The role of the MCA

& contingency planning in UK oil spill

response, ISPS code and BMP

Mr Georgios Vavourakis

Who are the MCA?

• HM Coastguard (HMCG) !

• Marine Safety Agency (MSA) !

• In 1998 the MSA & HMCG merged to become the MCA

The role of the MCA

• The MCA is responsible for implementing the UK Government’s maritime safety policy and the MCA exists:

• To promote high standards of safety at sea • To minimise loss of life amongst seafarers and

coastal users • To respond to maritime emergencies 24 hours a

day, 365 days per year • To protect the environment by minimising

pollution from ships

Counter Pollution Operations in UK

• The Secretary of State for Transport has overall responsibility for:

• Taking or co-ordinating measures to prevent, reduce and minimise the effects of marine pollution

• The National Competent Authority is the Counter Pollution & Response Branch (CPR) of the MCA

• Minimise the risk of pollution from ships and offshore installations, where pollution occurs, minimise the impact on UK waters, coastlines and economic interests

MCA CPR & CPSO’s• The Counter Pollution and Response Branch

(CPR) of the MCA • Are the National “Competent Authority” to minimise

the risks of pollution and minimise the impact on UK waters and coastlines affecting economic and environmental interests

• Counter Pollution & Salvage Officers (CPSO) • Greenock - Scotland and NI • Liverpool - West England and Wales • Walton on the Naze – East England

The UK Pollution Control Zone

This area includes the UK’s internal waters, defined as waters inside the baseline of territorial waters, territorial seas, defined as 12 miles from the baseline; and the UK’s pollution control zone, defined as 200 miles from the baseline or out to the nearest median line.

Oil Spills – Top TenAtlantic Express 1979 off Tobago, West Indies 287,000 ABT Summer 1991 700 nm off Angola 260,000 Castillo de Bellver 1983 Saldanha Bay, South Africa 252,000 Amoco Cadiz 1978 off Brittany, France 223,000 Haven 1991 Genoa, Italy 144,000 Odyssey 1988 700 nm off Novia Scotia 132,000 !Torrey Canyon 1967 Isles of Scilly, UK 119,000 !Urquiola 1976 La Coruna, Spain 100,000 Hawaiian Patriot 1977 300 nm off Honolulu 95,000 Independenta 1979 Bosphorus, Turkey 95,000 !!!* Statistics taken from the ITOPF Web site.

Braer - 1993

❑This led to Lord Donaldson’s Review “Safer Ships, Cleaner Seas”

❑…and placement of the first UK Government Emergency Towing Vessel

Sea Empress - 1996

❑Powers on ‘Salvage and Intervention and their Command and Control’

❑Further Review conducted by Lord Donaldson

Lord Donaldson’s Conclusions

• No direct Ministerial involvement

• “Trigger point” for Intervention

• MCA to play a larger part in operations

• Powers in respect of offshore installations

OPRC Regulations

• The International Convention on Oil Pollution Preparedness, Response and Co-operation 1990 (OPRC Convention) !

• The Merchant Shipping (Oil Pollution Preparedness, Response and Co-operation Convention) Regulations 1998 implements obligations under the Convention

OPRC Regulations

• Owners, Masters of ships and operators of offshore installations bear the primary responsibility for ensuring that they do not pollute the sea.

• Port and harbour authorities are likewise responsible for ensuring their ports operate in a manner that avoids marine pollution.

• All must prepare oil spill contingency plans

OPRC Regulations

• Local Authorities have no specific statutory duty to plan for, or carry out, shoreline clean-up – however: !

• Section 2 of the Civil Contingencies Act 2004 places a duty on Category 1 Responder organisations to assess the risk of an emergency occurring. Local authorities are Category 1 Responder organisations.

Who needs Contingency Plans?

Potential Spiller

International Accords

National Authority

County Authority

Port or local Authority

Co-ops

Contingency Plan Examples

• International • BONN, MANCHEPLAN, NORBRIT

• National • National Contingency Plan

• Regional • Cardiff, Swansea, SEG

• Local • Individual LA plans, ports and

harbours

Contingency Planning Why do we need contingency plans ?

• No time to plan during crisis management • Promotes an efficient and effective response,

mitigating environmental damage • Identifies wide variety of specialised skills,

services and equipment required • Involves people and places that may be

affected • Instills confidence in the responders and public

Contingency Planning Lack of planning - the consequences

• Initial confusion • Lack of direction • Costly mistakes • Worsening of the

incident - greater impact

• Hazards to the public and environment

• Lost business and credibility

Contingency Planning Fundamental considerations

• Government policies • Council policy • Statutory and legal considerations • Ownership of vessel or facility • Ownership of pollutant • Joint interests • Who is responsible • Who cleans up and pays

OPRC Plans

• Four Categories: ➢Ports having annual turnover of over £1m !

➢Ports with berths for vessels over 400GT or tankers over 150GT !

➢Likelihood of spill in excess of 10 tonnes !

➢Risk of spill in environmentally or economically sensitive area

Tiered response

• Tier 1 Local (minor) • within the capability of one local authority or harbour

authority • MCA advice available

• Tier 2 Regional (medium) • beyond the capability of one local authority • Contractors mobilised • MCA advice and resources available if requested

• Tier 3 National (major) • National resources required • MCA will be actively involved • Activation of National Contingency Plan (NCP)

Large

Spill

Small Spill

Medium

Spill

Local Regional National

Tier

One

Tier

Two

Tier

Three

Tiered Response Categorisation of incidents

Tier Level Determination

• Complex – many variables • Each port or harbour is unique • Risk assessments !

• Largely in recognition of scale of resources required for the response !

• Not necessarily on oil type or spill volume

!Impact of tanker size on credible

spill potentialDWT Collision

wing tank Grounding

2 wing+centre Bunkers carried

30000 700 3000 1350 50000 1100 5000 5200 70000 3000 12500 6300

100000 5500 21000 7000 200000 10500 45000 8300 240000 15000 60000 12000

Contingency Planning

Three Key elements: !• Strategy

!• Action and Operations

!• Data directory

Contingency Planning

Strategy • Scope and introduction • Aim • Objectives • Categorisation of incidents • Risk Assessment • Agreed response strategies • Arrangements with neighbouring authorities,

ports, Standing Environment Groups (SEG) etc

Contingency Planning

Actions and Operations • Notification procedures • Communications • Roles and Responsibilities • Evaluation of Situation • Health and Safety • Waste Management – e.g. temp sites identified? • Press and Media • Financial Control

Contingency Planning

Data Directory !

• Maps and Charts • Equipment stockpile lists • Support and auxiliary

equipment • Contact directory • Oil characteristics • Logistics

Key points

• Contingency planning for oil spills is the key to effective response !

• The MCA has the expertise and resources to respond to oil spills that threaten the National interests of the UK, but needs to work with other agencies and local authorities ……and they need to work with the MCA.

ISPS Background

The International Maritime Organization (IMO) states that "The International Ship and Port Facility Security Code (ISPS Code) is a comprehensive set of measures to enhance the security of ships and port facilities, developed in response to the perceived threats to ships and port facilities after 11 September 2001 attacks in the United States" (IMO).

Understanding Terrorism/Terrorists

Methods • Selection of target • Surveillance • Intelligence • Infiltration !!!

Motives • Ideological • Religious • Financial • Extremist • Political

Why are we here today?

Background to legislation • Under IMO Conventions (SOLAS-74,

STCW-95) • CSO, SSO – training requirements • SSA, SSP • Cetrification • Audits/inspections

ISPSInternational Ship & Port Facility Security

!• SOLAS CHAPTER XI-2 (Safety measures to enhance

maritime security) !

• Applicable to ships on International Voyages • All Passenger Ships regardless of size, including High

Speed passenger craft • Cargo Ships, including High Speed Craft >= 500GT • All mobile offshore drilling units (MODUs) !

• To all Port Facilities serving such ships engaged on International voyages

ISPSInternational Ship and Port Facility Security Code (SOLAS XI-2)

!• Ship Security Assessment (SSA) • Ship’s to operate at specified Security Level (1, 2, 3) • Ship Security Plan (SSP) • Issuance of International Ship Security Certificate (ISSC) /

Interim International Ship Security Certificate (Interim ISSC) • All security related records to be kept on-board • Appointment and training of Ship Security Officer (SSO must

have at least 12 months sea experience) • Ship Security training and drills • Declaration of Security (DoS) • Continuous Synopsis Record (CSR)

Levels Of Security

Level 1 • Normal conditions. • Controlling access to the ship to ensure

that only authorised persons are allowed access.

• Control of items allowed on board. • Monitoring restricted areas. • Ensuring that security communications are

readily available.

Levels Of Security

Level 2 • Heightened. • Additional deck patrols. • Limited access points. • Shore-side restricted area. • Increased frequency of searches. • e.g. there’s a chance of piracy at port.

Levels Of Security

Level 3 • Exceptional • Only 1 entry point • Cargo operations suspended • Possible evacuation of ship. • Preparations for a full ship search. • e.g. Someone has threatened that there is a

bomb on ship.

Ship Security Plan• Confidential to ship • Identification of Ship Security Officer (SSO), normally

chief officer • Identification of Company Security Officer (CSO) • Contact details of CSO • Identification of Restricted areas • Levels and procedures to follow in each level • Duties of personnel in each level • Reporting procedures • Drills (3 monthly) • Reviewing Ship Security Plan using Ship Security

Assessment

Ship Security Plan

• CSO responsible for security plan. CSO 24 hour contact details contained in the plan.

• SSP developed using the SSA. • For each security level following areas examined:

• Access to the ship • Restricted areas • Handling of cargo • Delivery of ship stores. • Handling of unaccompanied baggage. • Monitoring the security of the ship.

Ship Security Plan

• SSP written in working language of the ship. • Must be a copy in English, French or Spanish. • SSP must be protected from unauthorised

access or disclosure. • 2 copies may be held on-board. One copy

containing sensitive information such as pin numbers, location of alert system activation points.

• Information liable to change e.g. name of SSO can be contained in an annex at the back of the plan.

Company Security Officer (CSO)

• Advise on Level of Threat • Performance of SSA • Development, submission for approval and

thereafter implementation and maintenance of SSP

• Amendments • Audits and reviews of security activities • Arranging initial and subsequent verification of

the ship (Audit, Port State Control)

Company Security Officer (CSO)

• Ensuring deficiencies identified during audits/reviews/security inspections are addressed and dealt with

• Enhancing security awareness and vigilance • Ensuring effective communication between

SSO and PFSO • Ensuring adequate training for personnel

responsible for security of ship

Company Security Officer (CSO)

• Ensuring consistency between security requirements and safety requirements

• Ensuring that, if sister ship or fleet security plans, the plan for each ship reflects the ship specific information accurately

• Ensuring that any alternative or equivalent arrangements, approved for a particular ship or group of ships are implemented and maintained

Ship Security Officer (SSO)

• Security inspections • Maintain and implement SSP • Coordinate with CSO & PFSO (Port Facility Security

Officer) • Reporting any non-conformity • Reporting incidents • Maintenance of security equipment • Sign DoS whenever needed • Carrying out drills • Keeping records of drills and incidents

Master

• Ultimate responsibility and accountability • Support of SSO duties • Detailed awareness of SSA and SSP

PFSO• Conducting security survey of port facility taking into

account PFSA • Ensuring development and maintenance of PFSP • Implementing and exercising the PFSP • Undertaking regular security inspections at the port

facility to ensure implementation of the security measures • Recommending and incorporating modifications to the

PFSP • Ensure that security equipment is properly operated,

tested, calibrated and maintained • Assist the SSO in confirming identity of those seeking to

board the ship when requested

PFSO

• Enhancing security awareness of Port Facility personnel

• Ensuring adequate training has been provided to persons responsible for the security of the port facility

• Reporting to the relevant authorities and maintaining records of occurrences which threaten the security of the port facility

• Coordinating implementation of PFSP with the CSO and SSO

• Coordinating with security services • Ensure that standards for personnel responsible for

security of the port facility are met

Declaration Of Security• SOLAS regulation XI-2.2 defines DoS as an agreement

reached between ship and a port facility or another ship with which it interfaces specifying the security measures each will implement

• DoS must address the security requirement that could be shared between a port facility and ship and must state the responsibility for each

• Contracting Government shall determine when a DoS is required.

• Ships must have DoS for last ten ports of call. • Completed by :

• Master or SSO • PFSO or someone on behalf of PFSO • Each keeps one original copy

Declaration Of Security• A ship can request DoS when: !

• Ship at higher level than port/another ship • Security level changes while at port • There has been a threat or a security incident involving the ship

or port • Port is not required to have Port Facility Security Plan(PFSP) • Ship to Ship activities with another ship not required to have

SSP • Ship interfaces with non SOLAS contracting government ports

or ships. • Ship interfaces with non ISPS compliant ship. • In all cases when ship is at level 3. • Loading or discharging explosives, toxic or radioactive

substances.

Ship Security Alert System (SSAS)

• All ships of more than >500 GT • Transmit ship to shore alert to CSO and/or

Designated person by flag state • Not send alert to other ships • No alarm is raised on board • Activated from at least two positions

Ship Security Requirements

Continuous Synopsis Record (CSR) • Provides a complete history of the ship • Information recorded as follows :

✓Ship’s name ✓IMO number ✓Flag state ✓Registered owners name and address ✓Classification society ✓Organisation issuing ISM certification ✓Organisation issuing ship security certification

Ship Security Requirements

Continuous Synopsis Record • Ship operator’s responsibil ity to keep

information updated • Flag state administration issues CSR • CSR should be kept on board at all times and

made available to any authorised person for inspection

• Copy to be held by flag state

Ship Security Requirements

Continuous Synopsis Record • Amendments to CSR should be forwarded to

the flag state and the flag state has 3 months to revise and issue the new CSR

• Implementation of the CSR is 1st July 2004

Certificate

Interim ISSC (International Ship Security Certificate) • Valid up to 6 months !ISSC (International Ship Security Certificate) • Valid for 5 years • Subject to initial survey • Intermediate survey • Renewal survey • Additional survey

Best Management Practices

BMP4

• Best Management Practice (Version 4) • IMO has issued a range of guidance aimed at

addressing maritime security concerns. For piracy and armed robbery against ships, this includes Guidance to Governments, ship owners and ship operators, shipmasters and crews on preventing and suppressing acts of piracy and armed robbery against ships; 

• Regionally focussed Best Management Practices, developed by international shipping industry bodies, have also been disseminated by IMO. e.g. BMP against Somalia based piracy

Maritime Piracy Activity Somalia 2005 –2013

2005 - 2007

• 145 total pirate events

2008 – 2009

• 255 total pirate events

• Indian Ocean seaward distance expanded to over 1000NM east of Mogadishu, Somalia

• Ransom payments increasing; over $100 million paid in 2008-2009

!• 127 attacks on ships in 2010

• 151 attacks on ships in 2011

• August 2011 BMP 4 came in – BMP4’s fundamentals were followed and armed guards were now being carried on most

vessels transiting high risk area. The rate of Somalian based piracy came down.

• By December 2013, the US Office of Naval Intelligence  reported that only 9 vessels had been attacked during the year by the pirates, with zero successful hijackings.

Piracy and armed robbery against ships in Asia

Source:  ReCAAP

Piracy and armed robbery against ships in Asia

Source:  ReCAAP

Piracy and armed robbery against ships in Asia

Source:  ReCAAP

Hijacking of Product/Oil tankers for theft of cargo oil (12)

• Enforcement regional cooperation and coordination

• Malaysian Maritime Enforcement Agency (MMEA) prosecuted 9 perpetrators involved in Sun Birdie

• Collective efforts by authorities of Malaysia, Indonesia, Vietnam and Australia to led the arrest of alleged mastermind and 13 perpetrators; and recovery of boat used in Orkim Harmony

Piracy and armed robbery against ships in Asia

Source:  ReCAAP

Efforts by ReCAAP ISC • Collaborates and shares information with shipping industry

and encourages enforcement agencies to respond immediately to incidents

• Organises dialogues between INTERPOL and shipping industry sharing on evidence preservatives and analysis on organised crime

• Produces guidance on best management practices jointly with partners organisations and with inputs from shipping industry

Practical Steps (Guide to Masters)

Response (MGN 241 & Annex 3) • Vigilant • Maintain 24 hour visual

and security watch • Strengthen Night

watches • Seal means of access • Emergency Signals • Ships in vicinity • Shore Authorities

• Provide adequate lighting

• Provide hoses and equipment

• Establish secure areas or area

• Training and drill crew • Inform crew of the

security plan • Cash in ship’s Safe

Vigilant

• Deck Patrols

• Crew Alert

• Extra Lookouts

Maintain 24 hour visual and security watch

• Lookout small craft (Not detected by Radar) • Piracy Blackspots • No trading with small boats

Strengthen Night watches

• Double watches in blackspot • Especially around stern • Two way radio contacts

Electrified Fencing

• 9000 volt electrifying fence surrounds the ship • It is Non-Lethal, so no one can die from it! • It is similar to systems used to protect military

installations • It is the only way to protect the crew and ship

Establish secure areas or area

Secure Muster Area

MUSTER STATIONS

PRIMARY SECONDARY

Training and drill crew

• Training • Regular Drills

• At least once every 3 months • If the ships personnel has been changed at

any one time, more than 25% of personnel, have not participated in any drill in the last 3 months, a drill will be conducted within one week of the change

• Before entering High Risk Areas

Other measures

• Dummy watchmen • Enhanced bridge protection • Physical barriers • Water spray

Thank you for your attention