination, course, radio frequency, planned
actions, and estimated time of arrival and return.
 Smoking is not permitted on or around workboats at any time.
 Possession or consumption of alcohol is not permitted.
 Dress warmly; temperatures away from the shoreline usually decrease and the wind
chill may be significant.
 Stay out of the water unless absolutely necessary; hypothermia can occur quickly.
Equipment Safety
Follow the manufacturer‟s instructions for operating and maintaining all equipment. If
machinery is in need of repair, it must be reported to the supervisor so that it may be
fixed as soon as possible. Following is a list of other steps to improve safety around
equipment.
 Inspect winches, booms, and related equipment regularly. Check the hardware,
lines, and cables closely for signs of wear or stress.
 Moving parts of power-operated equipment should be guarded if possible.
 All rigging (i.e. slings, chains, hoists, etc.) must be inspected regularly and kept in
safe working order.
 All movable davits must have a device to lock them in place. This prevents the davit
from jerking back and striking crew. Don‟t use a bolt in place of a locking pin.
 Never stand under a suspended load.
 Avoid stepping over lines under tension.
 Ladders must be of sound design and good condition. Any portable ladders must be
secured.
 Ensure that all equipment controls are clearly marked.
 Winches, drums, capstans, and other related equipment must have a master on/off
switch on deck that is easy to reach. Ensure that it is clearly marked and that all
personnel on board know its location.
 Stay clear of the radar scanner. Place a “Do Not Operate” sign on the wheelhouse
radar receiver when someone is working around the scanner.
 Operating equipment should not be oiled, adjusted, or cleaned unless safe work
procedures are in place that will protect the worker from injury.
 Before repairing machinery, the power must be disconnected and secured (see
Energy Lockout Procedures No. 11.3). If equipment has to be kept operating during
maintenance (i.e. if shutting down equipment is unsafe), procedures must be put in
place to prevent injury from moving or energized parts.

Vessel Operating Procedures
The following lists some basic safety procedures for all WCMRC vessels. For
instructions regarding specific WCMRC vessels, including start-up and shut down
procedures, refer to the WCMRC Operations Policies and Procedures Manual.
Vessel Maintenance
It is very important to perform all vessel maintenance tasks at their scheduled intervals.
This will ensure not only a quick and efficient response, but also the safety of all
personnel on board.
Keeping a general state of safety on your vessel means thinking ahead, staying alert,
and being organized. Following are some general tips to keep personnel safe when on
board vessels. Included are general safety guidelines, safe work procedures and tips
for engine room, galley, boarding safety and fueling.
General Vessel Safety
 A Transport Canada approved PFD or Life Jacket must be worn at all times when on
a vessel.
 Coil tie-up lines when not in use so crew do not trip over them.
 Tie ladders down or store them safely when you are not using them.
 When not using water hoses, coil them on brackets.
 After removing hatch covers, secure them so they won‟t slide or shift.
 Keep passageways clear. Don‟t store gear in them.
 Tools and equipment must be securely stowed when not in use.
 Don‟t clean with gasoline or other liquids that can catch on fire.
 All work areas – including decks and the engine room – must be kept free of slipping
and tripping hazards.
 Unless told otherwise (for instance, as listed in the Operations Branch Procedures
Manual), turn off all stoves and cabin heaters when leaving the vessel.
 Monitor channel 16. Also, monitor the vessel traffic system (VTS) for updates on
traffic and navigation hazards, and the weather channel.
 All personnel aboard should inform their supervisor of any allergies or special
medication requirements.
Safe Work Procedures
 Keep long hair tucked under a hat. This will prevent hair from getting caught in
pulleys, winches, and other equipment.
 Wear close-fitting clothing (such as coveralls), which are less likely to get caught in
machinery. Avoid wearing clothing with exposed buttons – they can easily get
caught in gear.
 Wear a hard hat when working under moving equipment, or when working under
objects that could fall.
 Protect your hands by wearing the right gloves for the job. Wear gloves when
handling rope. Wire rope may have “jaggers” which can cause cuts or lodge in the
skin. All types of rope can cause skin burns.
 Avoid wearing rings. They can get caught in lines and other gear and equipment.

 Grab rails, handrails, and guardrails, must be installed, where practical, to keep crew
from falling overboard.
 Use lifelines, where practical, when there is a risk of falling into the sea.
 All work areas must have enough lighting so that work can be done safely. Make
sure there is enough lighting in stairways, companionways, and near ladders. Make
sure deck lights do not interfere with the night navigation of other vessels. As an
added safety step, consider attaching a safety line to large floodlights. A light fixture
that falls from its mounting could seriously injure crew.
 Do not run on deck – you are more likely to slip, trip, or fall.
 Never walk over a partially open hatch or manhole. If the hatch or manhole covers
shifts, you could fall down the opening.
 Deck openings and hatches that are not being used must be closed and secured to
prevent down flooding and crew accidentally falling into them. Ensure that manhole
covers seal properly. Deck openings and hatches that need to be open for
ventilation must be marked and guarded.
 Take the engine out of gear if you need to go out on deck when traveling alone. The
vessel is less likely to travel away from you if you fall overboard.
 The main engine must be turned off if a diver is working underwater near the vessel.
Look for diving flags to tell you when there is a diver in the area.
 All WCMRC personnel and/or contractors must use safe lifting techniques. When
lifting, bend your knees and lift with your legs – not your back. Use a hoist or winch,
or ask for help, if something is too heavy to lift alone.
 All WCMRC personnel and/or contractors should report all unsafe conditions to their
supervisor.
Engine Room Safety
 Keep as little water in the bilge as possible. Clean bilge strainers regularly and test
the bilge alarm.
 Don‟t let oil and grease build up on engine room ladders or in the engine room itself.
Clean ladders regularly to prevent personnel from slipping and falling.
 Wear hearing protection when working in the engine room.
 Ensure that all exhaust pipes are away from wood and other material that can catch
fire: where needed, cover the pipes with lagging.
 When seacocks are not required to be open, turn the valve handle to the “off”
position.
Galley Safety
 Don‟t hang washcloths, gloves, hats, or other items over the stove to dry. They
could fall onto the stovetop and catch fire.
 When cooking with grease and oil, do not leave the stove unattended. A fire may
start accidentally.
 Keep knives and other utensils stores safely in racks or drawers. Store pots and
pans safely. Use table covers made of non-slip material.
 Keep an ABC or AB fire extinguisher in the galley, near the entrance, if possible.
Hang the extinguisher in a bracket, where it can be easily seen and reached.
 Galley stoves must have guards to stop cooking gear from siding off the stovetop.

 Stove fuel tanks and lines must not be located directly above the stove. A leaking
tank or line above the stove can easily catch fire.
 Stove fuel tanks must have a “shut-off” valve at the tank. The valve allows you to
turn off the fuel supply if there‟s a stove fire, if the stove controls break, or if the
stove needs repair. Use proper fuel lines.
 Galley stoves must be bolted down or otherwise secured so they don‟t slide or
move. The space between the stove and firewalls must be large enough to allow
clean-up of oil and grease.
Safe Boarding
 Use a gangway or ladder (which must be secured) to board or exit the vessel. Keep
gangways and ladders clean.
 Never run or jump from the dock to the vessel, or between vessels.
 If the vessel deck is lower than the dock, climb down the dock ladder to the deck or
bulwarks. Then step over, holding a ladder rung with one hand and the vessel
railing with the other hand.
 When tying the vessel to the dock, don‟t exit the vessel until it‟s safe. An early exit
could cause a slip between the dock and the vessel.
Fueling Procedures
The following steps should be taken every time a vessel is refueled:
 NO SMOKING
 Moor boat securely
 Stop engines.
 Portable tanks must be fueled ashore.
 Turn off heater, stove, fridge, etc.
 Do not operate electrical equipment.
 Close hatches and doors.
 Keep sorbent pads handy in case of spill.
 Hold nozzle against fill pipe.
 Do not overfill.
 After fueling, start blower and ventilate before starting engine.
Pre-trip
Before leaving the dock, your vessel must be ready and capable to travel.
Many safety concerns can be identified through the scheduled maintenance
inspections. In addition, completing a checklist of the vessel‟s systems, equipment, and
supplies can ensure vessel and crew safety.
Ensure that all boats comply with the appropriate federal regulations. In addition to the
items discussed below, certain types of vessels will require items such as Coast Guard
approved fire extinguishers, backfire flame control, powered ventilation, sound signaling
devices (different from emergency signals), navigation lights/signals, pollution placards,
and marine sanitation devices.

Boat operators should familiarize themselves and crew with safety features and
equipment on their boats.
Boats should only be operated by qualified individuals.
Life jackets, floater coats, floater suits, or other appropriate and approved Personal
Flotation Devices (PFDs) must be worn by all personnel.
 Use of floater suits is particularly critical under conditions of cold stress.
 Types of PFDs:
1. TYPE I. Near-shore buoyancy vests are intended for calm inland water, or where
there is a good chance of quick rescue.
2. TYPE II. HYBRID INFLATABLE. These PFDs contain a small amount of
inherent buoyancy and an inflatable chamber. These are presently approved for
pleasure craft use only in Canada.
Small boats should generally not be operated for oil recovery after sunset. If this is
required or poses minimal risk, routes of operation should be carefully prescribed,
individual boats should maintain a communication schedule with a shore base; and
should be fully equipped with appropriate running lights, emergency signals, and
personnel onboard should be wearing emergency night signaling devices.
 Distress signals are required by regulation to be carried onboard all vessels. They
may be stored onboard or issued to individuals. If stored onboard, they should be in
a sealed, watertight container marked “DISTRESS SIGNALS”.
 Coast Guard approved pyrotechnic visual distress signals include red flares
(hand-held or aerial), orange smoke (hand-held or floating), and launchers (for
aerial red meteors or parachute flares). PYROTECHNIC FLARES SHOULD
NOT BE USED NEAR FLAMMABLE PRODUCT SPILLS.
 Non-pyrotechnic distress signals are not approved individually but need to meet
certain requirements. They should be in serviceable condition, readily
accessible, and certified by the manufacturer as complying with Coast Guard or
SOLAS requirements. These devices include orange distress flags and electric
distress flags.
 Distress flags are day signals only. They must be at least 3 3 ft. with a black
square and ball on an orange background.
1. Electric distress lights are for night use only. These devices automatically
false the international SOS code (…---…), so a flashlights is NOT
considered a distress signal. Under inland navigation rules, a high intensity
strobe light is considered a distress signal.
2. It is a violation of regulations to display visual distress signals on the water
except when assistance is required.
 Boat operators must keep their supervisors informed of their area of operations,
especially when they change their work area. If plans call for a boat to move to
another location during a shift, the operator should advise their supervisor of their
actual time of departure.
 Boat operators should never anchor their boats by the stern. This is typically the
lowest point on the boat due to design and/or loading, and is often squared off
making it vulnerable to swamping.

 Portable fuel tanks should be filled outside of the boat. All sources of ignition in the
area of fuelling (i.e. engines, stoves or heat producing equipment and electrical
equipment) should be secured while fuelling.
 Strict adherence to the buddy system must be observed in small boats; and all boats
should be in direct visual or radio contact with a shore base at all times.
 To avoid slipping on wet decks or falling in small boats, personnel should remain
seated while the boat is underway. Horseplay and speeding must be strictly
prohibited. Personnel should keep their centre of gravity as low as possible while
working in small boats.
 Boat operators must also ensure that boats are not overloaded. The capacity should
be marked on a label on the boat. If it is not, a general rule of thumb is:
LENGTH X WIDTH / 15 = # PERSONS (150 lbs.)

Since equipment adds to the weight, it should be considered as well. Weight
should be distributed evenly.
 Personnel working in or operating small boats should be equipped with appropriate
shoes/boots designed to help maintain traction on wet surfaces.
 Safety sunglasses and hearing protection should be worn by personnel working in or
operating small boats where appropriate.
 Fixed ladders or other substantial access/egress should be provided at boat transfer
locations exceeding several feet.
 Depending on the specific nature of the operations (i.e. work in remote areas), other
emergency equipment should be considered, such as: anchors, radios, bailers, first
aid kits, and additional means of propulsion (i.e. paddles).
 Workers should be cautioned about using their legs as fenders, or getting their
hands, arms, or legs between vessels or between vessels and docks or fixed
structures.

Spill Response Command Structure
While the technical aspects of dealing with the oil spill are clearly important, the
effectiveness of the response will ultimately depend upon the quality of pre-spill
contingency planning and the organization and management of the clean-up operations.
This is especially the case with shoreline clean-up because of the probable involvement
in a major spill of a large number of different parties, including separate central, regional
and local government authorities, various agencies, port and harbour authorities,
terminal operators, other private companies, commercial clean-up contractors and
special interest groups.
Western Canada Marine Response Corporation (WCMRC) responds to oil spills using a
strict Incident Command System (ICS) structure. The components of ICS include
Incident Commander, Command Staff (Safety Officer, Liaison Officer, Legal Officer),
Operation Section, Finance/Admin. Section, Logistics Section and Planning Section.
There are numerous roles within each section including resource management,
trajectory modeling, situation unit, environmental unit, documentation unit, etc.

Manageable Span of Control
Span of control:
 Pertains to the number of individuals or resources that one supervisor can manage
effectively during an incident.
 Is key to effective and efficient incident management.
Span of Control Considerations

Span of control considerations are influenced by the:
 Type of incident.
 Nature of the task.
 Hazards and safety factors.
 Distances between personnel and resources.
Span of control for any supervisor:
 Is between 3 and 7 subordinates.
 Optimally does not exceed 5 subordinates

Spill Response Strategies
Marine oil spill cleanup needs to be carried out in accordance with a clear strategy that
takes account of the characteristics of the oil, the level of contamination and the relative
environmental, economic and amenity sensitivities of different locations. Because
equipment availability and manpower may be limited in the early stages of a spill, it is
often necessary to prioritize sensitive areas, which can result in conflicts between, for
example, economic and environmental interests.
Marine oil spill cleanup is usually carried out in stages, starting with the removal of the
heaviest accumulations of oil. Secondary cleanup ideally should not begin until heavy
accumulations have been removed and the risk of recontamination by floating oil has
receded. The need for secondary cleaning and the degree to which it is carried out must
be judged against the economic and environmental sensitivities. The final traces of oil
are often difficult and time consuming to remove. In many instances, natural
degradation processes deal with them quickly and effectively, especially where wave
action and tidal water movements are strong. In special circumstances, for example
where beaches are heavily used by the public, final 'polishing' to a very high standard
may be justified, although some of the techniques which may be required can cause
environmental impacts.
Wherever cleanup is carried out, arrangements will need to be made for temporary
storage of recovered oil before it is moved for disposal. This can be organized at the
beachhead, in car parks or open land close to the beach. It is important to keep different
kinds of waste (pure oil, oily sand, oily debris, plastic and PPE) segregated as this
considerably simplifies final disposal. Depending on local regulations, the different
wastes can be sent through different final disposal routes. In particular, pure liquid oil
can be recycled.
A contingency plan prepared for the area involved in a spill may identify environmentally
sensitive areas or other constraints to spill response work or the transportation of
cleanup equipment and personnel.
The evaluation of oiling is carried out by a multi-disciplinary evaluation team called
SCAT (Shoreline Cleanup Assessment Team). The team visits all areas of potential
shoreline oiling and prepares a Shoreline Oiling Summary. These summaries are used
by the Regional Environmental Emergency Team (REET) and other planning groups to
develop shoreline cleanup plans.

Shoreline Cleanup Assessment Team
SCAT is a simple and comprehensive way to perform a survey of an effected shoreline.
This systematic approach uses standardized terminology to collect data on shoreline
oiling conditions and supports decision making for shoreline cleanup. SCAT is flexible
in its scale of surveys and in the detail of data collected.
SCAT is an important part of the oil spill response and outpaces operations. This
process continues past the initial assessment to verify cleanup effectiveness and
conduct final evaluations. The SCAT process uses eight steps:
1. Conduct reconnaissance survey
2. Segment the shoreline
3. Assign teams and conduct shoreline surveys
4. Develops cleanup guidelines and endpoints
5. Submit reports and sketches to Planning Section
6. Monitor effectiveness of cleanup
7. Post cleanup inspections
8. Do final evaluation of cleanup activities
Members of a SCAT may include representatives from:
 Environment Canada
 BC Ministry of Environment
 Responsible Party
 Stakeholders (First Nations, Land Owners, Local Governments, etc.)

Characteristics of marine oil spills
The major spills of crude oil and its products in the sea occur during their transport by oil
tankers, loading and unloading operations, blowouts, etc. When introduced in the
marine environment the oil goes through a variety of transformation involving physical,
chemical and biological processes. Physical and chemical processes begin soon after
petroleum is spilled on the sea. These include evaporation, spreading, emulsification,
dissolution, sea-air exchange and sedimentation. Chemical oxidation of some of the
components of petroleum is also induced in the presence of sunlight. The degraded
products of these processes include floating tar lumps, dissolved and particulate
hydrocarbon materials in the water column and materials deposited on the sea bed.
Biological processes though slow also act simultaneously with physical and chemical
processes. The important biological processes include degradation by microorganisms
to carbon dioxide or organic material in intermediate oxidation stages, uptake by large
organisms and subsequent metabolism, storage and discharge.
Bahaviour of oil spilled in the marine environment
Spreading – When spilled, oil begins to spread immediately, with the rate depending on
the volume of oil discharged, viscosity, temperature, wind velocity, waves and current.
Spreading of crude oil on water is probably the most important process following a spill.
Apart from chemical nature of oil, the extent of spreading is affected by wind, waves and
currents. Under the influence of hydrostatic and surface forces, the oil spreads quickly
attaining average thickness of less than 0.03 mm within 24 h. Once a spill has thinned
to the point that surface forces begin to play an important role, the oil layer is no longer
continuous and uniform but becomes fragmented by wind and waves into islands where
thicker layers of oil are in equilibrium with thinner films rich in surface active
compounds.
Weathering- The major processes which contribute to weathering are evaporation,
photo-oxidation, dispersion, dissolution, emulsification and biodegradation. The rate of
weathering depends on site conditions and the type of oil spilled.
Evaporation - Evaporation and dissolution are the major processes degrading
petroleum crude when spilled on water. The composition of oil, its surface area and
physical properties, wind velocity, air and sea temperatures, turbulence and intensity of
solar radiation, all affect evaporation rates of hydrocarbons. Evaporation alone will
remove about 50% of hydrocarbons in an "average" crude oil on the ocean's surface.
Loss of volatile hydrocarbons increases the density and the kinematic viscosity of oil. As
more volatile hydrocarbons are lost, the viscosity of the resulting oil increases and this
results in breakup of slick into smaller patches. Agitation of these patches enhances
incorporation of water due to increased surface area.
Photo-oxidation - The natural sunlight in the presence of oxygen can transform several
petroleum hydrocarbons into hydroxy compounds such as aldehydes and ketones and
ultimately to low molecular weight carboxylic acids, As the products are hydrophilic, they
change the solubility behaviour of the spill.

Dispersion - Dispersion is οil-in-water emulsion resulting from the incorporation of
small globules of oil into water column. Oil begins dispersing immediately on contact
with water and is most significant during the first ten hours or so.
Dissolution - Dissolution is another physical process in which the low molecular weight
hydrocarbons as well as polar non-hydrocarbon compounds are partially lost from the
oil to the water column.
Emulsification - Wave action causes the dispersion of oil droplets into water to form
oil-in-water emulsions or water droplets into viscous oil to form water-in-oil emulsions.
Oil-in-water emulsions can be accelerated with the use of dispersants which reduce the
oil-water interfacial tension. Other weathering processes are accelerated once oil-in-
water emulsions are formed due to the increased surface area of the oil.
By contrast, water-in-oil emulsions are very stable and can persist for months or years
following a spill because the surface area that is available for chemical or biological
reaction is small. These emulsions, known as “chocolate mousse”, may contain up to
80% water and have viscosities much greater (up to 1,000 times) than the parent oil.
Once a chocolate mousse emulsion is formed, it is not easily dispersed into the water
column. In some instances, particularly with weathered crude oils and Bunker fuels,
neutral buoyancy of the oil results and sinking occurs.
Bio-degradation – Bio-degradation processes influencing fate of petroleum in aquatic
environment include microbial degradation, ingestion by zooplankton, uptake by aquatic
invertebrates and vertebrates as well as bio-turbation. Microorganisms capable of
oxidising petroleum hydrocarbons and related compounds are widespread in nature.
The rate of microbial degradation varies with the chemical complexity of the crude, the
microbial populations and many of the environmental conditions.

Oil Spill Control
Oil spills can occur when there is a problem with oil handling facility/vessel transfer,
when a pipeline ruptures or leaks or when there is a transportation accident. Since
conditions are different with each spill, different methods of spill control may be used.
a) Some of the tools used to control oil in a spill include „booms‟, which are floating
barriers used to clean oil from the surface of water and to prevent slicks from
spreading. A boom can be placed around the tanker that is spilling oil. Booms
collect the oil off the water. A boom may be placed somewhere before an oil spill.
They can also be placed around an entrance to the ocean, like a stream. They also
can be placed around a habitat with many animals living there. These booms absorb
any oil that flows around it.
The workers can also use skimmers. Skimmers are boats that can remove the oil
off the water. Skimmers which use pumps or vacuums to remove oil as it float on
water.
Sorbents are sponges that can collect the oil. Sorbents absorb oil when they are
placed in a spill area.
b) Sometimes chemicals called dispersants are used to break down oil and move it
from the top of the water. An airplane can be used to fly over the water dropping
chemicals into the ocean. The chemicals can break down the oil into the ocean.
Moving the oil in this way keeps it from animals that live at the surface of the water
and allows it to eventually be consumed by bacteria.
c) A process called bioremediation may be used to accelerate the process of
biodegradation of the oil after a spill. In this process, bacteria or other microbes are
introduced to the environment to help oxidize the oil. Unfortunately, this process can
work slowly and is not very useful for large spills.
d) Occasionally the slick caused by a spill is removed through a controlled burn.
Workers can burn freshly spilled oil with fireproof booms to contain the oil. Burning,
only works under certain wind and weather conditions. Burning is the last option to
decide, as this method causes air pollution.
e) Oil spill control on land is often conducted manually. Scooping, cleansing and
scraping of the rocks and sand are performed until the oil has been removed. Crews
can use high or low pressure hoses to spray the oil that is on the beaches. Vacuum
trucks may be driven on the beaches to vacuum up the oil. They can also simply use
shovels or road equipment to collect all the oil off the beaches.
Mechanical containment and recovery is the most commonly used and most
environmentally acceptable response technique to cleanup oil spills in North America.
Mechanical spill response uses containment boom to contain and concentrate floating
oil, skimmers as well as synthetic sorbent materials to remove oil from the water‟s
surface, and temporary storage devices to store the recovered oil and water until it can
be disposed of properly. Where feasible and effective, this technique is preferable to
other methods (use of dispersants or in situ burning), since spilled oil is removed from

the environment to be recycled or properly disposed. In most instances, the
containment and recovery phase of an oil spill proceed simultaneously.
Spilled oil floating on the water‟s surface is affected by wind, currents, and gravity, all of
which cause it to spread, fragment and disperse. The first stage of an effective
response is to deploy containment boom to limit further spreading and concentrate the
oil for recovery. Containment of an oil spill is the process of preventing its spread by
confining the oil to the area where it has been discharged. Containment not only
localizes the spill but also facilitates the removal of the oil by causing it to concentrate in
thicker layers on the surface of the water.
Oil containment booms are generally the first equipment mobilized at the scene of a spill
and the last to be removed. They are used for concentrating oil so that it is thick enough
to be skimmed, for keeping oil out of sensitive areas, or for diverting oil into collection
areas. When deploying booms and skimmers to recover spilled oil a common difficulty is
controlling the movements and activities of vessels and directing them to the thickest
areas of the oil slick. This can be overcome by using aircraft equipped with air to sea
communications.
Booms come in many different shapes, sizes, and styles ranging from small, lightweight
models intended for manual deployment in harbors, to large, robust units which usually
need cranes and sizeable vessels designed for the open seas to handle them. Booms
vary considerably in their design, but all normally incorporate the following features:
The most important characteristic of a boom is its oil containment or deflection
capability, determined by its behavior in relation to water movement. The boom should
be flexible enough to conform to wave motion yet sufficiently rigid to retain as much oil
as possible. Most booms are not capable of containing oil in currents greater than 0.7
knot (0.35 meter/second) that flow at right angles to the boom, irrespective of boom size
or skirt depth. This factor limits the speed at which booms can be towed to less than 0.5
knots (0.26 m/s). The success of containment booming is dependent on currents, wind,
and waves. Even minor currents can draw oil under the booms; waves may cause
splash-over, and wind and currents may cause the boom to sink or plane. Oil patches or
water turbulence appearing on the down-current side indicates that the boom is failing.
New open ocean boom designs capable of containing oil as tow speeds greater than 3
knots (15.4 m/s) are becoming commercially available. In Arctic conditions even very
low concentrations of ice can seriously affect the performance of most booms.
Containment booms will quickly collect ice and subsequently lose oil as flotation
chambers are submerged or lifted out of the water. Other important boom
characteristics are strength, ease and speed of deployment, reliability, weight and cost.
It is essential that a boom be sufficiently robust for its intended purpose and tolerate
inexpert handling, since trained personnel are not always available. Strength is required
to withstand the forces of water and wind when being towed. Ease and speed of
deployment combined with reliability are very important in a rapidly changing situation
and may strongly influence the selection of equipment. Practical limitations of strength,
water drag and weight mean that generally only relatively short lengths (tens to a few
hundred meters) can be deployed and maintained in a working configuration. Towing
booms at sea in “V”, “U” or ”J” configurations, is a difficult task requiring specialized

vessels. Because of the difficulties of operating multi-ship towed boom systems,
specialized ships have been built which incorporate sweeping arms, skimming devices
and on board oil storage. The limitations posed by sea conditions still also apply to
larger versions of these vessels of which are unable to work in shallow inshore waters.
The efficiency of a specialized vessel is mainly determined by the built-in oil recovery
system or skimmer which is deployed. Because of the relatively narrow sweep width,
these specialized vessels are best suited to recovering oil in ribbons or windrows.
Following containment of the oil, the next step in the cleanup operation is physical
recovery of the oil from the water‟s surface.
Containment
When oil is accidentally released into a body of water, the most urgent priority is limiting the
spill's spread to minimize the natural resources at risk and to facilitate cleanup and removal.
Swift and skillful deployment of a containment boom is essential for achieving both of these
goals.
Boom Basics
Because oil is less dense than water, it rises to the surface, where floating fences called booms
can corral it. In its simplest form, a boom consists of a length of rugged fabric with buoyant filler
stitched into the side intended to float above the water, and a heavy chain or other ballast
inserted into the bottom to weigh down the sub-surface skirt and make it sink. Boom material is
brightly colored for ease of recovery and to help crews spot a break in the line. The freeboard
(above surface) component is commonly designed to reduce splash-over, while the skirt is
engineered to keep oil from escaping beneath the boom.
Under ideal conditions, a spill is quickly contained by booms strung end to end until they
completely encircle the floating oil. Realistically, however, a number of factors, such as
water current, wave height, wind velocity and oil viscosity steadily work to churn up the
surface and hamper a boom's capacity to contain oil. The result is that in heavy seas or
during rough weather, some of the oil sloshes over and under the boom, making a
single line inadequate. These cases require multiple concentric circles of oil boom
extending over increasing diameters until the spatial extent of the leak is contained.

When a slick becomes too dispersed for circular containment or when it begins to
approach land, a mobile retention boom, with or without a built-in recovery system or
skimmer, can be deployed to assist the oil roundup.
Boom Deployment
Each oil spill presents different challenges depending on the type of oil spilled, the
location, weather, time of day, the manpower available and the equipment at hand. It is
important to plan a practical strategy to protect sensitive resources utilizing the
resources available and keeping safety in mind at all times. The effective and timely
deployment of the oil spill boom can lessen both cleanup time and money.
There are three types of boom deployment:
 Containment
 Deflection
 Exclusion
Open Water Containment

Before deploying any boom, response team members must observe the direction and
velocity of wind and water currents to attempt to determine the best point of interception
and to avoid splash over and/or entrainment (undertow of oil droplets below the boom)

If the spill is drifting away from the source or vessel, containment boom should be
deployed in a “U” shape in advance of the movement of the slick.
Two vessels of equal towing power can be used to deploy boom; however, one of the
vessels may be replaced by a smaller boat or anchor/buoy system. Once the slick, or a
significant amount of oil is contained within the boom, the ends can be brought together
(if desired) and attached to form a closed containment area.
A B
C D
Successful containment actions may require that the contained oil be removed rapidly
from within the boom with skimmers. Oil tends to concentrate against the boom in the
direction of the wind and current. The skimmer should be located in this area and
continually repositioned to skim the thickest area. If a portable skimmer is used, it
should be deployed from a vessel situated outside the containment boom.

Containment Boom
Containment boom deployment for spill containment requires the placement of a boom
in a moving body of water and involves several distinct operations. A simple spill in calm
weather along with minimal current movement (<.75 knots) can be contained by
stretching a boom across a waterway perpendicular to the path of the spill. Containment
boom is also used to encircle or otherwise entrap floating oil so it can be accumulated
and recovered at the spill location - a grounded barge, a vessel at anchor or at
dockside.
The diagram below shows two examples of partial containment of a spill from a vessel
at a dock and a link to a training video showing Partial Containment Boom being
deployed.
Deflection Boom
A deflection boom is used to intercept, deflect, or move a slick towards a more
desirable recovery site. Deflection booming is a good option when strong currents are
present, which make containment impossible. Entrainment or loss of oil under the boom
begins to occur when a boom is placed perpendicluar to a current of more than .75
knots. To increase the boom's ability to contain oil in a current, the boom must be
placed at an angle to the current. Angling the boom has the net effect of deflecting the
slick towards the shoreline where currents may be less severe.
The diagram below shows two examples of deflection boom of a spill from a docked
vessel, and a link to a training video showing Deflection Boom being deployed.

Other Types of Deflection Boom
Cascade Boom
A cascade boom configuration can be used to remove, intercept, deflect, or move a
slick towards a more desirable recovery site. Several booms can be deployed in this
configuration when a single boom cannot be used because of fast currents or because it
is necessary to leave openings in the boom for vessel traffic, etc. A cascade boom can
be used in strong currents where it may be impossible to effectively deploy one
continuous section of boom. Shorter sections of boom, when used in a cascade
deployment, are easier to handle in faster water, thereby increasing safety and
efficiency. Additional equipment will be required to set and maintain this system in
comparison to the single boom configuration.

Staggered Chervon
A staggered chervon boom configuration can be used in areas with strong currents to
remove, intercept, deflect, or move a slick towards a more desirable recovery site. While
the closed chevron configuration is used to divide a slick for diversion to two or more
recovery areas, an open chevron can be used where boat traffic must be able to pass.
In the open chevron configuration the two booms are anchored separately midstream,
with one anchor point up-stream or downstream of the other. An inverted chevron can
also be used to funnel an oil slick to a marine recovery unit anchored mid-channel.
Exclusion Boom
Exclusion booming is largely a protective measure, the idea being to protect sensitive
areas such as marshlands, water intakes and shorelines.
This technique requires the area to be completely boomed off, thereby forming a
protective barrier. Conventional oil boom, tidal-seal boom, or a combination of each can
be used to exclude spilled oil from a sensitive area. Typically, tidal-seal boom is
employed at the shoreline/water interface on both shores and is secured/anchored into
position. Conventional oil boom is then connected to the tidal-seal boom and is secured
with additional anchor systems to form a barrier and to maintain shape. This technique
is most efficient in low current areas. Freshwater outflow from a river or stream may
assist in maintaining boom configuration and pushing oil away from the area inside the
boom.

Sorbents
Sorbents work on two principles: absorption and adsorption. In most cases sorbent
materials are broadcast upon an oil slick and float along its surface until they become
saturated with oil. Then the oil-soaked sorbents must be recovered and disposed of or
squeezed free of oil and re-used.
Sorbents are not recognized as a primary means of recovering most oil spills for several
reasons:
 The application and recovery of sorbent products is labor intensive activities.
 The problems associated with disposal of oily sorbents are considerable.
 The costs of using sorbents as a primary recovery tool are prohibitive.
Even if sorbents are re-used time and again, the labor necessary to support such
recovery efforts makes it uneconomical to use sorbents.
Consequently, sorbents are not recommended as a primary recovery tool. Rather, they
should be used in mopping up operations, removing sheens, and in areas where
conventional skimming devices are ineffective.
In simple terms absorbents serve to soak up spilled products by capillary action. These
types of sorbents resemble sponges in both form and function, and are ideal for low
viscosity oil and fuel spills on land or water.
Sorbent Boom
A variety of booms designed to repel water (hydrophobic) and soak up oil (oleophilic) serve as a
backup or replacement for physical containment booms. Unlike barrier-only booms, absorbent
booms are lightweight, easy to deploy, and have the ability to simultaneously contain a spill and
begin the recovery process. They also require timely retrieval or an anchor point to prevent
sinking as the booms become heavy with oil.

Commercial absorbent booms are commonly made of an outer mesh with polypropylene filler
and are engineered for easy deployment and maximum absorbency, as well as a long flotation
period.
Often functioning as the first and last line of defense in an oil spill, booms are meant to both
contain and concentrate the oil close to the source, so it can be skimmed or vacuumed from the
surface by other equipment, and then prevent the oil that manages to get through from washing
up on beaches or marshes.
Metal clips link Sorbent booms together for adding extra lengths.
Oil sorbent booms are ideal for rivers, ponds, oceans or where fuel spills occur.

Adsorbents rely on the forces of molecular adhesion that cause heavy oil products to
cling to the surface of the sorbent; the oil simply sticks to the sorbent material.
Snare, also called pom-poms, nets, and multi-strand sorbents are most effective on
viscous oils.
Sorbents may be re-used numerous times before the sorbent begins to deteriorate. The
re-use potential of a sorbent may appear to be an advantage to other methods but the
process of applying the sorbent, recovering it, wringing it free of oil, and reapplying it is
labor intensive, time consuming and expensive, in addition to creating the problem of
disposal in conventional landfills.
Mechanical Recovery
Once booms have concentrated oil in sufficiently thick layers on top of the water,
mechanical methods such as skimming and vacuuming can be mobilized where
conditions are favorable.
Because these techniques take place at the surface, they are subject to the same
disruptions that applied to booms, particularly those posed by wind, waves and currents.
Skimmers are slow yet very effective machines used for surface removal in calm or
sheltered waters and along shorelines. They work by taking advantage of the adhesive
nature of the oil, which will cling to any surface that it comes into contact with.
Using rotation, suction, gravity or other forces to drive motion, these machines:
a) provide a never-ending surface for the spilled petroleum to cling to,
b) clean the surface, and
c) repeat that process continuously.

The primary types of oil skimmers include belt, brush/disk/drum. Skimmers are lowered
into the contaminated water and then passed through special wiper blades, which
remove the oil from both sides as it passes through. Brush/disk/drum skimmers float on
the surface and are fitted with a brush, disk or drum that collects oil as it rotates. The oil
is then scraped off and discharged from the skimmer.
For very thick layers of oil, floating weir oil skimmers (designed with pivoting flaps that
trap the oil while letting water recycle outward through a filter) are most effective.
However, these work best when sitting on highly concentrated oil or they tend to take on
large amounts of water with the oil. These devices feature multiple floats and a central
intake weir, which is adjustable to help accommodate oil layer thickness.
Skimmers that are used to recover oil from the water all incorporate an oil recovery
element and some form of flotation or support. In addition a pump or vacuum device is
necessary to transfer recovered oil and water to some sort of temporary storage device.
Because skimmers float on the water surface, they experience many of the same
operational difficulties that apply to booms, particularly those posed by wind, waves and
currents. Even moderate wave motion greatly reduces the effectiveness of most
skimmer designs. In calm waters better performance can be achieved if the skimmer is

suited to the viscosity of the oil in question. The simplest skimmers are suction devices
which remove oil from the water surface directly or via a weir, although these tend to
pick up a lot of water at the same time. More complex units rely on the adhesion of oil to
metal or plastic disks, or oleophilic belts or ropes. Still others employ brush systems or
are designed to generate vortices to concentrate the oil. The effectiveness of a skimmer
is determined by how quickly it can collect the oil, and how well it minimizes the water to
oil ratio collected.
Many factors should be considered when selecting skimmers. The intended use and
expected operational conditions should first be identified before criteria such as size,
robustness and ease of operation, handling and maintenance can be evaluated.
The most important factors to consider are the viscosity and adhesive properties of
spilled oil, including any change in these properties over time. At oil terminals and
refineries where oil type may be predictable, specialized units may be selected.
Otherwise it is preferable to retain versatility and select units which can deal with a
range of oils. A wide variety of skimmers are available that use different methods for
separating oil from water. Vessel-based skimming systems remove oil from open water,
while vacuum trucks are often used to remove oil that has collected near the shoreline.
It is also important to recognize the difficulties posed by floating debris, both natural
(e.g. sea weeds, sea grasses, trees and branches) and manmade (e.g. plastic, glass,
timber). Skimmers may need trash screens and regular unblocking where debris is
common, such as near urban areas or the mouths of river. In cold weather conditions,
even very low concentrations of ice seriously affect the performance of most skimmer
systems through plugging and bridging. The skimmers will need continuous
maintenance by specially trained staff with a supply of spare parts. Because of the
various constraints imposed on skimmers in the field, their design capacities are rarely
realized. Experience from numerous spills has consistently shown that recovery rates
reported under test conditions cannot be sustained during a spill. It is important not to
have unrealistic expectations about what can be achieved.
Oil collected by the skimmer is stored in a containment tank or temporary storage
device. It is important to have adequate temporary oil storage facilities available
otherwise this becomes a bottleneck to successful oil recovery operations. Temporary
storage needs to be easy to handle, and easy to empty once full so that it can be used
repeatedly. Suitable units include barges and portable tanks which can be set up on
vessels of opportunity. When recovering very viscous oils, storage tanks must be
heated to allow them to be emptied.
Once oil recovery is completed, booms and skimmers will need to be cleaned,
overhauled and repaired and made ready for use in the next spill. It is also important to
inspect and test equipment regularly so that it is in good working order, and to maintain
personnel training standards by regular drills.
Overall, containment and recovery operations at sea require extensive logistical
support. In rough seas, a large spill of low viscosity oil such as a light or medium crude
oil can be scattered over many square kilometers within just a few hours. Oil recovery
systems typically have a swath width of only a few meters and move at slow speeds (1
knot) while recovering oil. Thus, even if response personnel can be operational within a

few hours, it will not be feasible for them to encounter more than a fraction of a widely
dispersed slick.
RBS Multi Head Skimmer
The following outlines the standard for the RBS Multi Skimmer as stocked in WCMRC
operating areas.
Kit inventory:
 RBS 05 Multi Skimmer Head
Length 36” x Width 33” x Height 19”
1 – Brush Attachment for heavy oil
1 – Drum Attachment for light to medium oil
1 – Disk Attachment for light to medium oil
 Hydraulic Power Pak
 Recovery Pump
 Accessory Kit Bag
1 – 10 ft x 2 inch suction hose
1 – 15 ft a 2 inch suction hose
1 – Hose float
1 set – 75 ft hydraulic lines
Skimmer Operating Instructions:
Pre Operation Check – Power Pak
Connect both hydraulic lines from the Power Pak to the Skimmer Head
Power Pak Skimmer Head
1. Check oil 1. Check discs and scrappers for wear
2. Check fuel
3. Check hydraulic oil

Starting Instructions
 Turn fuel supply to the open position
 Place the throttle to ¾ open
 Push down and release the De-compressor lever
 Pull the Start Pull Cord
 If engine does not start, repeat steps 3 and 4
 Allow engine to warm up (adjust throttle as required)
Operating Instructions
 To engage the hydraulics, open the flow control valve.
 Adjust speed to minimize water pick up and prevent oil being thrown off discs.
Shut Down
 Slow the engine (throttle back)
 Close the throttle control valve
 Move throttle to the off position
Pre Operation Checks – Pump
 Connect the suction hose to the skimmer and the pump
 Connect the discharge hose to the pump and secure the other end to the storage
tank
 Check oil
 Check fuel
 Push down and release the De-compressor lever
 Pull the Start Pull Cord
 If engine does not start, repeat steps 3 and 4
Operating Instruction
Adjust pump speed as required
Shut Down
 Slow the engine (throttle back)
 Close the throttle control valve
 Move throttle to the off position

T-12 Disc Skimmer
The following outlines the standard for the T-12 Disc Skimmer as stocked in WCMRC
operating areas.
Kit inventory:
 T-12 Disc Skimmer
Weight 154 lb or 70 kg
 Accessories
2 – 25 ft a 2 inch discharge hose
1 – 2 inch lay-flat hose
2. Check fuel
3. Check hydraulic oil
4. Check engine coolant
5. Connect battery
 On the hydraulic control panel, turn the Start valve to the right
 Engage electric started until engine starts

 To engage the hydraulics, turn the Start valve all the way to the left.
 Set the disc speed using the individual controls to maximize recovery rate.
 Operate pump as required
Shut Down
 Pump remaining product from skimmer to storage
 Turn the Start valve on the hydraulic control panel to the right to disengage
hydraulics
 Close throttle to shut down engine
T-18 Disc Skimmer

The following outlines the standard for the T-18 Disc Skimmer as stocked in WCMRC
operating areas.
Kit inventory:
 T-18 Disc Skimmer
 Accessories
2 – 25 ft a 2 inch discharge hose
1 – Remote control hydraulic panel
2 Boom connectors

7. Check fuel 2. Check drain valves on spate pump are
8. Check hydraulic oil closed
9. Check engine coolant
10. Connect battery
 On the hydraulic control panel, turn the Start valve to the right
 Place the throttle to the start position
 Engage electric started until engine starts
 To engage the hydraulics, turn the Start valve all the way to the left.
 Set the desired pump and disc speed using the individual controls
Shut Down
 Pump remaining product from skimmer to storage
 Turn the Start valve on the hydraulic control panel to the right to disengage
hydraulics
 Move the engine Stop lever to the Stop position
GT-185 with Helix Brush Conversion

This procedure applied to the GT-185 skimmer with the Helix 1000 Circular Brush
Attachment. The brushes enable oil to flow freely into the skimmer from any angle of
the collection surface. The rotating brushes are hydraulically driven through a gearbox.
The GT-185 skimmer is especially suitable for collecting medium to very viscous oil.
However performance is still satisfactory with even light oil.
Transportation/storage
The skimmer is to be lifted by the lifting eye. For lifting by hand, the skimmer is
equipped with a handle in each corner at the floats.
Skimmer weight: 80 kg
Operation
The skimmer can be operated in both directions, but is to be operated in the underflow
mode, reverse in used only to clear debris, etc. The underflow mode is when the visible
part of the brush wheels are moving towards the surface. The brushes are picking up
the oil from under the brush wheels. In the underflow mode the oil on the surface is
actually being pulled towards the Helix in a steady flow.
Preparing to launch
Before launching the skimmer at sea make sure that all hydraulic connections to the
offloading pump and the brush wheel drive are connected and properly engaged and
that the discharge hose is connected to the off-loading pump.
All hoses connected to the skimmer should be self buoyant in order to not disturb the
skimmer trim on the surface. The correct draft would be when the bristles are
submerged to ¾ of their length.
Starting and trimming speed
Trimming the brush wheel drive and pump RPM should be made in accordance with the
actual working conditions.

When starting up the wheel drive, the most advantageous way is to slowly increase the
speed and keep an eye on the oil on the surface in order to check that it still has a
steady flow towards the skimmer. If the oil layer seems to be “breaking”, the speed
should be decreased accordingly. In underflow mode the shaft speed should normally
not exceed 30 RPM, unless the oil layer is very thick.
Once the Helix attachment is picking up oil, the offloading pump can be started. The
speed of the offloading pump should be adjusted so that the sump is not overflowing.
After operation
After each operation of the GT-185 skimmer it is important to clean it thoroughly. It is
not recommended to allow the skimmer be left in the product without operating the belt
drive. This will increase the risk of the drive mechanism becoming jammed by oil/wax
hardening on the drive mechanism.
Draining the skimmer
Use the offloading pump to drain the hopper.
Pick-up rate
The pick-up rate very much depends on the viscosity and thickness of the oil layer. In
general the pick-up rates are increasing concurrently with viscosity, oil layer thickness
and speed. The water content of the picked up product may be 0%.
Passive Recovery
The objective of Passive Recovery is to remove oil by collecting it in a sorbent material.
The sorbent material and associated oil are then removed from the environment and
disposed of according to the approved Waste Management Plan.
Passive Recovery is performed through a process of absorption on sorbent materials,
such as sorbent pads, sweeps, boom and pom-poms (snare). Sorbent boom and pom-
poms are made from substances like polypropylene, a synthetic material that is
oleophilic (oil-attracting) and hydrophobic (water-repelling). When left in an oily water
mixture, they can collect many times their own weight in oil while collecting very little
water. Their effectiveness depends on the type of oil, how they are placed and the
environmental conditions at the recovery site. The tactic is usually deployed by
anchoring rows of sorbent boom or snare along the shoreline or in the intertidal zone.

Passive Recovery can be deployed along shorelines prior to impact to reduce the
quantity of oil that might otherwise impact sensitive habitat. The tactic can also be
applied to shorelines that have already been oiled to help keep the remobilizing oil from
refloating and migrating to another non-impacted shoreline. Passive Recovery can also
be used to line the inside of containment or exclusion boom as an effective collection
technique. Likewise Passive Recovery can be used with diversion boom in cases
where small amounts of oil are anticipated. In all cases the sorbent materials must be
monitored after each tide and changed as necessary.
Passive Recovery operations can produce a significant solid waste stream; all wastes
generated must be measured, stored and disposed of according to an approved Waste
Management Plan. Logistical support for this waste stream should be mobilized early in
the spill response.

Deployment Considerations and Limitations
Safety
 Passive recovery teams may require bear guards when working in bear habitat
 Daily weather evaluation is recommended and should include distance to shelter
and transit times
 Vessels setting and tending the boom should be able to safely transit seas which
exceed the boom‟s operating limitations
Deployment
 Shoreline access may influence deployment platform options
 Passive recovery materials require periodic tending and replacement
 Logistics for solid waste transport and disposal need to be considered

Shoreline Flush Kit
Kit Inventory
Quantity Item
1 Deluge Kit
Kit Dimensions Length 48” a Width 43” x Height 41”
2 3 inch x 20 ft suction hoses
4 3 inch x 50 ft deluge hoses
1 3 inch x 10 ft discharge hose
1 3 inch cam-lock strainer
2 3 inch cam-lock caps
1 3 inch Tee-fittings
1 Honda 3 inch
1 2‟ x 2‟ Berm
Pump Specifications
Rated Capacity 266 imperial gallons/min.
1210 liters/min.
Total Head 27 m or 89 ft
Suction Head 8 m or 26 ft

Shoreline Flushing (low pressure deluge)
The saturation of the ground with low pressure water (<10 psi) permits that part of the
oil floats for later retrieval. The water flushing applied to rocky shorelines could have an
impact depending on the pressure used.
Low pressure water flushing with large volumes of sea water could be beneficial, if used
with caution. This can be efficient in the removal of substantial quantities of oil from the
vegetation where the vegetation is relatively stable and continuous.
Washing with running water of the affected rocky coastlines is a recommended
technique as long as it does not provoke more damage. However, this technique should
be utilized immediately after the areas were affected, it will prove less efficient in the
removal of weathered oil that has already adhered to the substrate.
A perforated hose is placed in the location of contamination with the objective of
saturating the sediment with water so the oil floats. Any oil liberated should be
recovered immediately so that contamination of other areas does not occur.
The water is pumped at and low pressure. In porous sediments, the flows of water in
the substrate, by the difference in densities, will easily carry the loose oil to the surface.
The viscosity of the oil will influence the success of the operation. We should always
use water with the same physical-chemical characteristics as the place of the spill to
reduce further damage.
Care should be taken to ensure oil does not flow into sensitive habitats and should be
recovered to prevent later contamination of adjacent areas. This technique should not
be used directly on fixed algae or in inter-tidal areas.
The habitat may be physically disturbed by traffic during the operations and these
environments may be suffocated by the fine sediments washed over sensitive areas. If
retention methods are not effective, the oil could contaminate sediments in the adjacent
areas. Inundation can cause loss of sediment and erosion of the coastal contours and
scrub vegetation. Fine sediment can bury benthic organisms especially in the upper
tidal zone. As can be seen in this photograph, oil is floating on the surface again but the
fine sediments have been driven into the most sensitive zone on this shoreline thus
doing more damage than the oil did when it arrived.

Decontamination (Decon)
Each response incident will require a different decontamination operation. The nature of the incident,
the type of oil, the weather, the temperature, the number of people to be decontaminated, the
equipment to be contaminated and the number of trained personnel available are a few of the factors
which dictate the method, size, and type of decontamination operation that will be required. All
response personnel should be briefed on decon procedures before entering the Hot Zone. The
Decon zone should always be kept as clean and organized as possible. This will ensure efficient
decontamination operations and the safety of all personnel.
Goals of Decon
 Protect spill response workers
 Prevent contaminant migration
 Prevent the mixing of incompatible materials
Methods of Decon
 Physical or manual separation includes scraping, scrubbing or brushing. May include
the use of water or heat/steam.
 Chemical decon includes the use of detergents and solvents.
Types of Decon
Emergency Decon
Emergency decon is conducted when it is suspected a person has been contaminated by a
hazardous material
 Remove contaminated clothing
 Wash with copious amounts of water
 Follow up with medical attention as required
Primary Decon
Primary decon will be utilized for most oil spill incidents. Oil spill response incidents involving
highly viscous oils may require a more sophisticated operation and more personnel.
Basic decontamination steps and procedures include the following:
 The best location for a decon station would be uphill from the hot zone, and upwind so
that airborne contaminants blow back toward the hot zone.
 An equipment drop zone will be established at the edge of the Hot Zone for
contaminated equipment. Small equipment such as pumps and hand tools should be
placed into wading pools in this zone. If required this equipment may be re-used in the
Hot Zone without decontaminating.
 Disposable personal protective equipment that is heavily contaminated will be disposed
of without decontaminating. Contaminated raingear, tyvec suits, gloves etc. should be
disposed of as indicated.

 Proceed through a primary decontamination wash (wading pool) and rinse (wading pool)
as the first step near the Hot Zone to wash the most significant contamination off of the
PPE.
 Proceed through a secondary decontamination wash (wading pool) and rinse (wading
pool) about 10 feet away from the first wash to assure thorough decontamination of PPE.
 Typically dish washing liquid, especially ones with enhanced grease cutting properties
diluted with water are acceptable as the decon solution for PPE. Brushes will be
provided.
 When decontaminating personnel the brush strokes should always be done in a
downward motion. This will reduce the risk of any backsplash into the facial area.
Sorbents can also be used for wiping off contaminated areas of clothing or equipment.
Wiping should mainly be done in the secondary wash after the heaviest contamination
has been removed in the primary decon wash.
 Splash goggles must always be left on until decon procedures have been fully
completed.
 Change respirator cartridges if required.
 Rain suits, Tyvec suits, rubber boots and other items, that can be reused during spill
response operations will be placed into an appropriate container (wading pool) for further
inspection before being reissued back into the field.
 After the responders PPE has been removed hand wipes and facial wipes will be
available to those personnel that require further cleaning.
All used equipment and hand tools (pumps, rakes, shovels etc) and other contaminated
items should remain in the Decontamination Corridor until it can be determined if these
items can be decontaminated
Primary Decon

Primary Decon Area Set-up
BCO - BASIC PERSONNEL DECON AREA SETUP
WATER SUPPLY
TOOL DROP
WADING
POOL
SPRAYER SOLUTION
BUCKETS
WADING
ENTER POOLS EXIT
CHAIRS
DECON POOL
WADING
TARP POOL
Secondary Decon
 Secondary decon is typically conducted off site and is required prior to demobilization.
 Usually some type of decon solution is used.
 Steam or pressure washing may be utilized.
 Containment is required.
Secondary Decon

All workers leaving the Hot Zone whether contaminated or not should be
considered exposed and be decontaminated.
This is because:
 Contaminants cannot always be seen
 Contaminants may be located on the surface of PPE or on the inside (permeation)
 We never assume anything is 100% clean
Decontamination Workers Protection Levels
 As specified on the Site Specific Health & Safety Plan
 Decon personnel must have the same level of protection as the workers entering
the hot zone
 Based on:
Degree of hazard
 Amount of contamination
 Length of exposure
Deployment Considerations
 Plan for containment, collection and disposal of contained solutions and waste
generated from decontamination.
 Develop separate decontamination processes for larger equipment (vessels,
skimmers, boom, etc.) to prevent cross contamination of personnel.
 Develop distinct entry and exit points and physically separate entry paths from
contaminated areas and vice versa.
 Establish procedures to minimize decontamination for restroom use, meals breaks
and medical emergencies.
 Locate medical/first aid stations to avoid exposure to contaminants.
 Stress the use of extra steps to avoid contact with or handling of contaminants.
 Where possible, use disposable protective clothing and equipment, such as PPE.
 Use double containerization of contaminated wastes and recovered materials (e.g.,
plastic liners in bins and drums).
 Inspect all PPE for cuts, tears, punctures, abrasions and other signs of deterioration
prior to reuse.
 Consider placing containment boom around vessel or dock where on-water
decontamination is performed.

Equipment and Personnel Resources
Resources required for decontamination and decontamination setup will depend on the
following:
 Availability of potable water, electric power and waste disposal
 Mobilization time and duration of site activities
 Level and type of cleanup and response activity expected at site and site conditions
 Available space for decontamination setup and location requirements for
decontamination line
 Health hazards presented by contaminants at cleanup/response site
 Need for additional controls (e.g., vapour diffusion/dispersion, movement/transfer of
gross waste)
Typical Equipment Function Quantity
Wash tubs, scrub brushes,

Decontamination 3-5
disposable rags
Ground tarp Ground protection 1-2
Portable decon berm Contain decon wash 1-3
Wash buckets Decontamination 3-5
Sprayer Decontamination 3-5
Traffic cones Designated decon area 8-12
Caution tape Designated decon area 2-3 rolls
Trash cans (with liners) Waste receptacle 2-4
Oil waste dumpster (lines) Waste receptacle 1
Generator Site power 1-2
Portable building/tent Keep personnel warm/dry 1-2
Typical Personnel Function Quantity
Field team leader Supervises operation 1
Work under the direction of
General laborers 2-10
the supervisor

Portable Storage
In the ideal oil spill response situation there would be no need for temporary storage and
collection of oil and oily waste would move directly by available transport to disposal sites.
Frequently, however, it is not possible to immediately move all collected materials to a disposal
location. Temporary storage must be furnished or constructed near the site of the spill to
ensure that debris collection efforts can continue at maximum efficiency.
Storage Selection
There are two types of storage alternatives for oil-contaminated materials:
 Offshore storage
 Vessel with deck tank
 Tank barge
 Open top barge
 Tank vessel
 Floating towable tank (sea slug)
 Onshore storage
 45-gallon drums
 Porta-tank
 Vac-truck
 Tank truck
 Dump truck
 Earthen pit
Selection is based on storage volume requirements and type of materials to be stored.
Selection of an appropriate storage method depends on the following factors:
 Storage location – offshore or on-shore
 Storage capacity required
 Type of material to be stored
 Degree of permanence (i.e. days, weeks or months)
 Method of disposal ultimately to be used

CANFLEX Sea Slug Proceedure
Sea Slug Inventory

Fittings/Valves (Note: may vary slightly)
Three: 3” NPT Flange connections with PVC Caps (4” optional) (Inlet/Outlet)
One: 2” Pressure relief valve (Vent)
One: 4” NTP Air bladder Nose cone fitting with PVC Cap
One: 3” NTP Stern “Tail cone” fitting with PVC Cap (4” optional) (Inlet/Outlet)
Standard Accessories for Sea Slug (Note: may vary slightly)
1. Nose Cone Air Bladder
2. Towing bridal and stainless steel towing connection
3. PVC carry/storage satchel
4. Repair Kit
5. Flexible PVC drogue with line
6. Two floats with lanyards, one to connect to the stern and one to valve at outer end of
stern hose
7. Stern hose assembly: 12‟x3” Non collapse with 3” offload hose with 3” ball valve
8. Three 3” PVC ball valve with cam-lock fittings (4” optional)
9. One 3” x 90o elbow with swivel
10. Hand pump to inflate nose cone bladder
Unpack the Sea Slug and all accessories

Attach the Top 3” PCV Valve:
This valve has 3” NTP female thread and male cam-lock connection and is assembled
to the 3” connection located on the top bow end. This valve is used as a “VENT”;
however it also can be used as a filling connection when the 3” center connection is
used as a vent.
Top 3” ball valve is always open when filling the Sea Slug
Connect the Stern Floatation

A 16” buoy is used to keep the Sea Slug stern afloat when it is empty or partially filled,
when in the water. Make sure the float has a very short connection line so it is nearly
flush with the stern plate.
Connecting the Drogue

Attach the drogue to the aft eye bolt (same eye bolt where the 16” buoy is connected)
with the drogue line provided. The drogue damps lateral oscillation during towing and
assists in slowing the Sea Slug when the towing vessel slows down.
The drogue is not used when the Sea Slug is towed from the hip. Use the drogue
chute when the bladder is going to be towed from the vessels stern.
Note: It is not necessary to use the drogue when the Sea Slug is empty.

Attach the Stern 3” PVC Ball Valve
This valve has male and female cam-lock connections and is connected to the 3” stern
non-collapsible hone “suction hose”. This hose is then connected to the 3” cam-lock
connection located at the stern end of the Sea Slug. Close the ball valve and secure it
to one of the handles located at the stern end before getting under way.
This assembly is used as an OFFLOADING connection.
Attach the 3” ball valve with swivel and 90o elbow

This valve has 3” NTP female thread and male cam-lock connection and is assembled
to the 3” connection located on the top bow end or center of bladder. At the top of the
ball valve the 3” swivel with 90o elbow should be connected. This valve is used for
“FILLING/OFFLOADING”.
Attach a filling hose with a capped end to one of the NPT flanges before the Sea Slug is
deployed. Connection of this hose before deployment allows one to access the filling
connection easily. Note when the Sea Slug is empty the top connection may be slightly
beneath the water surface making it difficult to access the fill connection if the filling
hose is not attached ahead of time.
Top 3” valve is always open when filling the Sea Slug
SAFETY ISSUE #1
Leave the 2” pressure relief valve uncovered

Leave the PVC cap on any unused with exception of the 2” relief valve.
Inflate the Bow Air Chamber

Inflating this chamber provides floatation for this section and improves the towing
performance. Note that foam floats at each side of the Sea Slug provide more than
enough floatation for this unit; the bow air chamber is added for user convenience and
improved towing performance.
The bow air chamber is inflated via the bow end cone NPT flange. There is a check
valve in this flange that allows air to flow in, but not out. Remove the cap from the bow
flange and close the Monsun valve before inflating any of the air chambers.
This air chamber can be inflated via either a standard leab blower or the hand pump.
The discharge hose from most blowers will fit sufficiently inside the bow end cone flange
to inflate the chamber. If the discharge hose to the inflation unit does not fit properly,
use tape to make a seal between the blower and the NPT flange.
Replace the PVC caps when inflation is complete
Connect a tether line to a handle near the Sea Slug longitudinal center and to some
attachment near the stern (lifting bridal, hand hold strap or an eye bolt on the end cone).
The towing line can be used as a bow tether if needed.
SAFETY ISSUE #2
Handles have a maximum pull of 500 lb

Filling the Sea Slug
Connect the skimmer or other fluid transfer device to the filling hose and begin pumping.
When the Sea Slug is nearly full, the topside ball valve can be opened and monitored to
determine a stop filling point. It is best to stop filling the Sea Slug when the unit still has
some flexibility to conform to wave motion.
Be careful not to over pressurize the Sea Slug by leaving the filling pump running after
the bladder is full. Sea Slugs cannot take the pressure most pumps can deliver.
SAFETY ISSUE #3
DO NOT over pressurize the Sea Slug
Towing the Sea Slug

The sea slug comes a four point towing bridal and ring connected to the end cone with
stainless steel eye bolts. To tow the Sea Slug, simply connect the bridal to a tow line
and begin towing.
SAFETY ISSUE #4
 The Sea Slug is capable of being towed at a relative speed of 6 knots
(including current) when full and 12 knots when empty. Variable sea
conditions will require adjustments to towing speeds.
 Make sure the nose cone is inflated

Off Loading the Sea Slug
A common method of off loading the Sea Slug is simply to attach a suction hose to one
of the top or end connections and begin pumping out the fluid. The suction end of the
off loading hose should have a tight connection for proper suction.
Prepare the proper hose connection ahead of time.

Waste Management
Typically, the Responsible Party is accountable for waste disposal, wildlife rescue and
rehabilitation and site remediation. They can however, contract assistance from the
Response Organization. Any and all waste management plans must be approved by
the appropriate government authorities. Physical recovery of all oil and oil debris from
the environment commonly produces volumes of waste much larger than the volume of
the initial spill. After oil waste is recovered, it must be recycled, reused or disposed.
Cleanup activities will result in a waste stream that requires temporary handling and
permanent disposal.
Temporary Off-site Storage
The guidelines for locating temporary storage site(s) include:
 Access: off-site storage sites should be accessible via road and situated as near
disposal facilities as possible;
 Location of the site: the site must be above highest high tide levels and flood
plains and not easily accessible to the public;
 Slope stability: on stable terrain and not at a site likely to be affected by potential
surface mass movements (slides etc.);
 Soil/substrate type: generally the site should be located on low permeability soils
if possible;
 Security: the site must have controlled entry;
 Sensitivity of nearby resources including (but not limited to):
 cultural activities and resources,
 fish spawning areas,
 human use,
 rare or endangered species,
 shell fish beds,
 streams,
 wells, and
 wetlands.
Transportation Options
Transportation options available for oil spill wastes include:
 freight boats
 tank trucks
 freight trucks
 railroad cars

 light trucks
 helicopters
 dump trucks
Oil Identification
There are five primary terms used to represent oil colours on water. Similarly, there are
terms used to represent the structure or distribution of oil on water. Use of this
terminology during a spill response will promote consistency among responders.
Colour Codes
Common Descriptors Code
Silver Sheen S
Rainbow R
Metallic M
Transitional T
Dark D
Oil Colour/Appearance
Examples of Silver/Gray (S), Rainbow (R) and Metallic (M) sheens

Oil layers that look metallic reflect the colour of the sky, but with some
element of oil colour.
Silver/Gray sheen (S), Rainbow (R) and Metallic (M) oil colours

Sheen surfacing from a sunken vessel
Patches of Silver/Gray (S) and minimal amounts of Rainbow (R) and Metallic (M)
Fresh Diesel Slick
Metallic (M) slick in center fading to Rainbow (R) and Silver/Gray (S) along the edges

Patches of Transitional Oil
Transitional (T) oil colour patch in bottom half of photo separated from Streamers (st) of Metallic (M)
– top of photo – by clear water. Note: light Silver/Gray (S) sheen along edges.
Black Dark (D) oil leaking from barge
Black oil true colour Dark (D) forming Streamers (st) from barge.

Black Dark (D) Oil
Note the small orangish streaks and patches of emulsified oil. This oil has no structure
(ns) slick configuration.
Diesel spill in marina
Oil spreading out into Metallic (M) layer, Rainbow (R) and Silver/Gray (S) sheens in and
around piers. Very light wind and current.

Summary – Five Primary Colour Codes
Silver Sheen S
Rainbow R
Metallic M
Transitional T
Dark D
Note: Oil colour codes use single-letter capitals

Oil Structure/Distribution
Streamers st
Convergence Line co
Windrows wr
Patches pa
Tar Balls tb
No Structures (random eddies or swirls) D
Streamers (st)
Narrow bands or lines of oil (sheen, dark or emulsified) with clean water on each side.
Sometimes referred to as “fingers” or “ribbons”. Streamers (st) may be caused by wind
and/or currents, but should not be confused with multiple bands of oil associated with
“windrows” or with “convergence zones or lines” commonly associated with temperature
and/or salinity discontinuities.

Streamers (st) and Black Oil (D)
Streamers (st) of Black oil (D) are breaking up into Windrows (wr). Note Transitional (T) and Metallic
(M) oil layers.
Convergence Zone (co)
A long narrow band of oil (and possibly other materials) often caused by convergence of
two bodies of water with different temperatures and/or salinities. Unlike “windrows” and
“streamers” commonly associated with wind, convergence zones are normally
associated with the interface between differing water masses or with the effect of tidal
and depth changes that cause currents to converge due to density differences or due to
large bathymetric changes. Such zones may be several kilometers in length and
consist of dark or emulsified ol and heavy debris surrounded by sheen.

Windrows (wr)
Multiple bands or streaks of oil (sheen, dark or mousse) that lines up nearly parallel with
the wind. Such streaks (typically including seaweed, foam and other organic materials)
are caused by a series of counter rotating vortices in surface layers that produce
alternating convergent and divergent zones. The resulting “windrows” begin to form
with wind speeds of ~ 6 knots or more. Bands are usually spaced a few meters to 10s
of meters apart; however, windrows have been observed with spacing of 100 meters or
more.
Patches (pa)
1 meter (crude oil) 50 meters (diesel) 200 meters (crude oil)
An oil configuration or “structure” that reflects a broad range of shapes and dimensions.
Numerous tarballs could combine to form “patches”; oil of various colours and
consistencies could form a patch or single layer 10s of centimeters to 10s (or even
100s) of meters in diameter; and a large patch of dark or rainbow oil could have patches
of emulsion within it. Patches of oily debris, barley able to float with sediment/plants in
them, might be called “tarmats:; circular patches at sea might be called “pancakes”;
really big patches might simply be called “continuous” slicks, but they are all patches.

Patch (pa) of emulsified oil
Isolated Patch (pa) or pancake of emulsified oil surrounded by Windrows (wr) of

Silver/gray (S) sheen.
Tarballs (tb)
From Helicopter From Boat From Ground level

on beach
Discrete, and usually pliable, globules of weathered oil ranging from mostly oil to
emulsified with varying amounts of debris and/or sediment. Tarballs may vary from
millimeters to 20-30 centimeters across. Depending on exactly how “weathered” or
hardened, the outer layer of the tarball is, sheen may or may not be present.

Tarballs Viewed from Boat
Dime to Loonie-sized Tarballs (tb) surrounded by Metallic (M) and Silver/gray (S)
sheen.
Oil Spill Estimations

Based on “Normal” (middle range) thicknesses
Area Silvery Transitional

Rainbow Metallic Dark
(feet2) Sheen Dark
10
< teaspoon < teaspoon 2 teaspoons ~ ½ cup ¼ gal.
(~3‟ x 3‟)
100
< teaspoon 2 teaspoons ~ ½ cup ¼ gal. 2 ½ gal.
(10‟ x 10‟)
1,000
2 teaspoons ~ ½ cup ¼ gal. 2 ½ gal. 25 gal.
(~32‟ x 32‟)
10,000
~ ½ cup ¼ gal. 2 ½ gal. 25 gal. 250 gal.
(100‟ x 100‟)
40,000
(200‟ x 200‟) 1/10 gal. 1 gal. 10 gal. 100 gal. 1,000 gal.
(~1 acre)
250,000
(500‟ x 500‟) ~ ½ gal. ~ 6 gal. ~ 62 gal. ~ 620 gal. ~ 6,200 gal.
(>5 ½ acres)
Traditional dark (thick enough to show true colour of oil, ~ 1/10 mm thick; possibly
discontinuous in structure)
Dark (true colour of oil, nominal thickness ~ 1 mm)

Oil Types
Group Description Characteristics

I Light Distillates  Very volatile and highly flammable
Sp. Gr. < 0.8  High evaporation rates
o
API > 45  Rapid spreading rates
Visc.: 05 – 2 cSt @ 15o C.  Highly toxic to biota
 Little if any emulsification
 High penetration of substrata
II Light Crudes  Moderate volatility
Sp. Gr. 0.8 – 0.85  Low to moderate viscosity
o
API 17.5 - 45  Below pour points, behaves like group
Visc.: 4 to solid IV oils
(avg. 8 cSt) @ 15o C.  Moderate to high toxicity
 Can form stable emulsions
 Moderate to high penetration of
substrata
III Medium Crude  Moderate volatility
Sp. Gr. 0.85 – 0.95  Moderate viscosity
o
API 17.5 - 35  Below pour points, behaves like group
Visc.: 8 to solid IV oils
(avg.275 cSt) @ 15o C.  Variable acute toxicity – depending on
light fractions remaining
 Low to moderate penetration of
substrata
IV Heavy Crude/Fuel Oil  Moderate volatility
Sp. Gr. 0.95 – 1.00  Moderate viscosity
o
API 10.0 - 17.5  Variable acute toxicity – depending on
Visc.: 1,500 to solid @ 15o C. light fractions remaining
 Low to moderate penetration of
substrata
V Very Heavy Fuel/Bunker Oil  Very low volatility
Sp. Gr. 1.00  Little if any evaporation
o
API 10.0  Very high viscosity
Visc.: Solid (unless heated)  Vary low acute toxicity
 Little if any penetration of substrata

Group I oils (or non-persistent oils) tend to disappear rapidly from the sea surface.
Group II-V oils (often referred to as persistent oils) dissipate more slowly depending
upon their specific physical/chemical properties and volume spilled.
Standard/Metric area chart

Operational Effectiveness
Oil being contained within boom (without entrainment). This is possible with low
currents until boom reaches holding capacity.
Entrainment
Entrainment of oil under boom deployed in high current

Containment
Dark black (D) oil contained between boom and shoreline under very calm wind and
current conditions.
Boom Towing
Boom towed in front of skimming vessel, funneling oil into skimmer.

Glossary of Terms
This glossary contains definitions of terms and acronyms frequently used during
WCMRC responses and ICS documentation.
ACTION PLAN See Incident Action Plan

ACCOUNTING UNIT A functional unit within the finance/administration section responsible for
compiling daily cost data, the payment of supplier invoices and the
preparations invoices to the Responsible Party and other general accounting
functions
ADMINISTRATION A functional unit within the finance/administration section responsible for
UNIT compiling and maintaining records of all agreements and circulate
documentation externally as defined in the tasks.
AUDIT UNIT A functional unit within the finance/administration section responsible for
reviewing all invoices, purchase orders, daily time sheets, daily worksheets,
and other related documentation to ensure the accuracy and completeness.
AGENCY An agency is a division of government with a specific function, or a non-
government organization that offers a particular kind of assistance. In the
Incident Command System agencies are defined as jurisdictional (having
statutory responsibility for incident mitigation) or assisting and/or coordinating
(providing resources and/or assistance).
AGENCY EXECUTIVE A policy group of executive personnel from a “key” (lead) agency (ministry) that
addresses matters pertaining to declaring an emergency, to evoking response
levels, to liaison with support agencies, to prepare a public communications
strategy and to informing cabinet ministers (equivalent to crisis management
team in industry).
AGENCY An individual assigned to an incident from an assisting or coordinating agency
REPRESENTATIVE that has been delegated authority to make decisions on matters affecting that
agency‟s participation at the incident. Agency representatives report to the
Liaison Officer.
AIR OPERATIONS The person primarily responsible for preparing and implementing the air
BRANCH DIRECTOR operations portion of the Incident Action Plan. Also responsible for providing
logistical to aircraft assigned to the incident.
ALLOCATED Resources (people, equipment, supplies vessels and vehicles) dispatched to
RESOURCES an incident.
AREA COMMAND An organization established to oversee the management of multiple incidents
that are each being held by an Incident Command System organization; or to
oversee the management of a very large incident that has multiple Incident
Management Teams assigned to it. Area command has the responsibility to
set overall strategy and priorities, allocate critical resources based on priorities,
ensure that incidents are properly managed and ensure objectives are met and
strategies followed.
ASSIGNED Resources checked-in and assigned work tasks on an incident.
RESOURCES
ASSIGNMENTS Tasks given to resources to perform within a given operational period, based
upon tactical objectives in the Incident Action Plan.

ASSISTANT Title for subordinates of the Command Staff positions. The title indicates a
level of technical capability, qualification and responsibility subordinate to the
primary position.
ASSISTING AGENCY An agency directly contributing tactical or service resources to another agency.
The general term “augmenting” may be used to describe this activity.
AVAILABLE Incident based resources which are immediately available for assignment.
RESOURCES
BASE The location at which the primary logistics functions are coordinated and
administered. The Incident Command Post may be collocated with the base.
There is only one base per incident.
BRANCH The organizational level having functional/geographical responsibility for major
incident operations. The Branch level is organizationally between Section and
Division/Group in Operations Section and between Section and Units in the
Logistical Section.
CACHE A pre-determined compliment of tools, equipment and/or supplies stored in a
designated location and available for incident use.
CAMP A geographical site, within the general incident area, separate from the base,
equipped and staffed to provide sleeping areas, food and sanitary services to
incident personnel.
CENTRAL Provides overall policy direction to provincial agencies and resources
COORDINATION supporting or assisting with the situation whenever the BC Emergency
GROUP Response Management System is invoked.
CHAIN OF COMMAND A series of management positions in order of authority.
CHECK-IN The process whereby resources first report to an incident response. Check-in
locations include Incident Command Post (Security and Resource Unit),
Incident Base, Camps, Staging Areas, Heli-bases, and Division/Group
Supervisors (for direct line assignments).
CHIEF An Incident Command System title for individuals responsible for command of
the functional sections: Operations, Planning, Logistics,
Finance/Administration.
CLEAR TEXT The use of plain English in radio communications transmissions. Neither 10
codes nor agency specific codes are used when using clear text.
COLD ZONE A safe area free of contamination or threat of exposure, at a hazardous
material incident for responders. The area where a command post or staging
area is located. Also called the support zone.
COMMAND The act of directing, ordering and/or controlling resources by virtue of explicit
legal, agency or delegated authority. May also refer to the Incident
Commander/Unified Command.
COMMAND POST See Incident Command Post.
COMMAND STAFF The Command Staff consists of the Information Officer, Safety Officer, Legal
Officer and Liaison Officer, who repost directly to the Incident Commander.
They may have assistants as needed. Command Staff has responsibilities that
can involve the entire incident management team.
COMMUNICATIONS An organizational unit in the Logistics Section responsible for providing
UNIT communication services at an incident. A Communications Unit also be a
facility (e.g. trailer or mobile unit) used to provide the major incident
communications center.

COMPENSATION Functional unit within the Finance/Administration Section responsible for
UNIT/CLAIMS UNIT financial concerns resulting from property damage, injury or fatalities at the
incident.
CONTROL ZONE The areas in and around a hazardous material incident whereby entry by
people and equipment are controlled to ensure human safety and reduce the
spread of contamination. See the following terms: exclusion zone;
decontamination reduction or cold zone; support or control zone.
COOPERATING An agency supplying assistance other than direct tactical, support, or service
AGENCY functions or resources to the incident effort (e.g. Red Cross, Telephone
Company, etc.).
COORDINATION The process of systematically analyzing a situation, developing relevant
information and informing appropriate command authority of viable alternatives
for selection of the most effective combination of available resources to meet
specific response objectives.
COORDINATION A general term used to describe any facility that is used for the coordination of
CENTER agency or jurisdictional resources in support of an incident, such as a
command post.
COST UNIT Functional unit within the Finance/Administration Section responsible for
tracking costs, analyzing cost data, making cost estimates and recommending
cost saving measures.
CREW (See Single Resource)
DECONTAMINATION The process of removing re neutralizing contaminants that have accumulated
on personnel and equipment.
DELEGATION OF A statement provided to the Incident Commander by an agency or company
AUTHORITY executive delegating authority and assigning responsibility. The delegation
accompanies a declaration of emergency.
DEMOBILIZATION Functional unit within the Planning Section responsible for assuring orderly,
UNIT safe and efficient demobilization of incident response resources.
DEPUTY A fully qualified individual who, in the absence of a superior, could be
delegated the authority to manage a functional operation of perform a specific
task. In some cases, a Deputy could act as relief for a superior and therefore
must be fully qualified in the position. Deputies can be assigned to the
Command Staff, General Staff and Branch Directors.
DIRECTOR The ICS title for individuals responsible for supervising a branch.
DISPATCH The implementation of a command decision to move resources from one place
to another.
DISPATCH CENTER A facility from which resources are directly assigned to an incident.
DIVISION The organization level having responsibility for operation within a defined
geographical area or with functional responsibility. The Division level is
organizationally between the Task Force/Strike Force and Branch.
DOCUMENTATION Functional unit within the Planning Sectional responsible for collecting,
UNIT recording and safeguarding all documentation relevant to the incident.
EMERGENCY In BC, a situation as defined by Emergency Programs Act, Environment
INCIDENT Management Act and other provincial acts and regulations which require
saving lives, reducing suffering, protecting property and the environment and
mitigating economical and social losses.
EMERGENCY A pre-designated facility established by an agency or jurisdiction to coordinate

OPERATION CENTER the overall agency or jurisdictional response.
EMERGENCY The plan that each jurisdiction and industry has and maintains for responding
RESPONSE PLAN to hazards.
(ERA) ENHANCED A marine region designated by the Ministry of Transportation which does not
RESPONSE AREA have a Designated Port as a reference point, but which holds the same
significance as a Primary Area of Response. Juan de Fuca Strait is the only
ERA on the Pacific Coast.
FACILITIES UNIT Functional unit within the Support Branch of the Logistics Section that provides
fixed facilities for the incident. These facilities may include the Incident Base,
food services, sleeping areas, sanitary facilities.
(FMO) FEDERAL (Canada) The Canadian Coast Guard representative who has overall
MONITORING responsibility for monitoring a polluter managed response to an incident.
OFFICER
(FOSC) FEDERAL (USA) A pre-designated official operating under the authority of the National
ON-SCENE Contingency Plan (NCP)
COORDINATOR
(FOG) FIELD A manual of instructions on the application of the Incident Command System.
OPERATIONS GUIDE Used extensively by the US Coast Guard and Canadian and US Industry for
marine oil spills.
FIRST RESPONDERS The first trained responders arriving on the scene of an incident.
FOSET A team of specially trained fishermen that provide logistical and operational
support to WCMRC along the BC coast. (Fishermen Oil Spill Emergency Team)
FOOD UNIT Functional unit within the Service Branch of the Logistics Section responsible
for providing meals for incident personnel.
FUNCTION In ICS, function refers to the five major activities, i.e. Command, Operations,
Planning, Logistics and Finance/Administration. The term function is also used
when describing the activity involved, e.g. “the planning function”.
(GAR) GEOGRAPHIC The area identified by a Response Organization within which it intends to offer
AREA OF RESPONSE services.
GENERAL STAFF The group of incident management personnel comprised of: Incident
Commander, Operations Section Chief, Planning Section Chief, Logistics
Section Chief and Finance/Administration Section Chief.
(GIS) GEOGRAPHIC An electronic information system that provides a geo-referenced database to
INFORMATION support management decision making.
SYSTEM
(GSG) GOVERNMENT A subcommittee of the Regional Environmental Emergency Team (REET)
STAKEHOLDERS composed of senior representatives of the government agencies having
GROUP jurisdiction over the particular spill. The role of the GSG during a spill is to
1.) review and endorse the objectives, priorities and strategies developed by
Incident Command during the Objectives and Strategies Meeting and
throughout the Planning process and 2.) ensure that all stakeholders concerns
are considered and where applicable, prioritize within the objectives and
strategies.
GROUND SUPPORT Functional unit within the Support Branch of the Logistics Section responsible
UNIT for fueling, maintaining and repairing vehicles and ground transportation of
personnel and supplies.

GROUP Groups are established to divide the incident into functional areas of operation.
Groups are composed of resources assembled to perform a specific function
not necessarily within a single geographic division. Groups are located
between Branches and Single Resources in the Operation Section.
HAZARD AND RISK Evaluation of the relative hazards and risks of materials to response personnel,
ANALYSIS the public and the environment.
HAZMAT SPECIALIST Are levels of training and competency as defined by the National Fire
OR TECHNICIAN Protection Association (NFPA 472)
HELIBASE The main location for parking, refueling, maintaining and loading helicopters
operating in support of an incident. It is usually located at or near the incident
base.
HELISPOT Any designated location where a helicopter can safely take off and land. Some
helispots may be used for loading supplies, equipment and personnel.
HOT ZONE The area surrounding a hazardous material incident site which is immediately
dangerous to life and health. Entry to the zone is by qualified responders with
the appropriate personal protective equipment.
INCIDENT An occurrence either human caused or by natural phenomenon, that requires
action to prevent or minimize loss of life or damage to property and/or natural
resources.
(IAP) INCIDENT Initially prepared at the first meeting, contains general objectives reflecting the
ACTION PLAN overall incident strategy and specific action plans for the next operational
period. The plan may be oral or written. When written, the plan may have a
number of forms as attachments (e.g., traffic plan, safety plan, communications
plan, maps, etc.).
INCIDENT AREA Legal geographical area of the incident including area(s) and traffic route(s) to
corresponding storage and disposal sites.
INCIDENT BASE Location at the incident where the primary logistics functions is coordinated
and administrated. The incident command post may be collocated with the
base.
INCIDENT COMMAND The location at which the primary command functions are executed. The
POST incident command post may be collated with the incident base or other incident
facilities.
INCIDENT COMMAND A standardized on-scene management system specifically designed to allow
SYSTEM (ICS) its user(s) to adapt an integrated organizational structure equal to the
complexity and demands of single or multiple incidents, without being hindered
by jurisdictional boundaries.
INCIDENT The individual responsible for the management of all incident operations at the
COMMANDER incident site. Designations such as “provincial”, “federal” and “responsible
party” identify the incident commander‟s jurisdiction. “Coordinator” is often
used in the USA.
INCIDENT The location of the Communications Unit and the Message Center.
COMMUNICATION
CENTER
INCIDENT The Incident Commander and appropriate command and general staff
MANAGEMENT TEAM personnel assigned to an incident. Incident Management Team is also
generally referred to as an “emergency response team”.

INCIDENT Statements of guidance and direction necessary for the selection of
OBJECTIVES appropriate strategies and the tactical direction of resources. Incident
objectives are based on realistic expectations of what can be accomplished
when all allocated resources have been effectively deployed. Incident
objectives must be achievable and measurable, yet flexible enough to allow for
strategic and tactical alternatives.
INCIDENT STATUS The Situation Unit is responsible for maintaining a display of status boards
DISPLAY which communicate critical incident information vital to establish and maintain
an effective command and control environment.
INCIDENT SUPPORT Includes any off-incident support provided to an incident. Examples would be
ORGANIZATION agency dispatch centers, airports, mobilization centers, etc.
INFORMATION A member of the Command Staff responsible for interfacing with the public and
OFFICER media or with other agencies requiring information directly from the incident,
etc.
INITIAL ACTION The action taken by personnel which are first to arrive at an incident.
INITIAL RESPONSE Resources initially committed to an incident.
INITIAL RESPONSE The time between the initial notification that a spill has occurred and the
PHASE beginning of the ICS Planning and Operational Cycles. This phase covers the
responder‟s first critical hours at an operational cleanup site, aboard a
response vessel, at a staging area or in the Incident Command Post. This
phase may be as short as a few hours or as long as 72 hours depending on
the location and nature of the spill. The goal of the Incident Command is to
shorten the initial response phase and enter the Planning/Operational Cycle as
soon as possible.
JOINT INFORMATION A facility established within, or near, the Incident Command Post where the
CENTER (JIC) Information Officer and staff can coordinate and provide incident information to
the public, news media and other agencies or organizations.
JURISDICTION A range or sphere of authority. At an incident, public agencies have
jurisdiction related to their legal responsibilities and authority for incident
mitigation. Jurisdictional authority at an incident can be political/geographical
(e.g., city, municipal, provincial or federal) or functional (e.g. police, health
department, etc.)
JURISDICTIONAL The agency having jurisdiction and responsibility for a specific geographical
AGENCY area or mandated function as defined by law (BC Emergency Programs Act,
Canada Shipping Act 2001, Environmental Management Act).
LANDING ZONE See Helispot
LEAD AGENCY In Canada, the agency designated or mandated by law to have overall
responsibility for emergency preparedness and response of their respective
government. Also referred to as “key” agency under the BC Emergency
Programs Act.
LEADER The ICS title for an individual responsible for an Task Force/Strike Team or
functional Unit.
LOGISTICS SECTION A member of the general staff responsible for providing facilities, services and
CHIEF materials in support of an incident. The Logistics Section Chief participates in
development and implementation of the incident action plan and activates and
supervises the units within the Logistics Section

LOGISTICS SECTION The Section responsible for providing facilities, services and materials during
an incident.
(MBO) MANAGEMENT In ICS, this is a top down management activity that involves a three step
BY OBJECTIVES process to achieve the incident goal. The steps are establishing the incident
objectives, selection of appropriate strategies to achieve the objectives and the
tactical direction associated with the selected strategies. Tactical direction
includes selection of tactics, selection of resources, resource assignment and
performance monitoring.
MANAGERS Individuals within the ICS organizational units who are assigned specific
managerial responsibilities (e.g. Staging Manager, Camp Manager).
MEDICAL UNIT Functional unit within the Services Branch of the Logistics Section responsible
for developing the Medical Plan and for providing emergency medical care for
incident response personnel.
MESSAGE CENTER The Message Center is part of the Communications Center and collated with
or adjacent to it. It receives, records, and routes information about resources
reporting to the incident, resource status and handles administration and
tactical traffic.
MOBILIZATION The process and procedures used by all agencies and organizations
activating, assembling and transporting all resources that have been requested
to respond to, or to support an incident.
MULTI-AGENCY A generalized term which describes the functions and activities to
COORDINATION representatives of involved agencies and/or jurisdictions who come together to
(MAC) make decisions regarding the prioritizing of incidents and the sharing and use
of critical resources. The MAC is not part of the on scene ICS and is not
involved in developing incident strategies or tactics.
MULTI-AGENCY An incident where one or more agencies assist a jurisdictional agency or
INCIDENT agencies. May be single of Unified Command.
MULTI- An incident requiring action from multiple agencies that have statutory
JURISDICTIONAL responsibility for incident mitigation. In ICS, these incidents will normally be
INCIDENT managed using Unified Command.
MUTUAL AID Written agreement between agencies and/or jurisdictions in which they agree
AGREEMENT to assist one another upon request, by furnishing personnel and equipment.
NOTICE TO AIRMEN Temporary airspace restrictions for non-emergency aircraft in the incident
(NOTAM) area. Notices to airmen are established by Transport Canada to ensure
aircraft safety.
NOTICE TO SHIPPING Are issued by the Canadian Coast Guard to alert mariners about hazards to
(NOTSHIP) navigation or other important information which may affect navigation.
OFFICER The ICS title for personnel responsible for the Command Staff positions of
Safety, Liaison, Legal and Information.
ON SCENE Individual responsible for management of a response to a spill incident.
COMMANDER
OPERATIONAL The period of time schedules for execution of a given set of operational actions
PERIOD specified in the Incident Action Plan. Operational Periods can be various
lengths, usually not over 24 hours.
OPERATIONS Responsible for all operations directly applicable to the primary mission.
SECTION Directs unit operational plan preparation (as necessary) and reports such to
the Incident Commander.
OPERATIONS A member of the general staff responsible for the management of all tactical

SECTION CHIEF operations in accordance with the Incident Action Plan.
OUT OF SERVICE Resources assigned to an incident but unable to respond for mechanical, rest
RESOURCES or personnel reasons
OVERHEAD Personnel who are assigned to supervisory positions that include Incident
PERSONNEL Commander, Command Staff, General Staff, Directors, Supervisors and Unit
Leaders.
PRIMARY AREA OF The marine region, extending to a distance of 50 nautical miles in all directions,
RESPONSE (PAR) from boundaries of a designated port used as a reference point.
PLANNING SECTION A member of the Incident Commander‟s General Staff responsible for
CHIEF collection, evaluation and use of information about the development of the
incident and status of resources.
PLANNING A meeting held as needed throughout the duration of an incident to select
MEETINGS strategies and tactics for incident control operations and for service and
support planning. On larger incidents, the planning meeting is a major element
in the development of the Incident Action Plan.
PLANNING SECTION Responsible for collecting, evaluating and disseminating tactical information
related to the incident and for preparing and documenting Incident Action
Plans. The section also maintains information on the current and forecast
situation, and the status of resources assigned to the incident. Includes the
Situation, Resource, Environmental, Documentation and Demobilization Units
and Technical Specialists.
PROCUREMENT UNIT Functional unit within the Finance/Administration Section responsible for
financial matters involving vendor contracts.
(QI) QUALIFIED The person authorized by the Responsible Party to expend funds and obligate
INDIVIDUAL (USA) resources.
RADIO CACHE A cache may consist of a number of portable radios, a base station, and, in
some cases, a repeater stored in a predetermined location for dispatch to
incidents.
RECORDERS Individuals within the ICS organizational units who are responsible for
recording information. Recorders may be found in Planning, Logistics and
Finance/Administration Sections.
(REET) REGIONAL Is designed to provide consolidated and coordinated environmental advice,
ENVIRONMENTAL information and assistance in the event of an environmental response. REET
EMERGENCY TEAMS members represent several federal, provincial and municipal government
departments, First Nation communities, private sector agencies and local
individuals. In BC, REET is co-chaired by Environment Canada and BC
Ministry of Environment.
REPORTING Any one of six facilities/locations where incident assigned resources may be
LOCATION checked in. the locations are: Incident Command Post-Resource Unit, Base,
Camps, Staging Area, Helibase, or Division/Group Supervisors (for direct line
assignments). Check in for each specific resource occurs at one location only.
RESOURCES Personnel and equipment available, or potentially available, for assignment to
incidents. Resources are described by kind and type, e.g., ground vehicles,
trailers, water vessels, skimmers, boom, aircraft, etc., and may be used in
tactical support or overhead capacities at an incident.

RESOURCES UNIT Functional unit within the Planning Section responsible for recording the status
of resources committed to the incident. The Unit also evaluates resources
currently committed to the incident, the impact that additional responding
resources will have on the incident and anticipated resource needs.
(RP) RESPONSIBLE Refers to an agency or company taking responsibility for impact mitigation, e.g.
PARTY cleanup, response management.
SAFETY OFFICER A member of the command staff responsible for monitoring and assessing
hazards or unsafe conditions and for developing measures for ensuring
personnel safety. The Safety Officer may have an assistant.
SAFETY WATCH A member of the Operations Section, reporting to the Operations Section Chief
and responsible for working with the Safety Officer to implement the Site
Specific Health and Safety Plan at an operational level. Depending on the size
of the incident, there may be more than one Safety Watch assigned.
SECTION The organization level having functional responsibility for primary segments of
incident operation such as: Operations, Planning, Logistics and
Finance/Administration. The Section level is organizationally between Branch
and Incident Commander.
SEGMENT A geographical area in which a task or strike force team leader or supervisor of
a single resource is assigned authority and responsibility for the coordination of
resources and implementation of planned tactics. A segment may be a portion
of a division or an area inside or outside the perimeter of an incident.
SERVICE BRANCH A Branch within the Logistics Section responsible for service activities at the
incident. Includes the Communications, Medical and Food Units.
SINGLE RESOURCE An individual, a piece of equipment and its personnel complement or a crew or
team of individuals with an identified work supervisor that can b eused on an
incident.
SITE SPECIFIC Site specific required regulations and specified in Contingency Plans and IAPs.
HEALTH AND The Site Specific Health and Safety Plan, at minimum, addresses, includes or
SAFETY PLAN contains the following elements: health and safety hazard analysis for each
site task or operations, comprehensive operations work plan, personnel
training requirements, personal protective equipment selection criteria, site
specific atmosphere monitoring, site control measures, confined space entry
procedures (if needed), pre-entry briefings, (tailgate safety meetings, initial and
as needed), pre-operations commencement health and safety briefing for all
incident participants and quality assurance of plan effectiveness.
SITUATION UNIT Functional unit within the Planning Section responsible for collecting,
organizing and analyzing incident status information and for analyzing the
situation as it progresses. Reports to the Planning Section Chief.
SOURCE CONTROL Action necessary to control the spill source and prevent the continued release
of oil into the environment.
SPAN OF CONTROL Indicates the number of organizational elements that may be directly managed
by one person. Span of Control may vary from three to seven and a ratio of
one to five reporting elements is recommended.
STAGING AREA Are locations set up at an incident where resources can be held while awaiting
a tactical assignment. Staging areas are managed by the Operations Section.
STAKEHOLDERS Any person, group or organization affected by, and having a vested interest in,
the incident and/or the response operation.

STRATEGY The general plan or direction selected to accomplish incident objectives.
STRIKE TEAM Specified combinations of the same kinds of resources, with common
communications and a leader.
SUPERVISOR The ICS title for individuals responsible directing the activities of a Division or
Group.
SUPPLY UNIT Functional unit within the Support Branch of the Logistics Section responsible
for ordering equipment and supplies required for incident operations
SUPPORT BRANCH A Branch within the Logistics Section responsible for providing personnel,
equipment and supplies to support incident operations. Includes the Supply,
Facilities, Ground Support and Vessel Support Units.
SUPPORT Non-tactical resources under the supervision of the Logistics, Planning,
RESOURCES Finance/Administration Sections or the Command staff.
SUPPORTING The term used in the BC Emergency Response Management System to
AGENCY designate provincial assistance and cooperating agencies.
SUPPORTING Refers to the several attachments that may be included with an Incident Action
MATERIALS Plan (e.g., communications plan, maps, site specific health and safety plan,
traffic plan, etc.)
TACTICAL Directions given by the Operations Section Chief including the tactics
DIRECTION appropriate for the selected strategy; the selection and assignment of
resources; tactics implementation and performance monitoring for each
operational period.
TACTICS Deploying and directing resources assembled during an incident to accomplish
the desired objectives.
TASK FORCE A combination of single resources assembled for a particular tactical need,
with objectives.
TEAM Specified combinations of the same kind and type of resources, with common
communications and a leader.
TECHNICAL Personnel with special skills who can be used anywhere within the ICS
SPECIALIST organization.
TEMPORARY FLIGHT Temporary airspace restrictions for non emergency aircraft in the incident area.
RESTRICTIONS Established by Transport Canada to ensure aircraft safety and are normally
limited to a five nautical mile radius and 2,000 feet in altitude.
TIME UNIT Functional unit within the Finance/Administration Section responsible for
recording times for incident personnel.
TYPE Refers to resource capacity. A type 1 resource provides a greater overall
capacity due to power, size, capacity, etc., than would be found in type 2
resources. Resource typing provides manages with additional information in
selecting the best resource for the task.
UNIFIED AREA Is established when incidents under an Area Command are multi jurisdictional.
COMMAND
UNIFIED COMMAND In ICS, Unified Command is a unified team effort which allows all agencies with
responsibility for the incident, either geographical or functional, to manage an
incident by establishing a common set of incident objectives and strategies.
This is accomplished without losing or abdicating authority, responsibility or
accountability. The Responsible Party (company) is also part of unified
command.

UNIT The organizational element having functional responsibility for a specific
incident planning, logistics or finance/administration activity.
UNITY OF COMMAND The concept by which each person within an organization reports to one and
only one designated person.
VESSEL SUPPORT Functional unit within the Support Branch on the Logistics Section responsible
UNIT for implementing the Vessel Routing Plan; or fueling, maintenance and
repairing and other vessel support equipment; and coordinating transportation
on the water and between or among shore resources.
Glossary of Acronyms
ACP Area Contingency Plan
AES Atmospheric Environmental Services (Environment Canada)
AOBD Air Operations Branch Director
APICOM Association of Petroleum Industry Cooperative Managers
BCERMS British Columbia Emergency Response Management System
BCMOE British Columbia Ministry of Environment
CANUSDIX Canada/United States Dixon Entrance (Contingency Plan)
CANUSPAC Canada/United States Pacific (Contingency Plan)
CCG Canadian Coast Guard
CLC International Convention on Civil Liability for Oil Pollution Damage
CSA Canada Shipping Act (2001)
CUL Communications Unit Leader
CWS Canada Wildlife Services
DFO Department of Fisheries and Oceans
DGPS Digital Global Positioning System
DMOB Demobilization Unit Leader
DND Department of National Defense
DWT Dead Weight Ton
EC Environment Canada
ECDIS Electronic Chart Display Information System
ECRC Eastern Canada Response Corporation
EERO Environmental Emergency Response Officer (BC. Government)
EMS Emergency Medical Services
EMT Emergency Medical Technician
EOC Emergency Operations Center
EPA Environmental Protection Agency (US)
EPC Emergency Preparedness Canada
ERT Emergency Response Team

ETA Estimated Time of Arrival
ERA Enhances Response Area
FEMA Federal Emergency Response Agency (US)
FMO Federal Monitoring Officer
FOG Field Operating Guide
FOSC Federal On Scene Coordinator
FOSET Fishermen Oil Spill Emergency Team
FSC Finance/Administration Section Chief
GAR Geographical Area of Response
GIS Geographical Information System
GRP Geographic Response Plan
GRT Gross Registered Tonnage
GSUL Ground Support Unit Leader
GSG Government Stakeholder Group
H/C Historic/Cultural
HAZMAT Hazardous Materials
HAZSUB Hazardous Substances
HQ Hear Quarters
HS&LC Health Safety & Loss Control
IAP Incident Action Plan
ICP Incident Command Post
ICS Incident Command System
IMT Incident Management Team
IMS Incident Management System
IMO International Marine Organization
IOPC International Oil Pollution Compensation Fund
ISB In-situ Burning
ISM International Safety Management System (shipping)
ITOPF International Tanker Owners Pollution Federation
JIC Joint Information Center
LEL Lower Explosive Limits
LSC Logistics Section Chief
MACS Multi Agency Coordination System
MARPOL International Convention for the Pollution from Ships
MCTS Marine Communications and Traffic Services
MOC Ministry Operations Center (BC)
MROC Ministry Regional Operations Center (BC)

MSCC Marine Spill Coordination Center (BC)
MSDS Material Safety Data Sheet
MSRC Marine Spill Response Corporation (US Response Organization)
MUL Medical Unit Leader
NOAA National Oceanic and Atmosphere Administration (US)
NRS National Response System (US
OPA-90 Oil Pollution Act of 1990 (US)
OSC On Scene Commander
OSHA Occupational Safety and Health Administration
OSRIS Oil Spill Response Information System (BC government)
OSRO Oil Spill Response Organization
OSRM Oil Spill Response Manual
OWSBC Oiled Wildlife Society of BC
PA Programmatic Agreement
PAR Primary Area of Response
PECC Provincial Emergency Coordination Center (BC)
PEP Provincial Emergency Preparedness (BC)
PFD Personal Floatation Device
PIO Public Information Officer
PPE Personal Protective Equipment
PREOC Provincial Regional Emergency Operations Center (BC)
PSC Planning Section Chief
QI Qualified Individual
RAR Resources at Risk
REET Regional Environmental Emergency Team
RO Response Organization
RP Responsible Party
RRT Regional Respone Team
RUL Resource Unit Leader
SAR Search and Rescue
SCAT Shoreline Cleanup Assessment Team
SCBA Self Contained Breathing Apparatus
SITREP Situation Report
SEAPRO Southeast Alaska Petroleum Resource Organization (SE Alaska RO)
SO Safety Officer
SOLAS Safety of Life at Sea (international convention)
SONS Spill of National Significance

SOPF Ship-source Oil Pollution Fund
SPCA Society for the Prevention of Cruelty to Animals
SRO Senior Response Officer (CCG)
SRM Spill Response Manager (WCMRC)
SSC Scientific Support Coordinator
SSHP Site Specific Health & Safety Plan
SUL Situation Unit Leader
TC Transport Canada
TDG Transportation of Dangerous Goods
UC Unified Command
USCG United States Coast Guard
VOO Vessels of Opportunity
VOSS Vessel of Opportunity Skimming System
WOSM World Oil Spill Modeling

Marine Oils Spill Response Techniques

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Marine Oils Spill Response Techniques

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The Basics of Marine

Oil Spill Response

Responder Health and Safety 4

Safe Vessel Operations 8

Spill Response Command Structure 16

Spill Response Strategies 18

Oil Spill Control 22

The Basics of Marine Oil Spill Response Page 2

CANFLEX Sea Slug Procedure 52

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Last Minute Risk Assessment

3. WHAT DO I NEED TO DO THE JOB?

5. WHAT AM I GOING TO DO ABOUT IT?

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LENGTH X WIDTH / 15 = # PERSONS (150 lbs.)

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Span of Control Considerations

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Open Water Containment

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T-18 Disc Skimmer

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GT-185 with Helix Brush Conversion

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