Plymouth to Salisbury_ Massachusetts Area Contingency Plan 8000

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					     Plymouth to Salisbury, Massachusetts Area Contingency Plan
                        8000 MARINE FIREFIGHTING ANNEX
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                                             MARINE FIREFIGHTING ANNEX
                                                TABLE OF CONTENTS


8000 INTRODUCTION ............................................................... 5
     8000-1 Command Structure: Unified Command ............................................................ 5

8100 AUTHORITY AND RESPONSIBILITIES....................... 6
     8100.1 Coast Guard Responsibilities .............................................................................. 6
     8100.2 Fire Department Responsibilities ........................................................................ 7
     8100.3 Vessel Responsibilities........................................................................................ 8
     8100.4 State Emergency Management Responsibilities ................................................. 8

8200 RISK ASSESSMENT .......................................................... 8
     8200.1 High Risk Areas .................................................................................................. 8
     8200.1.1 Boston Harbor .................................................................................................. 8
     8200.1.1.1 Boston Harbor: Liquefied Natural Gas and Other Hazardous Cargoes ........ 9
     8200.1.2 Salem Harbor.................................................................................................... 9
     8200.1.3 Weymouth Fore River...................................................................................... 9
     8200.2 Geographic Specific Factors ............................................................................. 10
     8200.4 Intentional Grounding Locations ...................................................................... 10
     8200.5 Piers of Refuge .................................................................................................. 15
     8200.6 Command Posts................................................................................................. 16
     8200.7 Terrorism Crime Scene Dimension................................................................... 16

8300 OPERATIONAL CHECKLISTS..................................... 17
     8300.1 Tab A, Incident Command Considerations ....................................................... 17
     8300.2 Tab B, ICS 201 Brief......................................................................................... 20
     8300.3 Tab C, Incident Specific Information................................................................ 23
     8300.4 Tab D, Vessel Specific Information.................................................................. 24

8400 FACILITY FIRE FIGHTING INFORMATION ........... 27

8500 ICS ORGANIZATION ..................................................... 29
     8500.1 COMMAND...................................................................................................... 29
     8500.1.1 Incident Commander (IC) / Unified Command ............................................. 29
     8500.1.2 Command Staff: Safety Officer (SO)............................................................. 30
     8500.1.3 Command Staff: Liaison Officer (LO)........................................................... 30
     8500.1.4 Command Staff: Information Officer (IO)/Joint Information Center (JIC)... 30
     8500.2 Operations Section ............................................................................................ 31


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     8500.2.1 Operations Section Chief ............................................................................... 33
     8500.2.2 Firefighting Branch ........................................................................................ 33
     8500.2.3 Environmental Branch.................................................................................... 33
     8500.2.4 Security/Law Enforcement Branch ................................................................ 33
     8500.2.5 Medical Branch .............................................................................................. 33
     8500.2.6 Salvage/Dewatering Branch........................................................................... 34
     8500.2.5 Oil Spill Response/Vessel Movement Branch ............................................... 35
     8500.3 Planning Section................................................................................................ 35
     8500.3.1 Planning Section Chief................................................................................... 36
     8500.3.2 Situation Unit Leader ..................................................................................... 36
     8500.3.3 Display Processor........................................................................................... 36
     8500.3.4 Field Observer ................................................................................................ 36
     8500.3.5 Resources Unit Leader ................................................................................... 36
     8500.3.6 Check in Recorder.......................................................................................... 37
     8500.3.7 Documentation Unit ....................................................................................... 37
     8500.3.8 Demobilization Unit....................................................................................... 37
     8500.4 Logistics Section ............................................................................................... 37
     8500.4.1 Logistics Section Chief .................................................................................. 38
     8500.4.2 Service Branch/ Director................................................................................ 38
     8500.4.3 Communications Unit Leader ........................................................................ 38
     8500-4.4 Support Branch/ Director............................................................................... 38
     8500.4.5 Supply Unit / Leader ...................................................................................... 38
     8500.4.6 Facilities Unit / Leader................................................................................... 38
     8500.4.7 Security Unit / Manager ................................................................................. 39
     8500.4.8 Ground Support Unit / Leader........................................................................ 39
     8500.5 Finance / Administration Section...................................................................... 39
     8500.5.1 Finance/Administration Section Chief ........................................................... 40
     8500.5.2 Time Unit / Leader ......................................................................................... 40
     8500.5.3 Procurement Unit / Leader ............................................................................. 40
     8500.5.4 Cost Unit / Leader .......................................................................................... 40

8600 COMMUNICATIONS ...................................................... 41
     8600.1 Notifications ...................................................................................................... 41
     8600.1.1 Coast Guard Incident Command Communications........................................ 42
     8600.1.2 General Frequencies....................................................................................... 43
     8600.1.3 Additional Coast Guard Communication Capabilities................................... 43
     8600.2 ICS 205A Communications List ....................................................................... 44

8700 MARINE FIREFIGHTING DEFINITIONS AND
ACRONYMS............................................................................... 45
     8700.1 Definitions......................................................................................................... 45
     8700.2 Acronyms .......................................................................................................... 49




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8800 PLAN REVIEW AND EXERCISE PROCEDURES ..... 50
     8800.1 Plan Review....................................................................................................... 50
     8800.2 Exercise Process................................................................................................ 50

8900 LNG CONSEQUENCE MANAGEMENT PLAN .......... 51
     8910 Background/Purpose ............................................................................................ 51
     8920 Authorities............................................................................................................ 51
     8920.1 Coast Guard Authority ...................................................................................... 51
     8920.2 Fire Department Authority ................................................................................ 52
     8930 References ............................................................................................................ 52
     8940 Command Post ..................................................................................................... 52
     8950 Protocols............................................................................................................... 53
     8950.1 Vessel Movement Decisions ............................................................................. 53
     8950.2 General Protocols (Reasonable Worst Case) .................................................... 54
     8950.2-1 General Response Actions - Shore Response ................................................ 54
     8950.2.2 General Response Actions - Marine Response .............................................. 54
     8950.3 Specific Location Response .............................................................................. 55
     8950.3.1 Location A: Castle Island............................................................................... 55
     8950.3.2 Location B: North End ................................................................................... 56
     8950.3.3 Location C: Turning Basin............................................................................. 56
     8950.3.4 Location D: Distrigas Pier.............................................................................. 57
     8960 Communications................................................................................................... 58
     8970 ICS Organization Chart........................................................................................ 59
     8980 Intentional Grounding Locations ......................................................................... 59
     8980 Intentional Grounding Locations ......................................................................... 60
     8990 Emergency Response Addendum......................................................................... 63
     8990.1 Organization:..................................................................................................... 63
     8990.2 Response Organization...................................................................................... 63
     8990.3 Response Procedures:........................................................................................ 63
     8990.4 Notifications ...................................................................................................... 64
     8990.5 Circles of Radiant Heat ..................................................................................... 64
     8990.6 Decision Tree for where to position LNG Vessel in case of fire ...................... 64

IMPORTANT.................................................................................... 65
  8990.7 Criteria that Modify Decision Tree Analysis .................................................... 65
  8990.8 Post Fire Action................................................................................................. 66




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                                                                        INTENTIONALLY BLANK




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8000 INTRODUCTION
The Incident Command System (ICS) is used by response agencies in the Area Of
Responsibility (AOR) of Captain of the Port (COTP) Boston. Personnel assignments will
vary based on the needs of the incident.
Shipboard fires that escalate beyond the firefighting capabilities of the vessel’s crew,
usually become multi-agency, multi-jurisdictional incidents. Events of this type and
magnitude are best handled using a Unified Command. The COTP, the plant’s fire
brigade, the local public agency’s fire department and/or the vessel’s crew all have a
vested interest in the control and extinguishment of the fire. A description of the
Incident Command System organizational responsibilities is found in Section 6000.

8000-1 Command Structure: Unified Command
A Unified Command with a designated lead agency is usually the most efficient
command structure for incidents involving multiple agencies. The following criteria
shall be used as guidance in questions concerning jurisdiction.

                 •        Firefighting is generally the responsibility of the fire department serving the
                          municipality in whose waters the vessel or waterfront facility lies. The vessel
                          master’s role is an integral component in firefighting strategy. Input from the
                          vessel’s master should be considered by the Unified Command.
                 •        For vessels which are moored to a waterfront facility, the first municipal
                          shore based firefighting unit on scene shall assume the role of the Incident
                          Commander for the firefighting effort. The responsibility shall not be passed
                          to another command unless the transfer is mutually agreed upon.
                 •        For vessels underway on navigable waterways under the jurisdiction of the
                          USCG, the local municipality will coordinate with the USCG and the vessel’s
                          master to determine the extent of local firefighting needs. Should the master
                          require assistance, the local municipality shall assume the role of the Incident
                          Commander for the firefighting effort.
                 •        Movement of a vessel on fire in order to minimize impact on other vessels,
                          water bodies, or inhabited areas shall be done only with approval from the
                          COTP.
                 •        Approval from the COTP for a vessel to enter or move within the port shall be
                          given after consultation with the Ship’s Master, Pilot Association, appropriate
                          fire department(s), and the Massachusetts Emergency Management Agency
                          (MEMA).
                 •        Termination of response efforts must be by mutual agreement of the COTP
                          and the Fire Department Incident Commander.




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8100 AUTHORITY AND RESPONSIBILITIES
The Ports and Waterways Safety Act of 1972 (PWSA) (33 United States Code (USC) 1221 et
seq.) provides that increased supervision of port operations is necessary to prevent damage to
structures in, on, or adjacent to the navigable waters of the United States, and to reduce the
possibility of vessel or cargo loss, or damage to life, property, and the marine environment.
This statute, along with the traditional functions and powers of the Coast Guard to render aid
and save property (14 U.S.C. 88(b)), form the basis for Coast Guard fire fighting response
activities.

The Coast Guard exercises primary federal responsibility for the safety and security of the
ports and waterways of the United States. Because the Coast Guard has limited resources to
respond to waterfront fires, emphasis is placed on preventive measures through the Port
Safety Program. Local port operators, municipalities, and public safety agencies are
expected to provide and maintain adequate disaster response capabilities in their ports. Prior
coordination is particularly applicable to the Boston Area for several reasons:

        The wide variety of marine activities that take place at all times of day and night

        The many independent public safety agencies and private industry resources that may be
        called upon to provide fire-fighting assistance

The Commandant (G-M), and the Commander, First Coast Guard District (D1), require the
COTP to maintain a vessel and waterfront fire contingency plan (See Marine Safety Manual,
Vol. 6, Chapter 8). The purpose of the plan is to minimize the effects of damage to life and
property in harbors and waterfront areas resulting from a major marine fire and/or explosion.

The Coast Guard will assist local fire fighting units when requested in accordance with this
plan, and to the extent resources permit. If a vessel at anchorage experiences a fire which is
beyond the capability of the vessel’s master and crew to contain, “assistance as available”
may include coordination of fire fighting efforts if the Coast Guard is in the best position to
assume command. However, Coast Guard participation is not intended to relieve local
jurisdictions of their responsibilities.

8100.1 Coast Guard Responsibilities
The COTP controls the movement of ships and boats, establishes safety zones, and provides
on-scene forces for all aspects of Marine Safety and Security within the Port of Boston.
Responsibilities of the COTP in a major fire aboard a vessel or at a waterfront facility
include:

•       Assume IC for burning vessel underway or at anchor when:

                 -        The fire department with jurisdiction is unable to respond.
                 -        No fire department has jurisdiction.


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•       Assume operational control of all Coast Guard forces on-scene.

•       Act as a member of the Unified Command, while providing the local municipality in the
        UC with technical assistance in shipboard firefighting, including:
           - Utilization of shipboard firefighting equipment
           - Vessel and cargo handling expertise
           - Ship’s construction and stability
           - Determining whether to fight the shipboard fire or focus on protection of shore
                side infrastructure.

•       Establish safety or security zones, as necessary.

•       Provide information on involved waterfront facilities.

•       Provide information on the location of hazardous materials on the vessel or at the facility,
        if available.

•       Respond to oil or hazardous materials discharges. Actual removal may be delayed
        until the fire fighting operations are terminated.

•       Obtain tugs to assist in relocating moored or anchored vessels

•       Alert owners/operators of terminals or vessels at risk.

•          Provide portable communications equipment to response personnel, as needed and
        available.

8100.2 Fire Department Responsibilities
Local fire departments are responsible for fire protection within their jurisdictions. In a
number of jurisdictions, this responsibility includes marine terminals and facilities. Some
terminals and facilities have in-house fire departments. In most cases, the terminal fire
departments have entered into mutual aid agreements with the surrounding local fire
departments. Typical responsibilities of local fire departments include:

•          Assume position as the lead in the Unified Command for marine firefighting
        operations if the vessel on fire is moored to a shore side facility. Another situation in
        which the local fire department would assume the lead in the Unified Command would
        occur when a vessel that is underway when the fire takes place and the master and vessel
        crew can not handle the fire on their own.

•                Establish and staff the Unified Command Post.

•                Dispatch necessary personnel and equipment.



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•          Determine the need for and request mutual aid, such as fireboats and appropriate
        medical aid.

•           Work within the Unified Command to coordinate all other aspects of the response,
        including waterside security, landside traffic and crowd control, scene security, and
        evacuation.

•       Provide portable communications equipment to response personnel from outside
        agencies.

8100.3 Vessel Responsibilities
TBD

8100.4 State Emergency Management Responsibilities
TBD


8200 RISK ASSESSMENT
Between Plymouth and Salisbury, there are three high traffic marine areas involving
commercial traffic. The Port of Boston, Massachusetts represents the highest concentration
of commercial traffic. Tank ships and Liquefied Natural Gas (LNG) Carriers supply a
significant portion of the energy supply to the New England region, bringing in over 12.8
million metric tons of petroleum products and more than 1.8 metric tons of LNG in the year
2000. The number of passenger vessels is also increasing with more than 100 cruise vessel
ports of call in 2000, up 52% from the year before. Salem Harbor provides the only coal
supply route for the Salem Power Plant, and the Weymouth Fore River hosts Citgo Braintree,
the largest receiver of petroleum products outside of Boston Harbor. A detailed description
of the COTP zone boundaries can be found in Section 1200 ACP.

8200.1 High Risk Areas
Those areas of the port containing refineries and bulk petroleum transfer facilities, which
routinely serve petroleum tank vessels and those most typically frequented by loaded tank
vessels present the greatest risk for a significant vessel explosion and fire. The following
sections describe in greater detail the patterns of waterborne trade in the Port of Boston.

8200.1.1 Boston Harbor
The Port of Boston is the largest deep draft port in the Boston COTP zone. The next closest
deep draft ports of refuge in New England are Providence, RI and Portsmouth, NH. The
controlling depth of Boston’s entrance channel is 40 feet.

The Port of Boston processes many varied cargoes and provides 60-70% of New England’s
fuel via vessel. Boston’s largest throughput involves containers, petroleum, and LNG. Roll
on/Roll off (Ro/Ro) ships arrive at the Boston Autoport in Charlestown delivering new cars

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and trucks. Over 100 cruise ships with over 150,000 passengers call on Boston arriving at
Black Falcon Terminal in South Boston each year. Additionally, the LNG Terminal located
in Everett receives over 50 vessels annually. The P. W. Conley Terminal in South Boston
facilitates container cargo movement. Along with Coldwater Seafood and Storage in Everett
and Boston Auto port, Conley Terminal is a Designated Waterfront facility and is permitted
to handle dangerous cargoes.

8200.1.1.1 Boston Harbor: Liquefied Natural Gas and Other Hazardous Cargoes
The port of Boston contains the sole source of LNG for New England. The sole LNG facility
in Boston is the Distrigas of Massachusetts Corporation (Distrigas), located on the Mystic
River west of the Tobin Bridge in Everett. The Everett Fire Department has the primary
responsibility for fire fighting at this facility. For each vessel that arrives at the facility, the
Everett Fire Department maintains one ladder company on scene while the vessel is berthed
and conducting transfer operations.

LNG is basically methane, a flammable gas found naturally in the environment. It is cooled
significantly to decrease its volume in transport to –260 o F and may cause metal to fracture
upon prolonged contact. If spilled, it will generate a flammable vapor cloud in the absence
of a flame. Small spills will usually quickly dissipate and are not considered a threat;
however, large uncontrolled discharges are of significant concern. In the year 2001, over 50
LNG vessels called on Boston, and this number is expected to increase in the coming years.

See Section 8900 for the specific LNG Consequence Management Plan.

The Port of Boston also hosts numerous petroleum facilities. These facilities import cargoes
such as gasoline, jet fuel, home heating oil, industrial bunker fuels, diesel fuel, and MTBE.

8200.1.2 Salem Harbor
Salem Harbor has less commercial traffic than the port of Boston but has its own unique
vulnerabilities. Salem is the primary source of fuel for PG&E and, as such, receives vessels
laden with coal and petroleum products. Salem is the only port within the COTP area of
responsibility (AOR) that receives coal. Both coal piles and coal dust create situations for
potential fire from either a dust explosion or through spontaneous combustion. While lower
frequency of tank vessels represents a lower corresponding potential for a marine fire, there
are many sensitive areas near the harbor that would be more susceptible to damage than a
more industrialized port. Salem also hosts a number of private marinas.

8200.1.3 Weymouth Fore River
The Weymouth Fore River transverses several different communities, and therefore a marine
fire could fall under various jurisdictions, depending on the location of the incident. In the
event of a large marine fire in the Weymouth Fore River, the role of Incident Commander
could be that of the Quincy, Braintree, or Weymouth Fire Departments, depending on the
location of the incident. Citgo is the largest facility outside of Boston harbor to import
petroleum products. Industrial plants housing various hazardous chemicals are also located


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near the Weymouth Fore River, including liquid nitrogen tanks. Numerous sensitive areas,
and a high volume of passenger vessel traffic increase the vulnerability of the area.

8200.2 Geographic Specific Factors
The tidal range in at the entrance to Boston Harbor is 9 feet. The range increases to 9.5 feet
at Boston and Charlestown. The current at strength is generally 1 knot. Boston Harbor has a
very broken rocky bottom. Boston North Channel is the main entrance to Boston Harbor.
It lies between Broad Sound and President Roads. The channel is 1500 feet wide. It is
dredged to 40 feet in the eastern 900 feet and 35 feet in the western 600 feet. Pilots of deep
draft vessels use the North Channel most of the time due to its greater depth than Boston
South Channel. South channel has a controlling depth of 28 feet. President Roads is
located between Deer Island and Governors Island Flats; the depth range is 30 to 60 feet.
Boston Main Channel extends from the south side of President Roads to the mouths of the
Mystic and Chelsea Rivers and to the Charlestown Bridge on the Charles River. The channel
has a 40-foot depth and a 600-foot width from President Roads to the mouth of the Mystic
River with a widening at the bend just north of Commonwealth pier 5 in South Boston. In all
other areas the depth is 35 feet. Reserved Channel is a dredged unmarked channel 0.5 mile
north west of Castle Island along the Western side of the Boston Main Channel. Reserved
Channel extends approximately 1 mile westerly and has a channel depth of 32 feet. The
Boston Main Channel ends at the mouths of the Mystic and Chelsea Rivers. The Mystic
River has a controlling depth of 20 feet (26 feet at mid channel) to within 200 feet of the
Malden Bridges then drops to 11 feet approximately 850 feet above the bridges ending at a 6
foot depth all the way past the Amelia Earhart dam. The Chelsea River has a controlling
depth of 15 feet (32 feet at mid channel) to the Chelsea Street Bridge then 16 feet (34 feet at
mid channel) through the bridge, dropping to 24 feet (35 at mid channel) to the basin then
increasing to 32 to 35 feet in the basin. The Weymouth Fore River has a channel depth
from 30 to 35 feet and a channel width that ranges from 300 to 500 feet. The tidal range is 9
feet. Salem Harbor has a tidal range of 8.8 feet with a negligible current strength. The
depth in Salem Harbor is 27 feet.

8200.3 Anchorage Grounds
Five anchorage grounds for Boston Harbor are listed in 33 CFR 110.134. For firefighting
considerations, the explosives anchorage is located between Rainsford Island and Peddocks
Island in the lower harbor. The Captain of the Port may also authorize the President Roads
Anchorage to be used as an explosives anchorage.

8200.4 Intentional Grounding Locations
After exhausting all other options for gaining control of a vessel on fire (including tugs,
anchorage, etc.), the Unified Command may determine that intentionally grounding the
vessel is the best method for securing its risk to the port. The following locations have been
determined as best suited for an intentional grounding.




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Boston Location A:
Location A includes any point of transit between Deer Island and Castle Island. The pre-
designated location for an intentional grounding for Location A is approximately: 42° 19.79’
N, 070° 59.8’ W; approximately 200 yards NW of Spectacle Island.

Boston Location B:
Location B includes any point of transit between Castle Island and a line drawn from East-
West from Pier 1, East Boston. The emergency pre-designated location for an intentional
grounding for Location B is approximately: 42° 21.39’ N, 071° 01.75’ W; near the Logan
Shuttle Pier.

Boston Location C:
Location C includes any point of transit between Pier 1, East Boston and Pier 1, Charlestown.
There are two potential emergency pre-designated locations for an intentional grounding for
Location C, either: 42° 22.15’ N, 071° 02.7’ W, directly opposite the channel from Lincoln
Wharf, or 42° 22.11’ N, 071° 02.68’ W; due south of Buoy 14.

Boston Location D:
Location D includes any point of transit between Pier 1, Charlestown and the Distrigas Pier.
The emergency pre-designated location for an intentional grounding for Location B is
approximately: 42° 23.17’ N, 071° 03.93’ W; directly south of the Distrigas Pier.




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Boston Outer Harbor:




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Boston Inner Harbor:




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Salem Harbor:




Weymouth Fore River:

There is no suitable intentional grounding locations designated for the Weymouth Fore
River. Due to the shallow, rocky bottom in the vicinity of the Weymouth Fore River,
intentional grounding is not recommended.




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8200.5 Piers of Refuge
After the COTP and UC decide a vessel on fire may enter or move within the port, a pier
must then be selected. Factors to consider include:

      1.          Ensuring pier is non-combustible (if possible).
      2.          Proximity to susceptible areas (consider spread of flames and toxic smoke) at the
                  pier, or in the area the ship must transverse.
      3.          Area on pier available for staging equipment.
      4.          Access to water in the event a person falls off the pier/ship
      5.          Flatness of bottom next to the pier. If the ship sinks at the pier it could capsize if
                  the bottom is too steep.
      6.          Road accessibility of the pier. Example: Deer Island may have good pier space,
                  but Winthrop is 20+ min from Boston.
      7.          Ability to have a nearby command post or other logistical center.
      8.          Compatibility of cargoes to what may be on the pier.
      9.          Size of pier (i.e. can it handle the vessel?)

If a pier of refuge for the vessel cannot be found, non-essential people on the vessel may be
evacuated at the discretion of the Unified Command. Suitable staging areas must be
designated for appropriate medical or support personnel to receive passengers, crew, or
victims. Small boat egress points are designated for smaller vessels (recreational and small
passenger vessels) in distress; including taking on water, steering, or mechanical failure.
Small boat egress points are not for vessels with out of control fires or in danger of sinking.

Depending on the size of the transporting vessel and the corresponding water depth, the
following locations are designated for patient transfer, helicopter transfer, or small boat
egress:
    Location                                                                                                                     Patient                   Helicopter                      Small Boat
                                                                                                                                 Transfer                   Transfer                        Egress
    University of Massachusetts, Boston, Columbia Point                                                                             X
    Marina Bay, Quincy                                                                                                              X                                                                 X
    JFK Library, Dorchester                                                                                                         X
    South Boston Yacht Clubs, S. Boston                                                                                             X
    Conley Terminal, S. Boston                                                                                                      X                                                                 X
    World Trade Center, Boston                                                                                                      X                                                                 X
    Federal Court House – Fan Pier, Boston                                                                                          X
    USCG ISC Boston, Pier 1 (west side)                                                                                             X
    Pier 5, Charlestown                                                                                                             X                                                                 X
    Piers Park, East Boston                                                                                                         X                                                                 X
    Deer Island                                                                                                                     X                                                                 X
    Long Island                                                                                                                     X
    Cottage Park Yacht Club, Winthrop                                                                                               X                                                                 X
    Gallups Island                                                                                                                                                   X


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8200.6 Command Posts
A primary goal of a Unified Command is to have key decision makers in a centralized
location or Command Post. Many factors must be considered in choosing the site for the
Command Post. Typically, this location will be determined very quickly by the Fire
Department that has jurisdiction in coordination with the Unified Command. The initial
Incident Command Post and the Incident Commander should be visible, but also easily
protected from unwanted public and media intrusion. An ideal location would permit a view
of the incident and be at a safe distance away from the noise and confusion. Landline
communications, visibility, and accessibility are important considerations.

Incident Command Posts should be established within a reasonable distance of the incident,
yet not too close to the incident to become blended with staging areas. The Unified
Command Post may not be stood up immediately, but may be established if deemed
necessary by any member of the Unified Commander. As the incident grows, operational
command of the incident shifts from on-scene to the Unified Command Post.

Considerations:
Command Post Requirements
Equipment Requirements
Fuel Requirements
Berthing/Messing Requirements
Office Space Requirements
Size

Possible Facilities in the Boston Area:
U.S. Coast Guard Base Boston
World Trade Center
Suffolk Downs Race Track
Harbor Lights
Black Falcon
Local hotel facilities

8200.7 Terrorism Crime Scene Dimension
If it appears that the fire could be the result of a terrorist attack, the USCG MSO Boston will
notify the Federal Bureau of Investigations (FBI) immediately. The FBI will then establish a
Joint Operations Center (JOC) to coordinate the efforts for the crisis management side of the
response. Exceptional care will be taken to preserve any evidence at the scene while rapidly
responding to the fire with all available resources.

Refer to the Port Security Plan and the Port Weapons of Mass Destruction Plan for more
information related to terrorism incidents in the Boston COTP Zone.




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8300 OPERATIONAL CHECKLISTS
This section also outlines a possible worst-case waterborne fire scenario within the
operational area. The scenario incorporates potential emergency response actions from
various agencies responsible for fire and life safety in the Port of Boston. It should be noted
that a waterborne fire incident by its very nature is more difficult to extinguish than a pier-
side fire. Full consideration should be given to the ability of the vessel’s master and crew to
utilize the on board fixed firefighting equipment. Waterborne firefighting requires the
marshaling of resources offshore, which is time consuming and subject to additional
logistical considerations not found during shore side fire fighting.

This section also serves as a reference guide for use during training and preplanning activities
related to marine incident response. These checklists are not all-inclusive and do not
anticipate every task that may be important to the outcome of an incident. Consequently, it
must be remembered that these checklists are only intended as tools or guides.

Every guideline in this checklist may not be needed. Each may be addressed in any order of
priority, based upon the needs of the particular incident.

                 •        Tab A, Incident Command Considerations
                 •        Tab B, ICS 201 Brief
                 •        Tab C, Incident Specific Information
                 •        Tab D, Vessel Specific Information

8300.1 Tab A, Incident Command Considerations

Initial Report

        Evaluate initial report:
           Location
           Type of vessel
           Reported situation
              Is environmental pollution occurring?
              Have the vessel master and crew engaged the vessel’s fixed firefighting system?
              Is the fire out of the control of the vessel master and crew?
           Reported casualties or rescue situation
                  Request ambulances
           Weather conditions, especially
              Wind direction
              Wind speed
           Any other alarm information
              Numerous calls
              Report from Police on scene
              Report from Coast Guard already on scene
           Time of day

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                 Smoke showing en-route

        Have all the required notifications been completed?

        Consult preplans:
              Terminal Preplans
              Vessel Preplans
              Marine Firefighting Contingency Plan (MFCP) Vessel Accident Plan
              Available Resources Plan
              Other preplans:

ON SCENE

        Current conditions
              Incident location
              Scene conditions
              Vessel type and name: __________________ ________________
          Vessel conditions:
                      Smoke showing? From where?
                      Obvious stability problems, such as listing
          Initial reports from people on scene
          Type and extent of the emergency

        Rescue or medical situation, identify transportation
           Helicopters
           Boats:
                     Coast Guard
                     Commercial vessels
                     Recreational vessels
                     Other marine organizations and agencies
                     Tugs
              Emergency Medical Services

        Set up Emergency Medical and Casualty Station:
            Triage area
            Victim transportation area
            Set up and identify a traffic lane for ambulances to enter transportation area, load-up,
            and exit a different way
            Set up a landing area
            Have a fire apparatus standing by

        Identify Command Post location.

        For a command post, also consider using terminal building, utilizing a mobile
        command post, or temporarily using a personal vehicle.


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        Identify staging area locations:
           Is it accessible; does it have sufficient area, does it have sanitary facilities?
           Assign staging responsibility to an incoming officer or company

                 Identify access route into staging and to the incident:
                 Have law enforcement closed the designated primary route into the incident area to
                 all but emergency and authorized vehicle traffic?

DEFINE SECURITY PERIMETER

        Be liberal – it is easier to make it smaller than to enlarge it once it is established

        Shore side - Law Enforcement, Terminal Security:
           Traffic Control
           Scene Security
           Clear operational area of unauthorized persons
           Crowd control
           Evacuation
           Ensure law enforcement personnel are assigned to a safe area
           Request law enforcement representative at Command Post to coordinate

                 Determine if evacuation is needed

                 Are Hazardous Materials involved?
                 Identify, if necessary:
                    Hot Zone
                    Warm Zone
                    Cold Zone
                    Decontamination Area

           Waterside Security - Coast Guard, Police Boats, Fire Boats, Corps of Engineers,
        Other:
           Security Zone and/or Safety Zone established by USCG MSO Boston
           Notice to Mariners (marine radio frequency announcement)
           Vessel Traffic Control - clear waterside operational area of unauthorized boats
           Coast Guard representative at Command Post to coordinate

                 Use crew for assistance, when available
                 Master
                 Chief Mate and Mates - Deck Department
                 Chief Engineer and Assistants - Engineering Department

        If language barrier, request interpreters

        Get individuals from local marine community who are familiar with vessels and can
        assist firefighters with operations on the vessel and/or additional CG inspectors

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                                   Terminal Manager/Owner
                                   Vessel Agent/Owner
                                   Cargo Agent(s)/Owner(s)
                                   Cargo Handlers, Longshoremen, Stevedore companies
                                   Insurance representatives - for vessel, terminal, and cargo

          ESTABLISH UNIFIED COMMAND SYSTEM


8300.2 Tab B, ICS 201 Brief

                                                                            1. Incident Name                                               2. Date                                           3. Time
    Incident Briefing


                                                                                                         4. Map Sketch




                                                                                               5. Current Organization




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                                                                                               Unified Command




                                                                                                                                                      Safety Officer:
                                                                                                                                                      Liaison Officer:
                                                                                                                                                      Information Officer:


                      Planning                                                 Operations                                                  Logistics                                                   Finance




           Div________                                      Div_________                                      Div_________                                     Div________                                        Air Ops




                                                                 Resource Identification                                               On
         Resources Ordered                                                                                           ETA                                 Location / Assignments
                                                                                                                                       Scene




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                                                                                             Summary of Current Actions




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8300.3 Tab C, Incident Specific Information

        Weather
             Wind direction
             Wind speed
             Temperature
             Other (fog, rain, inversion, etc.)
             Tide, Current

        Weather affect on vessel, incident

        Bottom conditions:
           Sloping
           Flat
           Rocky
           Soft

        Water depth:
          Can vessel be moved to a location with better bottom conditions?
          If so, can it be done under own power?
          If so, can it be done with assistance of tugs?

        Terminal, Pier, and Wharf Conditions:
           Condition and construction:
                  Wood
                  Concrete
                  Metal
                  Combination of above
           Combustibility
           Configuration, arrangement of terminal structures, wharves
           Obstructions to operations moved:
                  Cargo - Hazardous Materials
                  Vehicles
                  Trains
                  Other unnecessary equipment or items creating a nuisance

        Water supply
          Hydrants:
                 Location(s):
                 Main size(s):
                 Working pressure
                 Capacity and flow:
                 Pressure source - gravity feed fire pumps, or
                 Pressure source - fixed fire pumps
          Supplemental water sources:
                 Water tanks

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                                   Portable pumps
                                   Drafting sites:
                                   Fireboats
                                   Fire apparatus, pumpers, portable pumps

        Exposures:
           Shore side and waterside
           Exposure type:
                  Vessel(s)
                  Facilities
                  Cargo
                  Vehicles
           Exposure access:
                  Arrangement, distance, and combustibility
                  Determine obstructions to operations
                  Limitations on apparatus movement and use

8300.4 Tab D, Vessel Specific Information

        Vessel Fire Main:
               Looped or dead-ended
               International shore connection and manifold location
               Supplement ship’s fire main system with shore side water and pressure,
               Fire station location and equipment (TYPES OF COUPLINGS & THREADS)
               Compatibility with fire department equipment
               Fire pumps
                       Main or
                       Emergency Diesel or electric

        Vessel Fire Systems
               Water spray or sprinkler systems
               Foam systems
               HALON localized and total flooding systems
               Carbon Dioxide localized and total flooding systems
               Dry Chemical systems, twin agent systems
               Steam smothering
               Fixed Monitors:
                       Manual or remote controlled
                       Foam, or water
               Emergency gear lockers and contents
               Damage control lockers and bracing materials (wood, metal jacks, etc.)
               Heat detection systems, Smoke detection systems
               Fire rated bulkheads, zones, doors
               Inert Gas systems
               Remote control water tight and fire doors




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Other Vessel Systems

                 Vessel Fixed Systems and Pumps:
                        Dewatering system, pumps
                        Butterworth system
                        Crude Oil Wash System
                        Liquid cargo system and pumps
                        Bilge pumps
                        Ballast pumps
                        Freeing ports and scuppers on deck

                 Vessel Portable Pumps and Equipment:
                    Eductors
                    Submersible pumps
                    Other portable pumps

        MS Propulsion System
             Operational?
             Type of propulsion system:
                Marine diesel
                Steam turbine
                Gas turbine
                Other: ______________________________________________

        Amount and Type of fuel onboard and location:
             Fuel:
                     Types
                     Heated?
             Fuel tanks
             Day tanks
             Settling tanks

        Ventilation Systems:
               Dampers and method of operation
               Control locations
               Location and mutes of ducting identified
               Locations or spaces served by ventilation outlets on deck, especially if issuing
               smoke, identified

        Generators:
              Main
              Auxiliary
              Emergency Location
              Method of operation
              Portable generators

        Communication Systems:
            Sound powered phones Marine radios
            Portable radios
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                          Public Address systems Bull horns
                          Telephones Voice tubes

        Mooring systems
              Condition
              Mooring line watch posted

CARGO CONSIDERATIONS

        Hazardous materials/cargo on board
           Location:
           Types:
           Quantity:
           Hazards:
                  Reactivity:
                  Health:
                  Flammability
                  Toxicity:
                  Thermal reactivity
                  Water reactivity

        Type, condition, nature of cargo:
           Containerized
           Dry bulk
           Break bulk, type of packaging:
           Liquid bulk

        Cargo Handling Equipment:
           Pumps and liquid cargo hoses Cranes
           Cargo rigging Winches

        Determine interior, deck arrangement, vessel age, condition, faults, and weaknesses:
           Exterior access and entry points
           Size, dimensions Decks
           Interior arrangement, compartments
           Fire and water tight separations or zones
           Vertical and horizontal openings and channels
           Access from dock (Gangway, ramps, aerial ladders, cargo handling equipment)
           Investigate condition, contents of all accessible spaces note all hazards to personnel

                 Structural condition of vessel:
                 Need for shoring, bracing, or other damage control actions?
                 Damage to structural integrity of vessel?
                 Threat to response personnel?
                         Age:
                         Weaknesses:
                         Faults:
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8400 FACILITY FIRE FIGHTING INFORMATION
The Port of Boston has 114 piers and wharves. They are mostly constructed in an open pile
concrete deck extending from stone or timber bulkheads with solid fill. Below is a listing of
the waterfront facilities that are of special interest due to the nature of the commodities
carried.

                          Terminal                                                                  Cargo                                      Fire Fighting Capability at Marine
                                                                                                                                                         Transfer Area
Black Falcon Cruise Terminal                                                        Passengers
Dry Dock Ave
Boston, MA 02109
Chelsea Sandwich, L.L.C.                                                            Kerosene                                             The dock has hose connections:
11 Broadway                                                                         #2 Fuel Oil                                          At rear of dock near barge berth (for fire
Chelsea, MA 02150                                                                   Low Sulfur Diesel                                    boat), at entrance ramp to dock. Water
                                                                                    #6 Fuel Oil                                          hydrants are adjacent to entrance ramp to
                                                                                                                                         dock.
Citgo Oil Company                                                                   Reg & Prem Gas                                       2200 gallons of AFFF foam concentrate
385 Quincy Ave.                                                                     High Sulfur #2                                       3% solution in two portable trailers. The
East Braintree, MA 02184                                                            Diesel                                               trailers can be drafted for use with a
                                                                                    Low Sulfur #2                                        portable monitor or transferred to
                                                                                    Diesel                                               alternate containers.
                                                                                    Kerosene
Coastal Oil New England, Inc.                                                       Asphalt                                              1000-gallon foam tank with 2 fire
99 Marginal Stree                                                                                                                        monitors in the vicinity of the marine
Chelsea, MA 02150                                                                                                                        transfer area.

Distrigas of Massachusetts                                                          LNG                                                  2 salt water fire pumps at outer dock, city
18 Rover Street                                                                                                                          hydrants are located at; 1 at dock parking
Everett, MA 02149                                                                                                                        lot, 1 50 yds NE of rail road crossing, 2
                                                                                                                                         along dock 50 and 100 yds south of gate
                                                                                                                                         on rover street, 1 east of maintenance
                                                                                                                                         building, 1 at dock trailer, 1 at dock area
                                                                                                                                         on Prolerized property. 7 dry chemical
                                                                                                                                         tanks each having a capacity of 150 lbs
                                                                                                                                         charged with a N2 Propellant, 2 tugs
                                                                                                                                         capable of providing firefighting water
                                                                                                                                         with municipal fire department
                                                                                                                                         compatible connections (both vessels are
                                                                                                                                         capable of producing over 6000 gpm of
                                                                                                                                         water at an excess of 100 psi. Tugs are
                                                                                                                                         Boston Towing and Transportation
                                                                                                                                         equipment under long-term agreement
                                                                                                                                         with Distrigas and can be used 24/7.


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Exxon Company USA                                                                   Low Sulfur Diesel,                                   6-inch fire main supplying all berths14
Everett Terminal                                                                    Reg & Prem Gas,                                      1.5” fire monitors with 2.5-inch hose
52 Beacham Street                                                                   Heating Oil, AV                                      connections, 2 monitors on top of hose
Everett, MA 02149                                                                   Gas, Kerosene, #6                                    tower at berth 3. Two 4-inch fire truck
                                                                                    Oil, Asphalt,                                        hose connections at west edge of dock
                                                                                                                                         parking area. Three 2.5-inch
                                                                                                                                         Connections at turning dolphin between
                                                                                                                                         berths 1 & 3 and along the dock on the
                                                                                                                                         west side of berth 4 manifold area
Gulf Oil Company                                                                    Gas                                                  3 foam monitors can be trained on the
81 Eastern Avenue                                                                                                                        facility dock. 4000 gallons of 3% Aero-
Chelsea, MA 02150                                                                                                                        O-FOAM XL-3 in a hard piped system.

Irving Oil Terminal                                                                 Gas, #2 Diesel, Jet                                  2 fire stations, 3 fire monitor stations, 1
41 Lee Burbank Highway                                                              A Kerosene                                           hydrant at entrance to dock, 1 sea
Revere, MA 02151                                                                                                                         hydrant. Water and foam connections on
                                                                                                                                         the dock. 27-55 gallon drums of 3%
                                                                                                                                         protein foam. 29-5 gallon pails of 3%
                                                                                                                                         protein foam. 9-1.5 inch hoses, 26 2.5
                                                                                                                                         inch hoses.
Sithe Energy                                                                        #6 Oil                                               1 hydrant, 20 5-gallon foam containers
776 Summer Street                                                                                                                        and 2.5-inch foam nozzle with pickup
Boston, MA 02127                                                                                                                         tube at dock.


Sprague TRT Terminal                                                                Vegetable Oil     Fixed foam suppression system with
780 Washington Street                                                               Sodium Hydroxide, 1350 gallons of national foam xl-3, a
Quincy, MA 02169                                                                    #2 Fuel Oil       500-gpm-foam monitor at the dock.

Sprague Quincy Terminal                                                             #6 Oil, #2 Oil,                                      A mobile foam wagon with 500 gallons
Town River Terminal                                                                 Kerosene, Jet A,                                     of 3% NF Aero foam cold foam.
728 Southern Artery                                                                 JP-5
Quincy, MA 02169


Conoco Philips                                                                      Gasoline, Jet A,                                     60-5 gallon pails of 3% cold foam. 2000
580 Chelsea Street                                                                  Low Sulfur Diesel                                    gallons of 3% cold foam at the pump
Boston, MA 02128                                                                                                                         house.


US Generating Company                                                               Coal, #6 Fuel Oil                                    4 water hydrants at dock area.
Salem Harbor Station
24 Fort Avenue
Salem, MA 01970



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8500 ICS ORGANIZATION

The Incident Command System (ICS) structure allows for a coordinated response effort
taking into account the federal, state, and local concerns and interests when implementing the
response and recovery strategy.

The size and the complexity of ICS will be proportionate to the size of the response
warranted. For relatively few injuries and minimal damage, the Incident Command
organization could total 3-4 members. In a small response, the preliminary assessment,
triage, and recovery phases could be executed by an organization of this size.

8500.1 COMMAND


                                                          INCIDENT COMMAND


                                                                                     SAFETY OFFICER
                                                                                          (SO)

                                                                                      LIASON OFFICER
                                                                                           (LO)

                                                                        INFORMATION OFFICER
                                                                                (IO)

8500.1.1 Incident Commander (IC) / Unified Command

The Incident Commander (IC) is responsible for the overall management of the incident.
The IC directs incident activities including the development and implementation of strategic
decisions and approves the ordering and releasing of resources. The IC may also assign
Deputy ICs to assist in carrying out IC responsibilities. In a more complicated situation, a
Unified Command will be established to coordinate a multi-agency response.

    • Review the responsibilities as per organizational guidance such as the USCG Incident
       Management Handbook (IMH).
    • Refer to Section 2000 (Command) for more information on the Unified Command and
       Command Staff.



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8500.1.2 Command Staff: Safety Officer (SO)
The Safety Officer is responsible for identifying and assessing hazardous and unsafe
situations and developing measures for assuring personnel safety. The Safety Officer will
correct unsafe acts or conditions through the regular line of authority, although the Officer
may exercise emergency authority to stop or prevent unsafe acts when immediate action is
required. The Safety Officer maintains awareness of active and developing situations,
ensures the preparation and implementation of the Site Safety Plan, and includes safety
messages in each Incident Action Plan. The Safety Officer may have assistants as necessary,
and the assistants may also represent assisting agencies or jurisdictions.

    • Review the responsibilities as per organizational guidance such as the USCG Incident
             Management Handbook (IMH).

8500.1.3 Command Staff: Liaison Officer (LO)
For incidents that are multi-jurisdiction, or have several agencies involved, a Liaison Officer
position may be established on the Command Staff. The Liaison Officer’s responsibilities
include:

•       Serve as the initial point of contact for federal, state, and local government agencies.
•       Coordinate all interactions of the Unified Command with public officials, including the
        mayor or governor.
•       Receive and coordinate all calls from government and industrial entities offering
        assistance or requesting information.
•       Resolve and identify to the Unified Command any public and private concerns related to
        the status and effectiveness of the response.
•       Complete rosters of assisting/cooperating agencies and stakeholders
•       Facilitate information exchange within organization
•       Facilitate information exchange with agency reps/stakeholders
•       Review the responsibilities as per organizational guidance such as the USCG Incident
        Management Handbook (IMH).

8500.1.4 Command Staff: Information Officer (IO)/Joint Information Center (JIC)
The Information Officer is responsible for developing and releasing information about the
incident to the news media. The Information Officer may have assistants, as necessary.
These assistants may represent assisting agencies or jurisdictions.

    • Review the responsibilities as per organizational guidance such as the USCG Incident
             Management Handbook (IMH).

    Normally, the COTP will handle all public information activities. This is particularly true
    concerning the preparation and release of news releases or official statements, and the
    coordination of public affairs activities with other involved agencies. However, during the
    course of a major fire, it may become necessary to establish a Joint Information Center
    (JIC) for coordinated news releases among participating agencies. The JIC should be
    staffed with at least one representative from each agency included in the Unified

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                Command. If a JIC is established, the COTP will seek additional USCG public affairs
                support from the First Coast Guard District Public Affairs staff. This additional support
                will allow for staffing of an information center and direct support and assistance to the
                COTP at the Command Post.

            8500.2 Operations Section
            This section is responsible for all operations directly applicable to the response to a vessel
            fire. An example of the organization of the Operations Section is shown below. This
            organization chart was created during the September 2002 Port of Boston Marine
            Firefighting Workshop.


                                                                                                                 OPS SECTION



                                 FIREFIGHTING BRANCH ENVIRONMENTAL BRANCH                                                      SECURITY/LE BRANCH                                MEDICAL BRANCH                             SALVAGE/DEWATERING
                                      (Forward ICP)    (CG/DEP/EPA/OSRO)                                                           (Police/CG)                                        (EMS)                                        BRANCH
                                                                                                                                                                                                                              (CG/Vsl/Contractors)


SHORESIDE          VESSEL                 ON-WATER VENTILATION                                  STAGING                              SHORESIDE                                         TRIAGE


                                                                                                                                        VESSEL                                      MEDICAL
                                                                                                                                                                                   MONITORING

                                                                                                                                      ON-WATER                                     TRANSPORT


                                                                                                                                    EVACUATION




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8500.2.1 Operations Section Chief
The Operations Section Chief is responsible for the management of all operations directly
applicable to the primary mission. The Operations Chief activates and supervises elements in
accordance with the Incident Action Plan and directs its execution; activates and executes the
Site Safety Plan; directs the preparation of unit operational plans, requests or releases resources,
makes expedient changes to the Incident Action Plans as necessary, and reports such to the
Incident Commander. There is only one Operations Section Chief for each operational period.

8500.2.2 Firefighting Branch
When the Firefighting Branch is activated, it is within the Branch level of the Operations
Section. The Firefighting Branch Director is primarily responsible for implementing strategic
aspects of waterborne and shore side firefighting efforts. Groups under the Firefighting Branch
include:

    •          Shoreside Firefighting Group – responsible for all activities related to fighting the fire
               from land.
    •          Vessel Firefighting Group – responsible for all activities related to firefighting on board
               the vessel on fire.
    •          On Water Firefighting Group – responsible for all activities related to fighting the fire
               from the water (i.e. fire boats).
    •          Ventilation Group – responsible for all ventilation at the scene.
    •          Staging Area Manager(s) – responsible for managing all activities within the designated
               staging areas

8500.2.3 Environmental Branch
The Environmental Branch is responsible for the response to any discharges of oil or releases of
hazardous materials as a result of the marine fire. The USCG, Environmental Protection Agency
(EPA), and Massachusetts Department of Environmental Protection (MA DEP) will fill the roles
of this branch.

8500.2.4 Security/Law Enforcement Branch
The Security/Law Enforcement Brach is responsible for all security-related issues at the incident.
If the fire occurs when a vessel is underway, the COTP will enact a Safety Zone. USCG assets
will enforce the Safety Zone. All shoreside security will be conducted by the local Police
Department.

8500.2.5 Medical Branch
The Medical Branch is responsible for all care and transport of victims during a fire incident.
Local Emergency Medical Services (EMS) will conduct these activities.




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8500.2.6 Salvage/Dewatering Branch
This Branch is responsible for providing an accurate assessment of the vessel’s stability. Review
the responsibilities as per organizational guidance such as the USCG Incident Management
Handbook (IMH).

Salvage resources are available via the vessel and the vessel owner/operator. In accordance with
the Oil Pollution Act of 1990 (OPA 90), all petroleum carrying vessels must have 24-hour
resources available, most via the classification societies, to react to emergency situations. The
Coast Guard is currently working on national Salvage Regulations to more clearly define exactly
what is required.
Over time, firefighting water may create a dangerous capsizing situation for the vessel.
Information needed may include:

        •        Vessel name and Vessel Identification Number (VIN)
        •        Tank soundings
        •        Present degree of list
        •        Copy of ship’s drawing
        •        Estimate of firefighting water onboard may be calculated by using rate of flow, number
                 of hoses used and time

Experts from the following organizations can provide assistance as needed for vessel stability
concerns:

The U.S. Navy Supervisor of Salvage (SUPSALV) is the branch of service within DOD most
knowledgeable and experienced in ship salvage, shipboard damage control, and diving. The
USN has an extensive array of specialized equipment and personnel available for use in these
areas as well as specialized containment, collection, and removal equipment specifically
designed for salvage-related and open-sea pollution incidents. SUPSALV has an extensive
salvage/search and recovery equipment inventory with the requisite knowledge and expertise to
support these operations, including specialized salvage, firefighting, and petroleum, oil, and
lubricant offloading capability. SUPSALV also developed and utilizes a software program for
rapid analysis of longitudinal strength and intact/damaged stability known as Program of Ship
Salvage Engineering (POSSE). When possible, SUPSALV can also provide equipment for
training exercises in support of national and regional contingency planning objectives.

The COTP may request assistance directly from SUPSALV at (202)-781-1731 (main number) or
(202)-781-3889 (Duty Officer). Formal requests are routed through message traffic to the Chief
of Naval Operations at: CNO WASHINGTON DC//N312/N866//. Add the following
addresses, if applicable: //N45//for oil pollution or //N873//for diving support. Send an
information copy to COMNAVSEASYSCOM WASHINGTON DC//00C//.

Text should include brief description of services required, location, urgency, point of contact,
and telephone number. If the task is urgent and requires immediate mobilization, the message
should amplify this and include a statement that funding will be provided by separate
correspondence. Funding for SUPSALV assistance is done through the Oil Spill Liability Trust
Fund under a Military Interdepartmental Purchase Request (MIPR).


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The USCG Marine Safety Center can also provide support for a salvage incident. The Marine
Safety Center Salvage Engineering Response Team (SERT) provides immediate salvage
engineering support to the COTP in response to a variety of vessel casualties. Specifically,
SERT can assist the COTP manage and minimize the risk to people, the environment, and
property when responding to vessels that have experienced a grounding, allision, collision,
capsizing, or structural damage. SERT provides this assistance by performing numerous
technical evaluations including: assessment and analysis of intact and damaged stability, hull
stress and strength, grounding and freeing forces, prediction of oil/hazardous substance outflow,
and expertise on passenger vessel construction, fire protection, and safety. SERT also has an
extensive library of vessel arrangement and construction plans for a variety of U.S. and Foreign
flagged vessels. SERT can be contacted by paging the duty salvage engineer at (866) 263-4919,
by calling the MSC at (202) 366-6480, or by contacting FLAGPLOT at (202) 267-2100. For
more information, see the MSC’s website at www.uscg.mil/hq/msc/salvage.htm for additional
information.

The USCG Atlantic Strike Team (24 hour phone number - (609) 724-0008) and commercial
salvage companies can also be utilized to assist in this effort. Refer to Section 5000 (Logisitcs)
for a list of contact information.

8500.2.5 Oil Spill Response/Vessel Movement Branch
This branch is responsible for responding to an oil spill caused by a vessel fire as well as
overseeing any requests to move the vessel to an anchorage, a pier, or offshore. They will issue
COTP Safety zones/Security zones.

    •        Review the responsibilities as per organizational guidance such as the USCG Incident
            Management Handbook (IMH).

8500.3 Planning Section
The Planning Section is responsible for the collection, evaluation, and dissemination of tactical
information related to the incident, and for the preparation and documentation of the Incident
Action Plan for each operational period. The section also maintains information on the current
and forecasted situation, and on the status of resources assigned to the incident.

Several Planning Section units may be established, including Situation, Resources,
Documentation, Demobilization, and Environmental Units. Duties of each Unit are covered in
the USCG Incident Management Handbook (IMH). Not all of the Units may be required, and
they will be activated based upon need.




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                                                               PLANNING SECTION DIAGRAM

                                                                                                          PLANNING
                                                                                                           SECTION
                                                                                                            CHIEF


             SITUATION                                                  RESOURCES                                             DOCUMENTATION                                                  DEMOBILIZATION
                UNIT                                                       UNIT                                                   UNIT                                                           UNIT
              LEADER                                                      LEADER                                                 LEADER                                                         LEADER


               DISPLAY                                                     CHECK IN
             PROCESSOR                                                    RECORDER

                  FIELD
                OBSERVER

8500.3.1 Planning Section Chief
The Planning Section Chief, a member of the General Staff, is responsible for the collection,
evaluation, dissemination and use of information about the development of the incident and
status of resources. Information is needed to 1) understand the current situation, 2) predict
probable course of incident events, and 3) prepare alternative strategies for the incident.

8500.3.2 Situation Unit Leader
The Situation Unit Leader is responsible for the collection and evaluation of information about
the current and possible future status of the fire and the fire response operations. This
responsibility includes the compilation of information regarding the incident.

8500.3.3 Display Processor
The Display Processor is responsible for the display of incident status information obtained from
Field Observers, resource status reports, and aerial photographs.

8500.3.4 Field Observer
The Field Observer is responsible to collect situation information from personal observations and
provide this information to the Situation Unit Leader.

8500.3.5 Resources Unit Leader
The Resource Unit Leader (RUL) is responsible for maintaining the status of all resources
(primary and support) at an incident. RUL achieves this through development and maintenance
of a master list of all resources, including check-in, status, current location, etc. This unit is also
responsible for preparing parts of the Incident Action Plan and compiling the entire plan in

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conjunction with other members of the ICS, (e.g., Situation Unit, Operations, Logistics) and
determines the availability of resources.

8500.3.6 Check in Recorder
Check-in recorders are needed at each check-in location to ensure that all resources assigned to
an incident are accounted for.

8500.3.7 Documentation Unit
The Documentation Unit Leader is responsible for the maintenance of accurate, up-to-date
incident files. Examples of incident documentation include: Incident Action Plan, incident
reports, communication logs, injury claims, situation status reports, etc. Thorough documentation
is critical to post-incident analysis. Some of these documents may originate in other sections.
This unit shall ensure each section is maintaining and providing appropriate documents. Incident
files will be stored for legal, analytical, and historical purposes. The Documentation Unit also
provides duplication and copying services.

8500.3.8 Demobilization Unit
The Demobilization Unit Leader is responsible for developing the Incident Demobilization Plan,
and assisting Sections/Units in ensuring that an orderly, safe, and cost effective demobilization
of personnel and equipment is accomplished from the incident.

8500.4 Logistics Section
The Logistics Section is responsible for providing facilities, all services and materials needed for
the incident. The Incident Commander will determine the need to establish a Logistics Section
on the incident. This is usually determined by the size of the incident, complexity of support,
and how long the incident may last. Once the IC determines that there is a need to establish a
separate Logistics function, an individual will be assigned as the Logistics Section Chief.



                                                                                                        LOGISTICS
                                                                                                         SECTION
                                                                                                          CHIEF


                  SERVICE                                                                                                            SUPPORT
                  BRANCH                                                                                                              BRANCH
                 DIRECTOR                                                                                                            DIRECTOR


      COMMUNICATIONS                                                          SUPPLY                                                 FACILITIES                                              GROUND
           UNIT                                                                UNIT                                                    UNIT                                                 SUPPORT
         LEADER                                                               LEADER                                                  LEADER                                               UNIT LEADER


                                                                                                                                     SECURITY
                                                                                                                                     MANAGER



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8500.4.1 Logistics Section Chief
The logistics Sections Chief, is a member of the General Staff, is responsible for providing
facilities, services and material in support of the incident. The Logistics Section Chief
participates in the development of the Incident Action Plan and activates and supervises
Branches and units within the logistics Section.

The Logistics Section Chief and all members of the section should be thoroughly familiar with
the Resource Guide found immediately after this section.

        •        For all Logistics Section positions, review the responsibilities as per organizational
                 guidance such the USCG Incident Management Handbook (IMH).

8500.4.2 Service Branch/ Director
The Service Branch Director, when activated is under the Logistics Section Chief, and is
responsible for the management of all service activities at the incident. The Branch Director
supervises the operation of Communication, Medical, and Food Units.

8500.4.3 Communications Unit Leader
The Communications Unit is under the Service Branch Director or the Logistics Section Chief
and is primarily responsible for the development of the Communication Plan for effective use of
incident communications equipment and facilities. This unit leader also supervises the incident
communications center.

8500-4.4 Support Branch/ Director

The Support Branch Director, when activated, is under the Logistics Section Chief, and is
responsible for development of the implementation of logistics plans in support of the IAP,
including providing personnel, equipment, facilities and supplies to support the incident
operations. The Branch Director supervises the operation of Supply, Facilities and Ground
Support Units.

8500.4.5 Supply Unit / Leader
The Supply Unit Leader is primarily responsible for ordering personnel, equipment and supplies;
receiving, and storing all supplies for the incident; maintaining an inventory of supplies; and
servicing non-expendable supplies and equipment.

8500.4.6 Facilities Unit / Leader
The Facility Unit Leader is primarily responsible for the layout and activation of incident
facilities (e.g. Base, Camp(s) and Incident Command Post). The Facilities Unit provides
sleeping and sanitation facilities for incident personnel and manages base and camp operations.
Each facility (base or camp) is assigned a manager who reports to the Facilities Unit Leader and
is responsible for managing the operation of the facility. The basic functions or activities of the
Base and Camp Manager are to provide security service and general maintenance. The Facility
Unit Leader reports to the Support Branch Director.

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8500.4.7 Security Unit / Manager
The Security Unit Manager is responsible to provide safeguards needed to protect personnel and
property from loss or damage.

8500.4.8 Ground Support Unit / Leader
The Ground Support Unit Leader is primarily responsible for:

        1)       Support out of service resources
        2)       Coordination of transportation of personnel, supplies, food, and equipment,
        3)       Fueling, service, maintenance and repair of vehicles and other ground support equipment
        4)       Implementing the Traffic Plan for the incident.

8500.5 Finance / Administration Section
The Finance/Administration Section is responsible for all incident costs and financial
considerations. The IC will determine the need for a Finance/Administration Section and
designate an individual to perform that role. If no Finance Section is established, the IC will
perform all finance functions. The Finance/Administration Section is set up for any incident that
may require on-site financial management. More and more, larger incidents are using a
Finance/Administration Section to monitor costs. Smaller incidents may also require certain
Finance/Administration functions. For example, additional units (i.e. Time, Procurement, Cost)
of the Finance/Administration Section may be established for such things as procuring special
equipment, contracting with a vendor, or for making cost estimates of alternative strategies.
Additional units may be required and they will be established based upon need.


                                                                  Finance/Admin
                                                                   Section Chief


                                                                                      Time Unit/Leader

                                                                  Procurement Unit/Leader

                                                                                      Cost Unit/Leader




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8500.5.1 Finance/Administration Section Chief
The Finance/Administration Section Chief, a member of the General Staff, is responsible for all
financial and cost analysis aspects of the incident and for supervising members of the
Finance/Administration Section.

        •        For all Finance/Administration Section positions, review the responsibilities as per
                 organizational guidance such as the USCG Incident Management Handbook (IMH).

8500.5.2 Time Unit / Leader
The Time Unit Leader is responsible for equipment and personnel time recording.

8500.5.3 Procurement Unit / Leader
The Procurement Unit Leader is responsible for administering all financial matters pertaining to
vendor contracts.

8500.5.4 Cost Unit / Leader
The Cost Unit Leader is responsible for collecting all cost data, performing cost effectiveness
analyses, and providing cost estimates and cost saving recommendations for the incident.




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8600 COMMUNICATIONS
8600.1 Notifications
When a fire occurs on board a commercial vessel in the port of Boston, and it can not be
contained by the vessel crew, the master will notify the U.S. Coast Guard MSO Boston, Captain
of the Port (COTP) by the most expeditious means possible. This notification may be
accomplished by notifying USCG Group Boston over VHF-FM radio. USCG MSO
Boston/COTP will then notify the local fire department and the USCG Group Boston (if not
already notified). If evacuation is required, USCG Group Boston may activate their small boat
resources to the scene. If the vessel is underway, the local fire department, COTP, and vessel
master will determine whether the vessel should remain underway or be brought to a safe pier for
firefighting.

•         Notification Tree
                                                                                                   Vessel Master


                                                              U.S. Coast Guard MSO Boston Watch Office


                 U.S. Coast Guard Group Boston Command Center                                                                                                    Local Fire Department

Vessel Agent
                                                                                                                                               Local Emergency Medical Services
Vessel Qualified Individual

Massachusetts Emergency Management Agency                                                                                                      Local Police Department

Waterfront Facilities

Environmental Protection Agency

•       Additional Notifications for Moored Vessels: For a vessel moored at a facility, the
        following notification should be made in addition to notifying the Coast Guard:

IF DOCKED IN:                                                                            CALL:

Boston                                                                                   617-343-2880
Beverly
Braintree                                                                                781-843-3600
Chelsea                                                                                  617-884-1410
Everett                                                                                  617-387-0018
Gloucester
Hingham
Hull
Ipswich
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Lynn                                                                                     781-592-1000
Medford                                                                                  781-396-3900
Nahant
Plymouth
Quincy                                                                                   617-376-1010
Revere                                                                                   781-284-0014
Rockport
Salem
Scituate
Weymouth                                                                                 781-337-5151
Winthrop                                                                                 617-846-3473


•       Communications Plan

       An effective, well-coordinated communications plan must cover the areas of designated
       frequency usage, interagency compatibility, communication support, and logistics. When
       dealing with multiple agencies at a marine incident, these factors must be addressed.

INTERAGENCY COMMUNICATIONS Interagency communications via a compatible
communications network is the single most important factor in establishing a well-
organized operational response. It is therefore vital that all agencies be able to communicate
directly. Coast Guard operational units and local fire departments are extremely limited in being
able to communicate directly at the scene. There are only two methods currently available
for direct communications between the Coast Guard and local fire departments: (1)
Portable VHF-radio, and (2) landline/cellular communications. If there is a need for
additional communications support, an exchange of radio equipment may be necessary.

LANDLINE / CELLULAR COMMUNICATIONS Landline and cellular communications will
be the primary means of interagency communications between Coast Guard and fire department
resources on scene or in support of the operation.

8600.1.1 Coast Guard Incident Command Communications
VHF-FM Channel 81A (157.075Mhz) is the frequency for ground communication between the
Coast Guard Incident command and USCG units on-scene. It is also the secondary frequency for
communication between the Unified Command and on-scene units.

UHF 381.8: The primary working frequency between the Unified Command and U.S. Coast
Guard aircraft.

Channel 21A: Primary working/SAR frequency.

Channel 83A: Primary working/SAR frequency.




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8600.1.2 General Frequencies
Channel 16 - (156.8Mhz): Designated under international convention for use for ship-to-ship
and ship-to-shore hailing and distress in international waters. ALL users are required to use
channel 16 for only these purposes and then switch to other channels for subsequent
communications. Oil spill response is no exception.

Channel 13 - (156.65Mhz): Designated bridge-to-bridge hailing and navigation safety
frequency in inland and offshore waters. It may be used only to establish contact and make
arrangements between vessels in crossing, meeting, or overtaking situations in accordance with
the International or Inland Navigation Rules.

Ch. 06 (156.3Mhz) is designated as the safety frequency, which may be used by all parties for
communication on matters involving human health and safety. FCC regulations require all
vessels equipped with VHF-FM capability to have this channel. As there is expected to be little
other traffic on this channel during a marine fire response, this should be monitored by all
involved units that have this channel available, and regarded as a tertiary channel for the
response.

8600.1.3 Additional Coast Guard Communication Capabilities
Atlantic Strike Team

The Coast Guard Atlantic Strike Team has a cache of programmable hand-held VHF-FM radios
and a computer, which can tune those radios to any desired frequency. The Strike Team also
owns several portable repeaters, which can be tuned to a desired frequency and deployed
wherever necessary. It also has one portable INMARSAT (satellite telephone) system. The
Atlantic Strike Team also has a Communications/Mobile Command Post trailer equipped with
VHF-FM radio and multiple line telephones.

Transportable Communication Centers

The TCC is a self-contained, rapidly deployable Coast Guard manned and maintained
Communications Module. It can provide a full range of telecommunications capabilities to
support a response. Its capabilities include:

        •        Transmissions possible in all modes of communication in HF, VHF and UHF
        •        Different types of antennas for best propagation and coverage in remote and uneven
                 terrain
        •        Cellular telephone (secure, non-secure, and computer/data link)
        •        INMARSAT (satellite telephone system); Unit satellite telephone 1-888-481 - 6937
        •        Weather fax direct from National Weather Service




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8600.2 ICS 205A Communications List
         1. Incident Name                                                        2. Operational Period                                                                              Communications List
                                                                                                                                                                                    ICS 205 A
         3. Basic Local Communications Information
         Assignment                                            Name                                                           Methods of Contact




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8700 MARINE FIREFIGHTING DEFINITIONS AND ACRONYMS
8700.1 Definitions
CAPTAIN OF THE PORT (COTP): The Coast Guard officer designated by the
Commandant, U.S. Coast Guard, to exercise federal responsibility for the safety and
security of ports and waterways in a specified geographic area. For purposes of this plan,
COTP means COTP Boston.

CARGO INFORMATION CARD: The Cargo Information Card is a term used on tank
barges to describe the products they are carrying. This is an old term that still exists but
is seldom used. The MSDS (Material Safety Data Sheet) is the term that is used at this
time.

COMMAND POST (CP): Under the Incident Command System, the single location from
which incident operations are directed.

DANGEROUS CARGO MANIFEST: The Dangerous Cargo Manifest (DCM) is a
listing of all hazardous material cargo on a vessel and contains a great deal of information
of interest to emergency response teams. Vessel information includes name, call sign,
flag, port of loading and discharge and date. Cargo information includes proper shipping
name, gross weight of cargo, hazard class, type of package, storage locations and an
emergency response telephone number. Only hazardous materials subject to 49 CFR or
the International Maritime Dangerous Goods (IMDG) code may be listed on the DCM.

FIRE CONTROL PLAN: A copy of this plan is prominently displayed in a weather tight
enclosure, located outside the deckhouse (both sides usually) for the assistance of shore
side fire fighting personnel. It contains a set of general arrangement plans showing for
each deck the fire control stations, fire-resisting and fire-retarding bulkheads. It also
contains particulars of the fire detecting, manual alarm, and fire extinguishing systems,
fire doors, means of access to different compartments and ventilating systems including
locations of dampers and fan controls.

INTERNATIONAL SHORE CONNECTION: This device is used to connect the water
system piping of the vessel with the water supply on shore. It requires that the ship have
a connection with the ship’s fire system threads on one end and the standard international
bolted flange on the other end. The shore side fire department must have a connection
with the shore side fire department’s threads on one end and the standard international
bolted flange on the other end. See NFPA 1405 for additional details.

HAZARDOUS MATERIALS: any hazardous substance, pollutant or contaminant including
natural gas, natural gas liquids, liquefied natural gas, or synthetic natural gas usable for fuel (or
mixtures of natural gas and such synthetic gas), and any substance designated under the authority
of any of the following laws and regulations and the subsequent implementing regulations:
(1) Section 311(b)(2) of the Clean Water Act: 40 CFR 116.4, Tables 116.4A and 116.4B, Lists of
Hazardous Substances; and 40 CFR 117.3, Reportable Quantities of Hazardous Substances
Designated Pursuant to Section 311 of the Clean Water Act.
(2) Section 102 of the Comprehensive Environmental Response, Compensation, and Liability
Act of 1980 (CERCLA): 40 CFR 302.4, Table 302.4, List of Hazardous Substances and
Reportable Quantities.
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(3) Section 3001 of the Solid Waste Disposal Act: 40 CFR 261.3, Definition of Hazardous
Waste; 40 CFR 261.32, Hazardous Wastes from Specific Sources; and 40 CFR 261.33,
Discarded Commercial Chemical Products, Off-Specification Species, Container Residues, and
Spill Residues Thereof.
(4) Section 307(a) of the Clean Water Act: 40 CFR 129.4, Toxic Pollutants.
(5) Section 112 of the Clean Air Act: 40 CFR 61.01, Lists of Pollutants and Applicability of Part
61.
(6) Section 7 of the Toxic Substance Control Act: 40 CFR 716.120, Substances and Listed
Mixtures to Which This Part Applies.
(7) Section 302 of the Emergency Planning and Community Right-to-Know Act: 40 CFR 355,
Appendices A and B, Extremely Hazardous Substances.
(8) Transportation regulations in 49 CFR 171.8, Hazardous Materials Regulations: 49 CFR
172.101, Hazardous Materials Table; Appendix A, Table 1, Hazardous Substances Other Than
Radionuclides; Appendix A, Table 2, Radionuclides; and Appendix B, List of Marine Pollutants.
(9) Marine transportation regulations in 33 CFR 126 and 160: 126.07, Dangerous cargo;
160.203, Certain dangerous cargo; 126.09, Designated dangerous cargo; and 126.10, Cargo of
particular hazard.

HEALTH AND SAFETY PLAN (HASP): Site specific document required by State and Federal
OSHA regulations and specified in the Area Contingency Plan. The HASP shall at minimum
address, include, or contain the following elements: health and safety hazard analysis for each
site task or operation, comprehensive operations workplan, personnel training requirements, PPE
selection criteria, site specific occupational medical monitoring requirements, air monitoring
plan, site control measures, confined space entry procedures “only if needed”, pre-entry briefings
(tailgate meetings): initial and as needed, pre-operations commencement health and safety
conference for all incident participants and quality assurance of HASP effectiveness.

INCIDENT COMMANDER (IC): Under the Incident Command System, that person
responsible for overall coordination and management of incident activities. Such
activities include the development and implementation of strategies designed to mitigate
the incident. The IC is usually a senior officer of the agency having jurisdiction for the
incident. Depending on the incident location and other logistics considerations, the IC
should establish a Command Post upon arrival so that representatives from other
cooperating agencies may report to this location to provide a point of contact. The IC
should establish the functional organization with personnel designated to assist in
accomplishing the goals of the Incident Action Plan (IAP).

INCIDENT COMMAND SYSTEM (ICS): A standardized on-scene emergency management
concept specifically designed to allow its user(s) to adopt an integrated organizational structure
equal to the complexity and demands of single or multiple incidents, without being hindered by
jurisdictional boundaries.

JOINT INFORMATION CENTER (JIC): A facility established within or near the Incident
Command Post where the Information Officer and staff can coordinate and provide information
on the incident to the public, media and other agencies. The JIC is normally staffed with
representation from the OSC, State IC and RP.



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JURISDICTION: The range or sphere of authority. Public agencies have jurisdiction at an
incident related to their legal responsibilities and authority for incident mitigation. Jurisdictional
authority at an incident can be political/geographical (e.g., city, county, state or federal boundary
lines), or functional (e.g., police department, health department, etc.). (See Multi-Jurisdiction).

MAJOR DISASTER: any event in any part of the U.S. which, as determined by the President, is
or threatens to become of sufficient severity or magnitude to warrant disaster assistance by the
federal Government to supplement the efforts and resources of State and local governments and
relief organizations in alleviating the damage, loss, hardship, or suffering caused by the event.

MARINE SAFETY OFFICE (MSO): U.S. Coast Guard field level organization
responsible for carrying out the Coast Guard's marine safety missions in a specified
geographic area. The MSO is headed by a Commanding Officer who is also designated
COTP, Officer In Charge, Marine Inspection (OCMI) and Federal On-Scene Coordinator
(FOSC). For purposes of this plan, MSO means MSO Boston.

MSDS (Material Safety Data Sheet): The Material Safety Data Sheet is a chemical product
information guide to be used if the product becomes a hazard because of a release, fire, or other
unknown reaction. The MSDS contains information as to the fire problems, health hazards, and
reactivity of the chemical or product for which the MSDS was written. All chemicals and
products from which chemicals were used in its manufacture must have a MSDS sheet. MSDS
also contains information as to the toxicology of its product.

MULTI-JURISDICTION INCIDENT: An incident requiring action from multiple agencies who
have a statutory responsibility for incident mitigation. In ICS, these incidents will be managed
under Unified Command.

OFFICER IN CHARGE, MARINE INSPECTION (OCMI): U.S. Coast Guard Officer In
Charge, Marine Inspection. That Coast Guard officer designated by the Commandant,
U.S. Coast Guard to exercise responsibility for commercial vessel inspection, marine
casualty and personnel investigation, vessel and seaman certification, and vessel
documentation. For purposes of this plan, OCMI means OCMI Boston.

OIL SPILL LIABILITY TRUST FUND (OSLTF): designated by the Oil Pollution Act of 1990
as a funding source to carry out the Statute and its administration. Management was delegated to
the USCG. The OSLTF consists of the Emergency Fund and the Principal Fund, which together
may reach $1 billion. Annually, the Emergency Fund is provided with $50 million no-year
money to fund removal actions by the OSC, initiations of NRDAs by federal trustees, and
immediate removal actions by states. The Principal Fund, the remainder of the OSLTF, is
comprised of monies from tax collections, recoveries, fines, penalties, and interest. It is used to
pay claims and for Congressional appropriations to carry out other OPA requirements.

OIL SPILL REMOVAL ORGANIZATION (OSRO) – as defined by 33 CFR 154.1020, an entity
that provides response resources. The Coast Guard created the voluntary Oil Spill Removal
Organization (OSRO) classification program so that facility and tank vessel response plan
holders could list an OSRO in their response plans in lieu of providing extensive lists of response
resources. This remains the only regulatory benefit that plan holders receive from using a
classified OSRO. The program is a tool which helps plan holders to meet statutory requirements
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set forth in 33 CFR 154 and 155. This voluntary program provides a measurement on the degree
of capability of an OSRO using variables such as the amount and type of equipment, geographic
location and degree of control over their response resources. The classification part of the
program is only a planning tool which does not guarantee the performance of an OSRO. This
program does not relieve the plan holder (facilities and vessels) of their responsibility to
determine whether an OSRO will meet specific planned response needs as required by 33 CFR
154 and 155. OSROs receive classifications (M, W1, W2, and W3) in six operating areas
(Rivers /Canals, Inland, Great Lakes, Near Shore, Off Shore and Open Ocean) in up to 46 COTP
zones and 9 Alternative Classification Cities (ACC’s). Classifications are based upon minimum
equipment amounts and response time standards outlined in the Coast Guard OSRO
Classification Guidelines, (dated 27 April 2001).

ON-SCENE COORDINATOR (OSC) - The pre-designated On-Scene Coordinator operating
under the authority of the National Oil and Hazardous Substances Pollution Contingency Plan
(NCP). The Federal On-Scene Coordinator (FOSC) will be filled by a representative from the
USCG for a spill/incident in the coastal zone or from the EPA for a spill/incident in the inland
zone. If there is an incident on a DOE or DOD facility, the respective agency will act as the
FOSC. Each state provides State On-Scene Coordinators (SOSC) for incidents. The SOSC
represents the interests of the state in the Unified Command and will be filled by the state’s lead
environmental agency. In Massachusetts, the Massachusetts Emergency Management Agency
will fill this role for a marine fire incident, and the Massachusetts Department of Environmental
Protection will fill this role for an oil spill response.

Other useful definitions can be found throughout National Fire Protection Association
(NFPA) 1405. Sections of particular interest are:
       Chapter 1-3: Definitions
       Chapter 3-3: Types of Vessels
       Chapter 3-4: Shipboard Personnel
       Chapter 6:      Special Resource Considerations
       Chapter 15: Legal Issues

SAFETY ZONE: A safety zone is a water area, shore area, or a water and shore area to
which, for safety or environmental protection purposes, access is limited to authorized
person, vehicles, or vessels. The Captain of the Port or the District Commander
establishes the safety zone to protect vessels, structures, and shore areas. The safety zone
can be fixed or mobile around a moving vessel. The Captain of the Port may direct who
and what may operate within the safety zone.

SECURITY ZONE: Security zones are designated areas of land, water, or land and water
established for such time as is necessary to prevent damage or injury to any vessel or
waterfront facility; to safeguard ports, harbors, territories, or water of the United States,
or to secure the observance of the rights and obligations of the United States. The
Captain of the Port or District Commander establishes the security zone. The designation
of a security zone may only be made for areas within the territorial limits of the United
States.




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8700.2 Acronyms

        CERCLA                                       Comprehensive Environmental Response, Compensation, and
                                                     Liability Act
        CFR                                          Code of Federal Regulations
        COTP                                         Captain of the Port
        CP                                           Command Post
        CWA                                          Clean Water Act
        DCM                                          Dangerous Cargo Manifest
        DOT                                          U.S. Department of Transportation
        FOSC                                         Federal On-Scene Coordinator
        IC                                           Incident Commander
        ICS                                          Incident Command System
        IFSTA                                        International Fire Service Training Association
        IMDG                                         International Maritime Dangerous Goods Code
        MSFO                                         Marine Safety Field Office
        MSO                                          Marine Safety Office
        NFPA                                         National Fire Protection Association
        NRC                                          National Response Center
        OCMI                                         Officer-In-Charge, Marine Inspection
        OPA 90                                       The Oil Pollution Act of 1990
        OSLTF                                        Oil Spill Liability Trust Fund
        PWSA                                         Ports and Waterways Safety Act
        UCS                                          Unified Command Structure of the Incident Command System
        VIN                                          Vessel Identification Number




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8800 PLAN REVIEW AND EXERCISE PROCEDURES
8800.1 Plan Review
The COTP is responsible for this plan and will keep it current by consecutively numbering
amendments or by issuing a revised plan. Any errors, suggested improvements, or changes in
equipment or facilities should be communicated to:

                          Commanding Officer
                          Attn: Chief, Contingency Planning Department
                          USCG Marine Safety Office Boston
                          455 Commercial Street
                          Boston, MA 02109

                          Or call (617) 223-3007

Each revision will be available via the Internet. The plan will be updated through electronic
means when necessary. The plan may be accessed and downloaded to disk from the Internet
address: www.uscg.mil/d1/units/msobos


8800.2 Exercise Process
Proper training and exercises are necessary to ensure smooth coordination in the event of an
actual fire or incident. Realistic exercises also demonstrate the capabilities of the various
organizations involved. These exercises also point out possible conflicts and/or opportunities to
improve the plan.

EXERCISES. COTP Boston will plan periodic exercises with selected fire departments, port
facilities and government agencies. The COTP also recommends each fire department or
response organization coordinate with port facilities and shippers in their respective jurisdictions
and workout training and exercises on their own. The COTP will also provide coordination with
other organizations if a larger exercise is required. For assistance in arranging an exercise,
contact:

                          Commanding Officer
                          Attn: Chief, Contingency Planning Department
                          USCG Marine Safety Office Boston
                          455 Commercial Street
                          Boston, MA 02109

                           Or call (617) 223-3007




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8900 LNG CONSEQUENCE MANAGEMENT PLAN
8910 Background/Purpose
After the terrorist attacks of September 11, 2001, political concerns centered around the risks of
the LNG tankers entering Boston Harbor. Distrigas, Tractebel, the Boston Fire Deparment, and
the USCG have worked closely together over a two year period to create a specific marine fire
response plan for an LNG incident. Although this plan focuses on an LNG response, it should be
considered and referred to should any vessel transporting hazardous cargoes (gasoline, jet fuel,
heating oil, etc.) through Boston Harbor suffer a release.

Liquefied Natural Gas (LNG) has been entering the port of Boston on a regular basis since 1971,
and over 550 transits through Boston Harbor have occurred to date. LNG is being relied on
increasingly to provide energy for the New England region. This document addresses the
management issues related to the consequences of a catastrophic release of LNG and resultant
fire. Local and federal officials face a changed threat environment in the wake of the terrorist
incidents of September 11, 2001. While a catastrophic LNG event is unlikely, the gravity of the
impact of such an event requires pre-planning for a number of potential contingencies. This plan
utilizes the Incident Command System (ICS), a nationally recognized Emergency Management
System required by the National Fire Protection Agency (NFPA) and Federal Emergency
Management Agency (FEMA) at all fire, medical, and disaster incidents.

8920 Authorities
Nothing in this document supercedes or alters any legal authorities inherent to each described
agency or group. Nothing in this plan releases the vessel master from his/her responsibility to
exercise prudent seamanship and remain within the bounds of all applicable U.S. and
international maritime laws. The presence of Coast Guard and firefighting personnel in no way
relieves the master and crew of their duties to assist in fighting the fire to the best of their
capabilities.

8920.1 Coast Guard Authority
The Coast Guard has been traditionally responsible for the saving of life and property upon the
waters of the United States. The Captain of The Port (COTP) is charged by the Ports and
Waterways Safety Act (33 USC 1221, et seq.) with the responsibility for safe navigation and
protection of waterfront facilities, and protection of the marine environment. This responsibility
extends not only to ships, their cargo, and crew; but also to structures in, on, or immediately
adjacent to the navigable waters of the United States, and the resources within such waters.

The Captain of the Port has the authority, under 14 USC 88 (b), to render aid to save life and
property in the event of a marine related emergency (including fire), within the capability of
available Coast Guard resources. The Coast Guard’s firefighting assistance policy is set forth in
the Marine Safety Manual, Volume VI, Sec. 86-6, COMDTINST M16000.11. A summary of
this policy is as follows:

          “While it is clear that the Coast Guard has an interest in fighting fires involving vessels or
          waterfront facilities in or along the navigable waters of the United States or fires in the
          vicinity of Coast Guard property, this interest does not extend to preemption of local
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          responsibility and authority for firefighting. The involvement of Coast Guard forces in actual
          firefighting shall be to a degree commensurate with our personnel and equipment levels. The
          Coast Guard intends to maintain its historic “assistance as available” posture without
          conveying the impression that we stand ready to relieve local jurisdictions of their
          responsibilities. Additionally, the response actions taken shall pose no unwarranted risk to
          Coast Guard personnel or equipment.”

Vessel casualties not resulting in a catastrophic release and/or fire would remain under the full
direction and jurisdiction of the COTP.

8920.2 Fire Department Authority
Firefighting is the responsibility of the Boston Fire Department, by law (Chapter 449-Acts of
1895, and by the Boston Prevention Code, 1959). This law states the responsibilities for
extinguishing all fires within the city of Boston including Boston Harbor, vessels on its waters
and waterfront properties. Pier side firefighting responsibilities fall under the municipality who
has jurisdiction in that particular area (i.e. Quincy, Weymouth, Everett, Chelsea, Revere.)

Under Massachusetts General Law Part I, Title VII, Chapter 48, Section 59A cities and towns
may authorize their respective fire departments to authorize mutual assistance to any
municipality or area under federal jurisdiction within the Commonwealth of Massachusetts.
These fire departments would have the same immunities and privileges while performing their
duties as they would in their own jurisdiction. The fire department offering aid shall be
responsible for the well being of its own personnel and equipment while offering aid and for any
damage or injuries to the aforementioned entities while offering aid under this provision.

8930 References
a) Maritime Incident Resources and Training (MIRT) Partnership Business Plan, April 1998.
b) Memorandum of Understanding (MOU) between USCG and Boston Fire Department,
   14Nov96.
c) The Port of Boston Partnership for LNG Safety; Policies, Procedures and Guidelines, 1999.
d) Explosion and Gas Release from LNG Membrane Carriers – Generic Consequence
   Assessment; prepared by Lloyd’s Register of Shipping; 4OCT01.
e) Quest Consultants Inc. calculations of an LNG “worst-case” release, dated 02Oct01.
f) Massachusetts State Emergency Management Plan, June 2000 (Published/maintained by
   MEMA).
g) Standard Operating Procedures, Boston Fire Department, Updated Annually,
   (Published/maintained by Boston Fire Department).
h) LNG 24-hr Notification List (Published/maintained by MSO Boston).

8940 Command Post
During an incident, the Boston Fire Department would be the lead agency within the Unified
Command. A Unified Command Post would most likely be established at the USCG Integrated
Support Command at 455 Commercial Street in Boston. However, other locations may include
Massport facilities or the Boston City Hall.



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During all LNG tanker arrivals, Unified Command partners establish a command post at the
USCG Command Center at the Coast Guard base to ensure the safety of the vessel as it transits
through Boston Harbor to the Distrigas facility in Everett, MA. Please refer to the LNG Safety
and Security Plan for further information on the security posture during LNG tanker arrivals.

8950 Protocols
Basic incident goals of the Unified Command during an LNG incident include, but are not
limited to:

                       (1)           Control vessel’s movement.
                       (2)           Minimize shoreside exposure to radiant heat.
                       (3)           Ensure safety of the crew and on-scene responders.

8950.1 Vessel Movement Decisions
In the event of a casualty, a decision must be made to allow the completion of the inbound
transit, send the vessel back to anchorage, or direct it to a port of refuge. The Unified Command
will make this decision with input from the pilot. An intentional grounding of the vessel may
become necessary as the last resort to safely prevent the spread of fire on the port waterfront.
Prior to making this decision, the UC will consider anchoring the vessel, controlling the vessel
with tugs, or other possible control measures. In the event an intentional grounding is required,
specific pre-identified grounding locations are outlined in Appendix C.

Another important decision that the UC must make is how to deal with the remaining LNG on
the vessel. If the vessel was unable to complete its transit to Distrigas, the LNG may need to be
lightered to another vessel.

Information to consider prior to making a decision:
    1. Risk to human life.
    2. Location and extent of the fire.
    3. Status of ship’s crew and onboard firefighting response.
    4. Hazard to crew or other resources where vessel is presently located.
    5. Weather and tides.
    6. Maneuverability of the vessel.
    7. Effect on bridges and port structures that must be transited.
    8. F/F resources available onshore.
    9. Other vessel traffic/vessels scheduled to arrive in the port in the near future

If the vessel is maneuverable, movement options include:
     1. Stop forward momentum.
     2. Tow astern.
     3. Ballast to intentionally ground the vessel in place.

If an intentional grounding is chosen, factors to consider include:
    1. Bottom material – should be soft to minimize the possibility of hull damage.
    2. Water depth – should be shallow enough to prevent the vessel from sinking, but deep
        enough to allow access by SAR assets, F/F boats, etc.

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        3. Proximity to shipping lanes – should not be so close as to hamper shipping or have the
           potential of eventually drifting into a shipping lane. The path of smoke should be
           considered, this can create a toxic atmosphere for nearby commercial vessels and reduce
           visibility.
        4. Proximity to shore/F/F assets – Should not be so far away as to create unneeded burden
           on transiting personnel to the scene and asset replacement.

8950.2 General Protocols (Reasonable Worst Case)
8950.2-1 General Response Actions - Shore Response
Fire Department:
    1. Assess the current situation, taking into account:
           a. Current Weather (wind speed and direction, temperature, precipitation)
           b. Vessel location
           c. Current and tidal state
           d. Radiant heat at affected land
    2. Determine the accuracy of original damage and heat estimates via field reports.
    3. Start with a 3 alarm fire response, scale up or down as needed.
    4. Set the Unified Command(s). Potentially stage a UC on each side of the channel.
    5. Establish boundaries.
    6. Set the fire front.
    7. Designate areas as unrecoverable.

Police:
   1. Traffic Control:
         a. Control traffic on bridges and tunnels – shut down if necessary.
         b. Enforce evacuation routes.
         c. Establish and enforce emergency access routes.
         d. Establish and enforce medical evacuation routes.
   2. Local police will evacuate all buildings in heat zone radius.

EMS:
  1. Prepare Hospitals for mass casualties

Other Local Agencies:
   1. Restrict or halt flight operations surrounding Logan Airport as applicable.
   2. Establish liaison with the Fire and Police Departments.
   3. Request governor to declare a state of emergency over the Emergency Broadcast System
      IAW ref (g), if necessary.
   4. Should a state of emergency has been declared, coordinate additional resources with the
      Massachusetts National Guard.
   5. Contact the Navy for support assets.

8950.2.2 General Response Actions - Marine Response
U.S. Coast Guard:
   1. Close the port to all vessel movement via an Urgent Marine Information Broadcast
      (UMIB).

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        2. Activate the USCG National Strike Force (NSF) and the USCG Marine Safety Center
           Salvage Engineering Response Team (SERT). Note: The potential major spill of the
           vessel’s fuel oil during an incident may be the only avenue to access funding from the Oil
           Spill Liability Trust Fund. LNG is not an “oil” as defined in the Oil Pollution Act of
           1990 (OPA 90) or a “CERCLA substance” as defined in the Comprehensive
           Environmental Response, Compensation, and Liability Act (CERCLA).
        3. All Coast Guard vessels will evacuate the area to a distance of at least 1,200 yards away
           from the LNG vessel, and standby for further guidance from the Unified Command.
        4. Stand by for crew rescue.
        5. Provide USCG Unified Command support and representation in command post/
           emergency operations center per ref (a), (b), and (c).

LNG Vessel, Pilots and Escort Vessels:
  1. Energize deluge system (cargo area).
  2. Vessel steering and maneuverability may be possible from the engine room.
     Communications would have to be established with the engine room to dictate
     movements.
  3. Keep escort vessels and tugs at a safe distance.
  4. Fire boat(s) may spray tugs or waterside structures to prevent ignition.
  5. Stand by for crew rescue.

8950.3 Specific Location Response
8950.3.1 Location A: Castle Island
•       Shore Response

                 Fire Department: Strike a 3 alarm fire response at Castle Island and the affected shore at
                 Logan Airport.

                 Police
                                   Evacuate Castle Island and restrict entry
                                   Evacuate Signature Airline Terminal at Logan Airport

                 EMS: Actions additional to those listed in para. 5.2.3 will be determined when the
                 situation assessment has been completed.

                 Other Local Agencies: Actions additional to those listed in para. 5.2.3 will be
                 determined when the situation assessment has been completed.

•       Marine Response

                 U.S. Coast Guard: Actions additional to those listed in para. 5.2.5 will be determined
                        when the situation assessment has been completed.

                 LNG Vessel, Pilots and Escort Vessels:
                 1. Stop all forward momentum using ship or tug assistance.
                 2. Tow vessel astern into open water if possible.
                 3. If vessel movement is not feasible, ballast the ship to the bottom of the channel.
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                   4. In the event of limited maneuverability, the ship will shift to a location
                      approximately: 42° 19.79’ N, 070° 59.8’ W; approximately 200 yards NW of
                      Spectacle Island. This will be the pre-designated location for an intentional
                      grounding or anchoring if the vessel is anywhere in location A, which is any point of
                      transit between Deer Island and Castle Island. See Appendix C for details.

8950.3.2 Location B: North End
•       Shore Response
           Fire Department: 9 alarms expected in (3 each): North End, East Boston, and
           Charlestown.

                 Police: Actions additional to those listed in para. 5.2.2 will be determined when the
                 situation assessment has been completed.

                 EMS: Actions additional to those listed in para. 5.2.3 will be determined when the
                 situation assessment has been completed.

                 Other Local Agencies: Actions additional to those listed in para. 5.2.4 will be determined
                 when the situation assessment has been completed.
•       Marine Response
                 U.S. Coast Guard: Actions additional to those listed in para. 5.2.5 will be determined
                 when the situation assessment has been completed.
                 LNG Vessel, Pilots and Escort Vessels:
                   1. Move the vessel to an area of least impact to people. This may involve proceeding
                      forward to a more open portion of the channel before ballasting to the bottom of the
                      channel or anchoring.
                   2. In the event of limited maneuverability, the ship will shift to a location
                      approximately: 42°-21.39’ N, 071°-01.75’ W; near the Logan Shuttle Pier. This will
                      be the pre-designated location for an intentional grounding or anchoring if the vessel
                      is anywhere in location B, which is any point of transit between Castle Island and a
                      line drawn from East-West from Pier 1, East Boston. See Appendix C for details.

8950.3.3 Location C: Turning Basin
•       Shore Response
                 Fire Department:
                   1. Strike a 3 alarm fire response in: East Boston, Charlestown and Chelsea.
                   2. Set cooling spray at the oil tanks under the Tobin Bridge.

                 Police:
                   1. Maintain the closure of the Tobin Bridge.
                   2. Close the McArdle Street Bridge, if necessary.


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                   EMS: Actions additional to those listed in para. 5.2.3 will be determined when the
                   situation assessment has been completed.

                   Other Local Agencies: Actions additional to those listed in para. 5.2.4 will be
                   determined when the situation assessment has been completed.

•       Marine Response
           USCG: If necessary, coordinate public evacuations out of East Boston with the local
           passenger vessel owners with direction by the local police.

                 LNG Vessel, Pilots and Escort Vessels:
                   1. Attempt to position the ship in an area with the least impact to shore side
                      infrastructure and away from the Chelsea fuel tanks. This may include passing under
                      the Tobin Bridge to a location with the most clearance.
                   2. In the event of limited maneuverability, the ship will shift to one of two approximate
                      locations, either: 42° 22.15’ N, 071° 02.7’ W, directly opposite the channel from
                      Lincoln Wharf, or 42° 22.11’ N, 071° 02.68’ W; due south of Buoy 14. This will be
                      the pre-designated location for an intentional grounding or anchoring if the vessel is
                      anywhere in location C, which is any point of transit between Pier 1, East Boston and
                      Pier 1, Charlestown. See Appendix C for details.

8950.3.4 Location D: Distrigas Pier
•       Shore Response
           Fire Department: Strike a 3 alarm fire response in Everett.

                   Police: Close all adjoining roads to the Distrigas facility.

                   EMS: Actions additional to those listed in para. 5.2.3 will be determined when the
                   situation assessment has been completed.

                    Other Local Agencies:
                   1. Monitor heat levels at Exxon facility and nearby fuel storage tanks.
                   2. Consider the initiation of an emergency shut-down at Distrigas.
                   3. Consider the evacuation of the Distrigas facility.

•       Marine Response

                   U.S. Coast Guard: Actions additional to those listed in para. 5.2.5 will be determined
                   when the situation assessment has been completed.




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                   LNG Vessel, Pilots and Escort Vessels:
                   1. Ballast vessel to bottom.
                   2. Evacuate vessel’s crew to the pier (as determined by the UC).
                   3. In the event that a casualty occurs prior to the vessel docking at the Distrigas Pier,
                      but has limited maneuverability, the ship will shift to a location approximately: 42°
                      23.17’ N, 071° 03.93’ W; directly south of the Distrigas Pier. This will be the pre-
                      designated location for an intentional grounding or anchoring if the vessel is
                      anywhere in location D, which is any point of transit between Pier 1, Charlestown
                      and the Distrigas Pier.

8960 Communications
The use of good communications between the involved agencies will be key to the successful
response. Agencies receiving notification of a vessel fire should proceed through their normal
notification lists, but should ensure at a minimum the local Coast Guard and Fire Departments
are notified. Points of contact and emergency numbers can be found in ref (i). A need has been
identified for common frequencies between the fire, police, and EMS responders.

It is recommended that marine communications between Coast Guard, Navy, commercial vessels
and fire boats be conducted on channel 22A (157.100 MHz) VHF-FM and 81A (157.075 MHz)
VHF-FM to facilitate communications. To minimize confusion, the ICS chain of command
should be followed when conducting communications. Standard vessel traffic communications
should continue on other common channels such as 13 and 21 VHF-FM. Channel 16 (156.800
MHz) VHF-FM as always remains the international hailing and distress frequency and can be
used to raise the Coast Guard at any time.




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     8970 ICS Organization Chart
     Notes:

     (1) This ICS Organization is applicable for an LNG incident in Boston Harbor within the city of Boston’s
     jurisdiction. If the incident occurred within another city’s jurisdiction, that city’s fire and police departments would
     take the place of BFD and BPD, respectively, in this chart.

     (2) This organization chart does not display the Planning, Logistics, and Finance/Administration Sections that would
     be established in a large-scale LNG incident.

                                                                        Principal Federal
                                                                         Official (PFO)


                                                                  Unified Command
                                                                 USCG, FBI (if terrorism)
                                                                    MEMA, BFD,
                                                                     Vessel Rep

                                      Safety Officer                                                      Joint Information
                                        CG, BFD                                                                Center

                                   Liaison Officer
                                 BEMA/MEMA/FEMA


                                                                                Operations
                                                                                 Section


      Fire Fighting Branch                                                                                                                       Security Branch
              BFD                                                                                                                                 CG/MSP/BPD


     Salvage/Dewatering                                                          Waterside Sec                                                     Shoreside Sec                                Suspect Management
     Vsl Rep/CG/Contractor                                                      CG/MSP/MEP/BPD                                                       MSP/BPD                                         (if terrorism)
                                                                                                                                                                                               FBI/BCBP/BICE/MSP/BPD


           Medical Branch
            Boston EMS


       Evacuation Branch


 Waterside Evac                               Shoreside Evac
CG/MSP/MEP/BPD                                  BPD/MSP




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8980 Intentional Grounding Locations
After exhausting all other options for gaining control of a vessel on fire (including tugs,
anchorage, etc.), the Unified Command may determine that intentionally grounding the vessel is
the best method for securing its risk to the port. The following locations have been determined
as best suited for an intentional grounding.

Location A:
Location A includes any point of transit between Deer Island and Castle Island. The pre-
designated location for an intentional grounding for Location A is approximately: 42° 19.79’ N,
070° 59.8’ W; approximately 200 yards NW of Spectacle Island.

Location B:
Location B includes any point of transit between Castle Island and a line drawn from East-West
from Pier 1, East Boston. The emergency pre-designated location for an intentional grounding
for Location B is approximately: 42° 21.39’ N, 071° 01.75’ W; near the Logan Shuttle Pier.

Location C:
Location C includes any point of transit between Pier 1, East Boston and Pier 1, Charlestown.
There are two potential emergency pre-designated location for an intentional grounding for
Location C, either: 42° 22.15’ N, 071° 02.7’ W, directly opposite the channel from Lincoln
Wharf, or 42° 22.11’ N, 071° 02.68’ W; due south of Buoy 14.

Location D:
Location D includes any point of transit between Pier 1, Charlestown and the Distrigas Pier. The
emergency pre-designated location for an intentional grounding for Location B is approximately:
42° 23.17’ N, 071° 03.93’ W; directly south of the Distrigas Pier.

Locations can be viewed on the following maps:




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Boston Outer Harbor:




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Boston Inner Harbor:




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8990 Emergency Response Addendum
This addendum to the Coast Guard LNG Consequence Management Plan provides a
comprehensive response mechanism in the event of an emergency during the transit of a
Liquefied Natural Gas (LNG) vessel through the Port of Boston. This addendum can also
address hazards posed by other petroleum tankers transiting the Port. The addendum addresses
notifications, organization, a Unified Command decision tree to assist with determining where to
position the LNG Vessel in case of fire, and criteria that can modify this decision tree.

The planning parameters contained within this addendum were agreed upon by all of the affected
agencies (CG, Tractebel North America LLC, and Boston Fire Department) after numerous
meetings and discussions. These decisions were based on the best information known at the time
of publication of this plan. As additional information is received based on ongoing studies and
tests, the protocols herein may require updating.

8990.1 Organization:
A Unified Command (UC) between the U.S. Coast Guard Marine Safety Office Boston (MSO),
U. S. Coast Guard Group Boston (GP), Massachusetts Environmental Police (MEP),
Massachusetts State Police (MSP), Boston Fire Department (BFD) and Boston Police
Department (BPD) is established to oversee all transits of laden LNG carriers into the Port of
Boston. The National Interagency Incident Management System (NIIMS) Incident Command
System (ICS) is utilized during normal LNG vessels transits and for and emergency situation.
ICS provides the flexibility needed for a quick and coordinated response to an emergency. The
UC establishes and Incident Command Post (ICP) in the MSO /GP watch office.

8990.2 Response Organization
The Boston Fire Department will act as the lead agency in the Unified Command during a fire
for purposes of firefighting or mitigating measures, assuming the location of the fire is within the
Boston Fire Department’s area of responsibility. Once the fire is out, the Captain of the Port
(COTP)/Federal On-Scene Coordinator (FOSC) will assume the lead.

8990.3 Response Procedures:
•       Normal transit: The Unified Command is set up in the MSO/GP Watch Office. The
        operating assets that are normally used during a LNG vessel transit include:

        1.         Coast Guard: Officer Tactical Command (OTC); small boats
        2.         BFD boats
        3.         MSP boats, helicopter
        4.         MEP boats
        5.         Boston Towing and Transportation (BTT) tugs

•       In the event of an emergency: The nature, size, and location of the fire on the vessel will
        determine the extent of the response. The shore side response will be based on the Boston
        Fire Department draft SOP for LNG Emergencies. The amount of cargo involved will
        determine the extent of the shipboard fire. If one of more cargo tanks of LNG is impacted, it
        is unlikely that active shipboard fire fighting will mitigate the situation or that it can even be
        undertaking safely. Due consideration must be given to the option of allowing the fire to
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        burn itself out. Although LNG fires are intense, they tend to be of short duration. During the
        fire, the resources listed above, as well as additional assets from the Coast Guard and other
        law enforcement agencies, ensure that the safety /security zone is maintained. All vessels
        should be positioned to ensure they are safe from the fire and its radiant heat.

        Once it is apparent that the fire on the vessel is significant in nature and notifications have
        begun to expand the response, immediate preparations should be made to shift the ICP from
        the MSO/GP watch office to the Integrated Support Command Function Hall.

        It is critical that the assets on the water, on the tanker, and in the air continue to communicate
        with the UC at the ICP. Each asset can provide specific and useful information.

•       Post emergency: Once the LNG fire is out, there still may be other fires on board to be dealt
        with, and the safety and security of the LNG Tanker remain an issue. The ICS organization
        will remain in place to accomplish all response objectives set by the UC.

8990.4 Notifications
In the event of an emergency situation, the Command Duty Officer (CDO) for the Marine Safety
Office Boston (MSO) and the Group Boston Duty Officer (GDO) shall notify their respective
Commanding Officers (CO) and Executive Officers (XO) as soon as possible. The representative
at the ICP will take responsibility for notification of his or her parent organization. If the
incident involves a fire, and the representative of the Boston Fire Department is not present, 911
should be contacted. Depending on where the fire occurs, the respective local fire department in
the vicinity of the vessel fire should be contacted. For immediate notifications, utilize Vessels
Fire Quick Respond Card (QRC) contained in the MSO Boston Operation Manual.

8990.5 Circles of Radiant Heat
Based on analysis of fires presented in the Lloyds and Quest reports1, two circles of radiant heat
were developed to serve as bases for an initial fire assessment. An 800 ft diameter circle
represents the distance at which ignition of unprotected buildings will occur. (4000 btu/ft2-hr).
Firefighting and rescue activities will be extremely dangerous. A 1200 ft diameter represents the
distance at which fire fighting and rescue/evacuation activities may be attempted for life safety.

The Boston Fire Department’s draft SOP for LNG fires and this Addendum share a common
approach. The decision tree and distances from the center of the fire to shore side structures
provided serve as a basis for what actions should be taken.

8990.6 Decision Tree for where to position LNG Vessel in case of fire
Although LNG fires only burn for a short while, they produce substantial radiant heat. Therefore,
there is little time for the Unified Command to make decisions; such as where the vessel should
be placed according to what threats the vessel poses to people and structures ashore.
Recognizing this fact, the following decision tree has been developed to aid the Unified
Command in making crucial decisions. The radiant circles described above will be critical in
making these decisions.

1

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              Plymouth to Salisbury, Massachusetts Area Contingency Plan
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The Boston Fire Department Operating Procedures should be utilized as guidance to identify
shore side structures at risk and set priorities to respond.

                                                                                                  IMPORTANT

        1. This decision tree cannot be used for a catastrophic LNG fire (one that involves 3 or more
           tanks of the vessel).
        2. If equal to or greater than 1200 ft from structures, a non-catastrophic vessel fire, presents
           no harm in all anticipated circumstances to shore side structures.
        3. If the distance is equal to or greater than 800 ft from land based structures, a non-
           catastrophic vessel fire, poses no immediate risks to structures.
        4. If the non-catastrophic vessel fire is less than 800 feet, it poses a fire hazard to structures,
           and the BFD’s SOP for LNG Emergencies should be immediately implemented.

A. Is the vessel fire 1200 feet or greater from any shore side structures?

                 YES: The vessel can be left where it is or moved to another location maintaining the
                 1200 ft. distance from shore side structures.

                 NO: Go to (B)

B. Is the vessel fire less than 1200 feet but greater than 800 feet from any shore side
structure?

                 YES: If the vessel can be moved to a location 1200 ft or greater from shore side
                 structures without endangering any structures during the transit, the vessel should be
                 moved to that location. If the vessel cannot be moved, the location between 800 ft and
                 1200 ft from shore side structures is acceptable.

                 NO: Go to (C)

C. Vessel fire is 800 ft or less from structures on either side of the vessel

                 Attempt to locate vessel at least 800 ft from any shore side structures. If this is not
                 possible, use the criteria contained in Para.6 to determine the best location for the vessel.

8990.7 Criteria that Modify Decision Tree Analysis
A situation could arise when the vessel is less than 800 feet from land on either side of the vessel
and structures are threatened on both shores. The decision to place the vessel should be
influenced by the following factors listed by priority.
    a. Safety of human life
    b. Locations which, if ignited, present a significant probability of threatening human life.
    c. Homes and or housing developments
    d. Business and industrial locations
    e. Critical Waterways.
    f. Other economically valuable areas
    g. Environmentally sensitive areas

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8990.8 Post Fire Action
A. Assurance the fire is out:
A shipboard fire is a complex event with a high probability of a fire re-flash. With this
probability, steps should be taken to ensure the fire is out, and the chance of re-flash is
minimized. Accordingly, either the BFD and/or marine firefighting experts should be consulted
to recommend when the next step can be initiated.

B. Initial evaluation of condition of the vessel:
Before any action can be taken, a thorough evaluation of the vessel should be undertaken. The
evaluation should be comprehensive and include the following:

1. Hull: A common concern, during and immediately after a significant fire, is the integrity of
the hull and the impact that water (used to either fight the fire or cool the vessel) has had on the
vessel. In addition to the above, there are two additional concerns with LNG Cargo Carriers
(LNGCC):

                 (A) The extreme heat of an LNG fire: The extreme heat can result in damage to hull
                 plating, on deck electrical systems, systems contained in pipe tunnels and on deck fire
                 fighting systems

                 (B) The extreme cold of the LNG: Steel plate subject to prolonged contact with LNG is
                 subject to brittle fracture. This includes hull plate as well as structural members.

2. Fire damage to vital systems: A significant LNG fire can, damage electrical systems,
hydraulic lines, fire mains, gas detection lines, cargo lines (including vapor lines) and structural
members on deck.

3. Cargo control and monitoring systems: Although these systems are quite robust, a
shipboard fire can impact and compromise these systems.


C. Immediate disposition of vessel:
Once the issue of the fire is resolved, a safe anchorage for the vessel needs to be located while
the next steps are considered. Factors include:

1. Safety of the port community
2. Accessibility to the vessel
3. Sound anchorage for the vessel
4. Interference with commuter vessels, fishing vessels, etc.

D. Off loading the vessel: Factors to be considered:
1. When can offloading occur?
2. Where is vessel to be off loaded?
3. Special requirements for:
       (a) Transit
       (b) Off loading
       (c) Security

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