Greg Jones
Senior Vice President
Alyeska Pipeline Service Company
Technical Support Division

Oil Spill Prevention and Response in Prince William Sound
Abstract: This paper provides an overview of Alyeska Pipeline Service
Company’s oil spill prevention and response capabilities in Alaska’s Prince
William Sound. The following topics are addressed:• Alyeska Pipeline Service Company overview• Rationale for PWS oil spill prevention and response• Organization structure and operations• Exercises and drills• SummaryAlyeska Pipeline Service Company overview
In 1968, oil was discovered at Prudhoe Bay on the North Slope, a region innorthern Alaska located between the Brooks Range and the Beaufort Sea. A
consortium of oil companies planning to produce the oil determined that apipeline offered the best means to transport crude oil from the North Slope to anavigable port in southern Alaska. The oil could then be shipped by tanker towest coast refineries in the United States. The pipeline route would cover 800
miles from Prudhoe Bay to the port of Valdez, the northernmost ice-free port in
the United States.
Alyeska Pipeline Service Company(APSC or Alyeska), named after the
Aleut word Alyeska meaning
mainland, was established in 1970 andcharged with designing, constructing,operating, and maintaining the Trans
Alaska Pipeline System, commonlyreferred to as TAPS. At the time,
construction of the pipeline was thelargest privately financed construction
project ever attempted. It eventually
cost more than
$8 billion when completed.

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Pipeline construction began in March 1975 and finished in June 1977. Crude oilbegan flowing through the pipeline on June 20, 1977. The first tanker, ARCO M/V
Juneau, was filled with North Slope crude oil and departed from Alyeska’s
Valdez Marine Terminal (VMT) on August 1, 1977.
The 48-inch diameter steel pipeline runs 800 miles and crosses three mountain
ranges and more than 800 rivers and streams. Moving hot oil across thepermafrost-rich soil of Alaska presented a unique challenge to pipeline
designers. Typical pipeline construction at the time involved burying most
pipelines, but because of the permafrost present in most of Alaska, large
segments of the trans-Alaska pipeline were elevated above ground to prevent
damage to the permafrost. About half of the 800-mile pipeline is buried in aconventional manner.
Since 1977, Alaska has supplied nearly 17 percent of the United States’ domestic
crude oil production. Revenues from oil production provide approximately 85 to
90 percent of funding for the state government of Alaska. In addition, a speciallydedicated account funded by oil revenues, the Alaska Permanent Fund, has abalance of more than $34 billion and provides each resident of Alaska with anannual dividend.
The consortium of companies that currently own TAPS are:• BP Pipelines (Alaska) Inc. 46.93%• ConocoPhillips Transportation Alaska, Inc. 28.29%• ExxonMobil Pipeline Company, 20.34%• Unocal Pipeline Company, 1.36%• Koch Alaska Pipeline Company, L.L.C., 3.08%
Headquartered in Anchorage, Alyeska also maintains operations in Fairbanks
and Valdez. Alyeska employs almost 800 people statewide, with 1000 more
employed by independent contractors.
More than 20,000 oil tankers have loaded with North
Slope crude oil in Valdez since the pipeline began
operation. The VMT cost $1.4 billion to build, covers
1,000 acres, and includes 18 oil storage tanks with a
total storage capacity of more than nine million barrels.
The Terminal has four tanker loading berths, two of
which have special vapor control systems.
Alyeska spends more than $92 million annually on oil
spill prevention and response in Prince William Sound

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(PWS), and has dedicated more than 300 highly trained personnel to this effort
through its Ship Escort/Response Vessel System (SERVS). Created in July 1989,
SERVS is considered one of the best oil spill prevention and responseorganizations in the world. Every laden tanker is escorted through PWS to theGulf of Alaska by two SERVS vessels capable of assisting a distressed tanker. Oil
spill response equipment is also pre-positioned throughout the Sound to increase
response time.
More than 16 billion barrels of oil have moved through TAPS since start up in 1977.
The volume of oil flowing through the pipeline has, however, decreased from apeak of 2.1 million barrels per day (bpd) in 1988 down to less than 700,000 bpd in2009.
This steady decline — 5.5% to 6% each year — poses significant challenges toAlyeska. At peak production, oil arrived in Valdez at a temperature of morethan 38 C. At today’s current throughput rates, oil arrives at 10 C. Thistemperature will continue to decline with lower throughput, posing the mostsignificant challenge to operating TAPS. Alyeska is currently conducting low
throughput and cold flow studies to address this issue.
When TAPS was constructed in the ‘70s, the original workers lived by the motto,“We didn’t know it couldn’t be done.” This enthusiasm is still an integral part ofAlyeska’s culture, and we are confident that we will continue to develop themost economic means to deliver North Slope crude oil to market well into the
future.

Rationale for PWS oil spill prevention and response
Oil spill prevention and response in the waters of Alaska were completelytransformed by the grounding of the Exxon Valdez that released approximately
261,000 barrels of oil into PWS. In the wake of the Exxon oil spill, two pieces oflegislation immediately passed that strengthened regulations that govern oiltransportation in PWS: the Oil Pollution Act of 1990 (OPA 90) and the state of
Alaska’s House Bill 567 (HB567).
Oil Pollution Act of 1990: On August 18, 1990, the United States Congress passed
OPA 90, which strengthened provisions concerning oil spill prevention, response
planning, and financial responsibility for offshore facilities, crude oil tank vessels,
and pipelines that could have an impact on the waterways in and around theUnited States.

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State of Alaska House Bill 567: On June 27, 1990, the Alaska legislature enacted
HB567, dramatically strengthening the State's oil pollution control laws andmandating new response planning standards and discharge prevention
requirements for offshore facilities, crude oil tank vessels, and pipelines.
The combination of this state and federal legislation requires the five marine
shipping companies who operate in PWS to develop a response planning
standard and an adequate means to recovery 300,000 barrels of oil in the first 72
hours of an incident involving a discharge of oil into PWS.
Each of the five shipping companies contract with Alyeska to utilize SERVS tomeet the 300,000 barrel/72 hour standard. Under five separate Oil Spill Response
Agreements (OSRA), Alyeska/SERVS acts as the Primary Response Action
Contractor (PRAC) to serve as the Oil Spill Response Organization (OSRO) on
behalf of the five shipping companies.
The five shipping companies that contract with Alyeska are:• BP Oil Shipping• SeaRiver Maritime, Inc.
• Chevron Shipping Company, LLC• Tesoro Alaska Company• ConocoPhillips Marine / Polar Tankers, Inc.
Alyeska and the five marine companies work primarily with the following
agencies to ensure that all state and federal guidelines are being met:
Alaska Department of Environmental Conservation (ADEC): ADEC is anorganization set up to enforce Alaska state law and “to conserve, improve, andprotect Alaska’s natural resources and environment and control water, land,
and air pollution, in order to enhance the health, safety, and welfare of thepeople of the state and their overall economic and social well being.”
United States Coast Guard (USCG): The USCG ensures that Alyeska meets all
federal requirements. In addition, the responsibilities of the USCG’s Valdez
station include homeland
defense, search and rescue, law
enforcement, and waterborne
security for assets such as the VMT.
Prince William Sound Regional
Citizen’s Advisory Council(PWSRCAC): The PWSRCAC is anindependent non-profit

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corporation funded by Alyeska and guided by its mission: “Citizens promoting
environmentally safe operation of the Alyeska Pipeline marine terminal in Valdez
and the oil tankers that use it.”
Alyeska and the five marine shipping companies have developed the following
documents and plans to formalize safe and environmentally responsible
transport oil in PWS. Each document is designed to address how Alyeska and theshipping companies will meet the requirements set forth in OPA 90 and HB567,
and each document is routinely submitted to the USCG and ADEC for review
and comment:
CP-35-2 Valdez Terminal Oil Discharge Prevention and Contingency Plan: Alaska
Administrative Code (18 AAC 75) requires that an oil terminal facility have an oil
discharge prevention and contingency plan approved by ADEC and that theplan be renewed every five years. CP-35-2 Valdez Marine Terminal Oil Discharge
Prevention and Contingency Plan (terminal plan) covers oil discharges thatoriginate on the VMT. The initial response to a discharge on the VMT is the
responsibility of terminal personnel and SERVS. SERVS is positioned to respond toterminal spills and maintains a 24-hour presence on the terminal. This plan also
meets the requirements of the Environmental Protection Agency (EPA), the
USCG, Bureau of Land Management, Joint Pipeline Office, and the Pipeline andHazardous Materials Safety Administration (PHMSA) regulations for spill
contingency plans.
Prince William Sound Tanker Oil Discharge Prevention and Contingency Plan:
The Prince William Sound Tanker Oil Discharge Prevention and Contingency Plan
(tanker plan) describes oil spill prevention and response activities, andprocedures common to PWS tank vessel operators and their Primary Response
Action Contractor (PRAC), SERVS. The PWS tank vessel operators own the planand SERVS, as their PRAC and OSRO, implements the plan. Individual company
Vessel Response Plans (VRP) provide spill response-related information that is
specific to each plan holder’s tank vessel operations. The tanker plan is meant
to be used in conjunction with these individual VRPs.
SERVS Technical Manual: The SERVSTechnical Manual provides information on
operational response details and response
tactics that may be used in the event of anoil spill. The terminal plan and the tanker
plan are meant to be used in conjunction
with the SERVS Technical Manual. Moredetails pertaining to the SERVS Technical
Manual are provided in a later section of5this paper (see Organization Structure and Operations> Response> SERVSTechnical Manual).
Vessel Escort and Response Plan (VERP): The VERP governs all of SERVS’ escort
guidelines and procedures in PWS. The VERP is a plan formulated in conjunction
with SERVS and the marine shipping companies and complies with theguidelines set forth in OPA 90. More details pertaining to the VERP are provided
in a later section of this paper (see Organization Structure and Operations>
Prevention> Vessel Escort and Response Plan).
Alyeska and the five marine shipping companies place the highest degree ofimportance on oil spill prevention and response. As environmental stewards andcompanies that view prevention and response as the foundation for PWS
operations, Alyeska and the five shipping companies constantly search
improvements to prevention and response capabilities in PWS. In addition,
Alyeska and its marine shipping companies seek to constantly improve thepartnership with all of the agencies that work toward the common purpose ofenvironmental protection and safe oil transportation. To this end, Alyeska andthe shipping companies constantly revise and update these plans, and regularly
involve the regulators in this process. In addition, the regulators are involved in
the final approval for these revisions and updates.

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Organization Structure and Operations
Alyeska’s primary mission in PWS is “To maintain a constant state of readiness to
assist tankers in the safe navigation through PWS and to provide oil spill response
services to the TAPS Marine Oil Shippers, VMT and Pipeline in accordance withoil spill response agreements and plans.” Alyeska achieves this mission through its
Ship Escort/Response Vessel System or SERVS.
SERVS has an annual budget of more than $92 million and has more than 300
highly trained personnel dedicated to oil spill prevention and response in PWS.
Created in July 1989, SERVS is considered one of the best oil spill prevention andresponse organizations in the world. The SERVS mission is three fold: prevention,
preparation, and response.
Prevention
SERVS places prevention at the forefront of all oil spill tactics and strategies in
PWS. SERVS has a fleet of 11 tugboats that provide an umbrella of protection
and safeguard the tankers that transit the waters of PWS.
Five of these tugs employ
state-of-the-art tugboat
technology and comprisethe backbone of SERVS’
oil spill prevention in PWS.
These tugboats were
specifically designed forthe demands and rigor of
PWS. Two of these hightech vessels escort every
laden tanker that sails
through PWS. A laden
tanker is identified as any
tanker carrying crude oilor un-segregated ballast
water.1 These tugboats maintain a minimum distance of a quarter-mile when
performing their escort duties, ensuring that every tanker remains within visual

Escorts are not provided to tankers that are carrying a volume of cargo or un-segregatedballast water that constitutes no more than 0.5% of a vessel’s maximum cargo capacity or 3,000
barrels, whichever figure is less.

1

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sight and easy range for response. These five escort tugs are divided into twoclasses:8

Prevention and Response Tug (PRT): SERVS has a total of three PRTs. Deployed in
2000, these 140-foot general purpose tugs are designed for ship assist, escort,
and spill response. They feature twin controllable-pitch, 360 degree thruster ZDrive propulsion units. PRT specifications are:Crew: Seven trained response personnel.
Propulsion: Z drives, 10,200
horsepower.
Firefighting: American Bureau of
Shipping (ABS) Class 1 firefighting
rating that includes pumps,
monitors, foam and vessel spraysystems.
Spill Response Equipment:
 2,000 feet Kepner Sea Curtain
oil containment boom.
 2 DESMI skimmers.
 2 workboats.
 43,000 gallons of recovered oil storage capacity.
 Dispersant spray arm systems.
Enhanced Tractor Tug (ETT): SERVS has two ETTs. Deployed in 1999, the 153-footETTs are designed for tanker escort, docking, and oil spill response operations.
The tugs feature two 5,096-hp turbocharged four-stroke diesel engines and aVoith Schneider propulsion system designed for maximum maneuverability anddirectional stability. In addition to tanker escorts, these tugs are designed for shiphandling, fire fighting, emergency response, and oil spill response. ETT
specifications are:Crew: Seven trained response personnel.
Firefighting: ABS Class 1 firefighting ratingthat includes pumps, monitors, foam andvessel spray system.
Propulsion: Voith Schneider system, 10,200
hp.
Spill response equipment: 3,300 feet of oil containmentboom.
 2 DESMI skimmers.
 70,000 gallons of recovered oil
storage capacity.
 Dispersant spray arm systems.

9Inbound Tanker Escorts:

10Out Bound Escorts:

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Vessel Escort and Response Plan (VERP): The VERP governs all of SERVS’ escort
guidelines and procedures in PWS. The VERP is a plan formulated in conjunction
with SERVS and the marine shipping companies and complies with all of theguidelines set forth in the Oil Pollution Act of 1990 (OPA 90), specifically theprovisions that direct single hull tankers over 5,000 gross tons to be attended by
two escort vessels.
The VERP is routinely submitted to the USCG for review and comment to ensure
the VERP complies with OPA 90. After a review and comment period, the USCG
Captain of the Port for PWS then endorses and approves the plan.
The VERP is designed as a port-specific guide to aid and enhance the safety oftanker navigation and the protection of the marine environment within thewaters of PWS. This plan contains information regarding intended routes,
planned speeds, navigational considerations, vessel equipment, escort positions,review of emergency tow line connection procedures, and the pre-escort
conference requirements.
The VERP also contains guidance regarding the capabilities and limitations of
the PWS escort vessels, as well as operating guidelines for the effective use of
these escorts in the event of an equipment failure aboard a tanker.
SERVS and the marine shipping companies apply these guidelines to all tankers
operating within the waters of PWS. While OPA 90 requires only single hull tankers
to be escorted, SERVS implements the VERP regardless of hull configuration as
per the tanker plan. Consequently, as previously mentioned, SERVS escorts every
laden tanker that transits the waters of PWS – both single hulled and double
hulled – with two state-of-the-art escort tugs.
Conventional Tugs: In addition
to the five escort tugs, SERVS
has six conventional tugs. Thesetugs are highly capable
platforms in their own right.
These vessels are stationed in
Valdez and PWS, and they are
primarily used to assist in tanker
docking operations andmobilizing response barges.
These tugs may also
accompany and escort laden
tankers. If a tanker needs

12assistance, these tugs can push or tow a tanker to safety.
One of these six tugs serves as a Utility Vessel. The Utility Vessel performs specificoil spill prevention and response duties, and is also capable of towing a tanker ifsuch assistance is required.
While the Utility Vessel is specifically designated to provide oil spill prevention
and response, all of the 11 tugs in the SERVS fleet can, and do, serve in thiscapacity.
Preparation
The preparation portion of the SERVS mission is covered in depth in the next
section of this paper. Please review Exercises and Drills for a detailed account of
SERVS’ preparedness tactics and strategies.
Response
SERVS’ second function – with prevention being first and foremost – is to provide
response capabilities that meet the aforementioned 300,000-barrel recovery
capacity in 72 hours.
Incident Command System (ICS):SERVS utilizes the National IncidentManagement System’s (NIMS)
Incident Command System (ICS) asa foundation to structure oil spill
responses and organizational
hierarchy. ICS was originallydeveloped in the 1970’s during
wildfire suppression efforts in
California and following a series ofcatastrophic wildfires in California's
urban areas. Property damage ran
into the millions, and many people died or were injured as a result of poororganizational response. Studies determined that response problems were often
related to communication and management deficiencies rather than a lack ofresources or failure of tactics.

13

ICS is based on a flexible, scalable response organization providing a common
framework within which people can work together effectively. ICS participants
may be drawn from multiple agencies that do not routinely work together, andICS is designed to give standard response and operation procedures to reduce
the problems and potential for miscommunication on incidents such as oil spill
responses.
While the original intent of ICS was to drawn multiple agencies together that do
not routinely work with one another, this is not the case in PWS. SERVS routinely
exercises and drills with the USCG and ADEC. Members of SERVS, the USCG, and
ADEC comprise the Unified Command, the leadership of the incident command
structure tasked with formulating oil spill response in the Sound. This familiarity
between agencies increases the effectiveness of PWS’ oil spill response andbrings a multitude of talents and agency skill sets under a single umbrella, whileeliminating the potential for communication lapses and operational deficiencies.
Response Inventory: SERVS has an extensive inventory of oil spill prevention andresponse equipment. This equipment represents – for a single port – the highest
concentration of oil spill prevention and response equipment in the world. SERVS
owns or leases the following vessels and equipment:
11 Tugboats: The SERVS fleet of 11 tugboats is discussed in detail in the previous
section (see Prevention).
9 Oil Spill Response Barges: The nine SERVS oil spill response barges represents avariety of functions. These operating platforms support nearshore and openwater operations, as well as providing support such as mobile command posts,
helicopter pad, and oil recovery storage. This fleet of oil spill response barges
has the following equipment and capability:• 850,000 barrels of
temporary storage
capacity.
• 1 heliport.
• Approximately 33,000 feetof various boom.
• 10 TransRec 350 Skimming
Systems (each with 2,200
barrel per hour skimming
capacity).
• 4 GrahamRec Skimming
Systems (each with 2,200

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•
•
•
•
•
•
•

barrel per hour skimming capacity).
Workboats.
Cranes.
Micro- and mini-barges.
Generators.
Power packs.
Large stores of Personnel Protective Equipment (PPE).
Misc. oil spill response equipment.

Valdez Star: The Valdez Star is a self-propelled dynamic inclined plane skimmer.
As the Valdez Star cruises through an oil spill area, bow doors are opened
revealing the skimmer system. Two 7-foot-wide belts push the oil under the frontof the vessel to a collection “well,” where pumps transfer the oil to onboard
storage tanks. Additional pumps allow stored oil to be transferred to othervessels while skimming continues. The Valdez Star can also tow barges, place
containment boom, and serve as a base for scientific research. Heated decks
provide sure footing in cold weather, and heated storage tanks allow recovered
oil to be pumped regardless of weather conditions. The Valdez Star is generally
on station near the VMT or the Port of Valdez, but may be used throughout PWS.
• 2,000 barrel per hour recovery capacity.
• 1,310 barrels of temporary storage capacity.
108 Skimming Units: SERVS has a total of 108 skimming units of various size andrecovery capability. The total SERVS oil recovery capacity is in excess of 59,000
barrels per hour.
49.7 Miles of Boom: SERVS has a total of 49.7 miles of boom. This boom consists ofvarious sizes and configurations, ranging from open water boom to protectedwater boom and calm-water boom.
350+ Fishing Vessel Fleet: SERVS
trains more than 1,100 fishermen in
and around PWS to participate inits Fishing Vessel program. Training
for these individuals includes
classroom instruction, hands-on
training with oil spill response
equipment, Hazardous Waste
Operations and Emergency
Response (HAZWOPER) training,and on-water exercises thatannually deploy oil spill equipment.

15

Participants learn about response tactics and practice preparedness plans toensure response readiness. This program has more than 350 fishing vessels undercontract to provide support for oil spill response in PWS.
Pre-positioned Equipment: SERVS has oil spill response equipment pre-positioned
throughout PWS. There are five salmon hatchery protection sites located at:• Cannery Creek• Chenega Bay• Lake Bay• Main Bay• Solomon Gulch
In addition, SERVS has five response centers
located at:• Chenega Bay• Cordova• Tatitlek• Valdez• Whittier
Rapid deployment is the essential key to effective response. With this prepositioned equipment and resources, SERVS has developed a spring-loaded
response strategy that is ready to deploy response assets anywhere in PWS in atimely manner.
SERVS Technical Manual: SERVS and the tanker plan holders have assembled acomprehensive set of response tactics in the SERVS Technical Manual. The SERVSTechnical Manual is accessible both to plan reviewers and operations personnel.
The tactics were designed to provide the building blocks and predefined
strategies for the response scenarios in the PWS.
The SERVS Technical Manual tactics arearranged in the following manner:• Safety• Open Water• Nearshore• Onshore• Tracking and Surveillance• Non-Mechanical Response• Hatchery and Special Area Protection• Wildlife• Waste Management• Logistics and Planning16

Safety: Safety is the most important aspect of an oil spill response, and thetactics associated with the safety program ensures a response is conducted in
the safest manner possible. Safety requires that managers in the Emergency
Operations Center work closely with field responders. Conducting a safe
response is the primary focus of SERVS, and all responders are trained in
conducting safe operations and being responsible for their own safety and thesafety of fellow responders.
Open Water: The spill tactics developed for open water response in PWS are
designed to collect and store large volumes of oil and assist stricken tankers bylightering (removing) their remaining cargo. Open water response involves
deployment of large amounts of equipment
and a large pool of highly skilled oil spill
response personnel.
Nearshore: Nearshore response is designed
to collect and recover oil from nearshore
environments and to protect sensitive areas.
The nearshore tactics are flexible andstructured to be easily expandable basedon the size of the response. Utilizing thesetactics, vessels and response equipment
can be deployed and managed in a number of configurations at a variety ofdifferent locations.
Onshore: Onshore response tactics are employed if an oil spill impacts shoreline.
PWS has variety of shoreline types ranging from sheltered beaches to exposed
bedrock. These tactics outline the methods for collecting oil and cleaning
shorelines with different topographies.
Tracking and Surveillance Tactics: The tracking and surveillance tactics – which
use a combination of visual observations, computer modeling, and electronic
tracking of the oil – produce data to determine the actual location of the oil,the projected direction that the oil will travel, and the amount and type of oil ina certain location. This information assists in planning a response and thetactical deployment of assets.
Non-Mechanical Response: The nonmechanical tactics available in PWS
involve the application of dispersantsand the use of in-situ burning. Bothoptions are considered secondary tomechanical response and require an
extensive permitting process.
Hatchery and Special Area Protection:
Equipment storage containers are17

deployed throughout PWS at hatcheries, towns, and villages. Response plans
are in place to protect the hatcheries and special areas of PWS, and theequipment stored in these locations is designated specifically for this purpose.
Equipment stored at Response Centers is dedicated to sensitive area protection
and nearshore response operations. These tactics describe this program andprovide deployment configurations for protecting these areas.
Wildlife: Wildlife tactics cover response actions to protect wildlife and to provide
initial treatment of oiled wildlife during an oil spill response. The objectives of thewildlife program are:• Hazing wildlife away from spilled oil or response operations.
• Capturing oiled wildlife and transporting them to treatment facilities.
• Recovering dead wildlife.
Waste Management: This section covers waste management issues associatedwith oil spill response. In any spill, regardless of size, waste is generated almost
immediately and can become an issue that needs to be addressed to keep the
response going.
Logistics and Planning: This section of the manual identifies strategies associatedwith the background activities that take place during a response or planning fora response.

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Exercises and Drills
Exercises and drills comprise a major portion of SERVS operations. This constanttesting of equipment and personnel allows SERVS to evaluate and re-evaluate
the organization’s effectiveness. This testing also allows SERVS to strengthen oil
spill prevention and response planning and identifying potential deficiencies intactics and strategies. These exercises and drills demonstrate to regulators,
stakeholders, and plan holders that SERVS can, indeed, meet the 300,000
barrels/72 hours planning standard.
A look at the Oil Spill Removal Organization (OSRO) verification process that
SERVS routinely undergoes will highlight the exercises and drills that are a regularpart of SERVS operations and that keep the organization response ready.
National Preparedness For Response Exercise Program (NPREP) guidelines: Oneof the primary ways that SERVS measures its response readiness are the NPREP
guidelines. SERVS is, in fact, an officially recognized OSRO as defined by thesefederal guidelines.
NPREP was developed to establish a workable exercise program and provides amechanism to determine compliance. NPREP is a unified federal effort thatsatisfies the combined exercise requirements of the USCG, the EPA, theResearch and Special Programs Administration (RSPA) Office of Pipeline Safety,
and the Minerals Management Service (MMS). Adherence of the NPREP
guidelines satisfies all OPA 90 federal oil pollution response requirments.
OSRO Verification: Recognizing the need to increase the efficiency of OSRO
verification, the USCG developed an OSRO selection process in 1992. The goalof this process was to provide a means for the Coast Guard to take a detailed
look at certain elements of an OSRO applicant and, based on this analysis,
determine the applicant’s ability to provide oil spill response.
The OSRO classification process consists of two major phases and considers
three elements prior to endorsing an OSRO classification.
In the first phase, the OSRO applicant submits documentation for review
attesting to their ability and capacity to provide spill response. This
documentation primarily identifies owned or controlled resources, exercise anddrill frequencies, personnel trained, etc.

19

The three elements scrutinized during the application phase are: the amountand size of oil spill boom, the total amount of effective daily recovery capacity(EDRC), and the amount of temporary storage capacity (TSC).
The second and final phase of the application process centers on inspection
and verification of the applicant’s resources, facilities, and records. Members of
the USCG’s National Strike Force Coordination Center (NSFCC) conduct onsite
inspections and search for potential deficiencies and discrepancies that could
disqualify the OSRO applicant from certification.
The original OSRO classification program called for re-inspections to occur every
three years.
SERVS attains official NPREP OSRO status by meeting the following criteria:Contingency Plan Testing: Based on NPREP expectation, Alyeska tests all of the
scenarios, tactics, and equipment associated with the two PWS contingency
plans (C-Plan) – the terminal plan and the tanker plan– on a three-year cycle.2
SERVS personnel conduct a thorough and detailed documentation process foreach drill and exercise, and this documentation is then submitted during the
NSFCC three-year renewal for OSRO classification.
Typical objectives for a terminal drill can
include:• Ensure safety of all participants.
• Conduct exercise in conjunction
with USCG, ADEC, PWSRCAC,SERVS, and other key stakeholders.
• Demonstrate ability to fully staff the
Terminal Emergency Operations
Center (TEOC) or Valdez
Emergency Operations Center(VEOC).
• Demonstrate ability to utilize Incident Action Plan (IAP) software.
• Demonstrate ability to develop and conduct Incident Command System(ICS) briefings.
• Evaluate decisions to appropriately respond to an oil spill and adjust
response to weather and sea conditions if applicable.
• Demonstrate ability to implement oil spill recovery tactics.
The scenarios, tactics, and equipment associated with Alyeska’s Pipeline Plan are also tested
on a three-year cycle, but fall outside of SERVS responsibility and the contracts signed with thefive shipping companies.
2

20

•
•
•

•

Validate identification and logistics for appropriate establishment ofstaging areas.
Develop waste management plans to include estimation, collection anddisposal of consumables, including insitu burn consumables.
Validate effective external positioning:– Unified Command (UC) decision-making.
– Joint Information Center (JIC) performance.
– Utilization of Regional Stakeholders Committee (RSC).
Demonstrate effective communication from the TEOC to field response
personnel if applicable.

21Annual Shipper Drill: In addition to terminal exercises and drills, SERVS and one of
the marine shippers conduct an annual shipper drill. During this drill, the SERVS
Incident Management Team (IMT) and the marine shippers’ IMT conduct alarge-scale tabletop exercise, utilizing the Valdez Emergency Response Center(VEOC) located in the SERVS building. Field deployments can also be acomponent of these drills involving response assets such as oil spill recovery
barges, Fishing Vessel responders, and SERVS field personnel. These drills are also
thoroughly documented and submitted to the NSFCC.
The objectives for the annual shipper drill (meeting requirements for testing thetanker plan) can include:• Ensure safety of all participants.
• Conduct exercise inconjunction with USCG,
ADEC, PWSRCAC, SERVS
and other key
stakeholders.
• Demonstrate ability to
fully staff the TEOC or
VEOC.
• Demonstrate ability toutilize Incident Action
Plan (IAP) software.
• Demonstrate ability todevelop and conduct
Incident Command System (ICS) briefings.
• Validate identification and logistics for appropriate establishment ofstaging areas, including areas for out of region resources if applicable.
• Develop waste management plans to include estimation, collection anddisposal of consumables, including insitu burn consumables.
• Validate effective external positioning:– Unified Command (UC) decision-making.
– Joint Information Center (JIC) performance.
– Utilization of Regional Stakeholders Committee (RSC).
Annual Fishing Vessel Training: SERVS annually trains approximately 1,100
fishermen in and around PWS. Fishermen from the ports of Valdez, Cordova,
Chenega, Whittier, Seward, Homer and Kodiak participate in this training. The
focus of the training is to ensure these individuals are response ready. Fishing
Vessel training includes classroom instruction, hands-on training with response
equipment, marine Hazardous Waste Operations and Emergency Response

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(HAZWOPER) training, and on-water exercises involving the deployment of oil
spill response equipment. In addition, participants learn about response tactics
and practice preparedness plans to further ensure readiness. More than 350
fishing vessel are under contract with SERVS to participate with oil spill response
in PWS, and these vessels and their crews annually take part in this training
program.
The objectives for the annual Fishing
Vessel training include:• Demonstrate understanding ofterminology and behavior ofchemicals and their toxic effects.
• Implement relevant scenarios of
the contingency plan.
• Demonstrate situational awarenessand familiarity involving oil spill
response.
• Demonstrate ability to apply hazard and risk assessment techniques.
• Demonstrate ability to select and use proper PPE.
• Demonstrate ability to use field survey instruments and equipment to
identify and measure hazards (site characterization).
• Demonstrate ability to function within assigned roles in ICS.
• Demonstrate understanding of, and be able to, implement
decontamination procedures.
• Prove response readiness of fishing vessels.
In addition to exercise and drill verification, the USCG alsouses the following criteria to measure SERVS’ qualifications
as an OSRO:
Boom Inventory: The size and specification of SERVS boom
varies. The length of boom in the SERVS response inventory
totals nearly 50 miles (approximately 49.7 miles). All of the
SERVS boom, in line with the NPREP expectation, is
deployed and inspected on a three-year maintenancecycle. NSFCC has deemed the size and quantity of the
SERVS boom to meet the geographical needs of PWS and,
consequently, SERVS meets this element of the OSRO

review process.
Effective Daily Recovery Capacity (EDRC): SERVS’ total amount of EDRC is alsomeasured during the OSRO review. SERVS currently has 108 skimming units in

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PWS. These skimming units have a combined recovery capacity of more than
59,000 barrels per hour. This capacity will position SERVS to meet the 300,000
barrel/72 hour response planning standard required by the state and also
positions SERVS to meet this element of the OSRO review process.
Temporary Storage Capacity (TSC): SERVS has more than 900,000 barrels of
temporary storage capacity (TSC).
Eight of SERVS’ nine oil spillrecovery barges have a storage
capacity of 850,000 barrels. This
figure is augmented by the storage
capacity of SERVS’ PRTs and ETTs,
as well as a large inventory of
micro- and mini-barges, andportable Sea Slug and Unitor Oil
Bags, which brings SERVS total TSC
to 900,000 barrels. NSFCC has
deemed the SERVS TSC to meetthe oil response capability needed
to support the tanker traffic in PWS and, therefore, SERVS meets the TSC elementof the OSRO review process.
OSRO Verification Visits: During the final phase of SERVS’ OSRO verification
process, the USCG conducts an OSRO verification visit. The last visit was
conducted in 2007. This visit involved a detailed three-day inspection which
included:• Verifying the resources identified in the application.
• Completing a visual equipment survey of the material condition of the
response resources.
• Ensuring the response resources are properly maintained andmaintenance is documented.
• Ensuring the OSRO has sufficient personnel available and trained tomobilize, deploy, and operate the equipment identified in the OSRO
application and that personnel meet HAZWOPER requirements.
• Verifying a cross-section of response inventory for system operability andlogistics support capability.
• Reviewing records of participation in exercises.
• Reviewing applicant’s support services and ability to mobilize and sustain
the resources.
SERVS OSRO Approval Letter: Shortly after the USCG inspection, Alyeska received
a letter from the USCG approving SERVS’ status as an OSRO meeting the24requirements set forth in the NPREP guidelines. Currently on file at the SERVS
building, the letter states:“This letter serves as the official statement by the National Strike ForceCoordination Center of your classification as an Oil Spill Removal Organization(OSRO) as outlined in the Coast Guard OSRO Classification Guidelines.”
The next OSRO verification visit is scheduled for early to mid 2010.

Summary
Alyeska Pipeline Service Company’s Ship Escort/Response Vessel System offers
premier oil spill prevention and response services to the marine shipping tankers
that transit the waters of Prince William Sound, with the SERVS personnel andequipment representing the world’s highest concentration of prevention andresponse capability.
Shortly after the Exxon Valdez ran aground,the state of Alaska and federal government
passed two laws that strengthened tanker
regulations in Alaska and, subsequently,
govern all Alyeska operations in PWS: theState of Alaska’s House Bill 567 and the Oil
Pollution Act of 1990
These pieces of legislation set a new standard
for companies that ship crude oil in Alaska tohave a response plan that, at a minimum, allows for the recovery of 300,000
barrels of oil in the first 72 hours of an incident involving the discharge of oil into
Alaskan waters. The leadership of Alyeska, in conjunction with the marine
shippers who transport oil from Alaska, immediately developed response plans
and assembled the assets that would allow them to meet these newrequirements. These response plans
and assets came together and, infact, were the birth of SERVS.
SERVS provides two escort vessels toevery laden tanker that sails throughPWS. SERVS five primary escort tugs
are state-of-the-art and are on the25

cutting edge of tugboat technology. These five tugs were specifically designed
for the demands of PWS.
SERVS also provides response capabilities that allow Alyeska to meet the
aforementioned 300,000-barrel recovery capacity in 72 hours. With prepositioned equipment placed throughout PWS, a pool of local fishermen that
Alyeska annually trains, and the SERVS assets and personnel, Alyeska and themarine shipping companies are positioned to respond to large-scale oil spills
and, thus, fulfill both state and federal requirements allowing crude oiltransportation in Alaskan waters.
The following list provides a recap of SERVS capabilities, personnel, and assets:• 300 trained oil spill prevention and response personnel.
• Planning standard to recover 300,000 Barrels in 72 Hours.
• 108 Skimming Units.
• 49.7 Miles of Boom.
• 59,000+ barrels per hour recovery capacity.
• 900,000+ barrels of temporary storage capacity.
• Pre-positioned Equipment throughout PWS.
• Fishing Vessel Program (350+ Vessels & 1100 Participants).
• Two Escorts for all laden tankers.
Recent events have proven the viability of the system.
T/V Kodiak: On Jan. 17, 2010, thetanker vessel Kodiak reported anelectrical problem that caused thetanker to briefly lose power.
The Kodiak was at the end of its
SERVS escort and was steaming
through Hinchinbrook Entrance,
where PWS opens into the Gulf of
Alaska. Weather conditions at thetime were recorded an average of
10.5 foot seas with winds at 14–17
knot winds.
The Tan’erlaq, one of SERVS’ ETTs, was performing the duty of primary escort. The
Tan’erlaq crew immediately attached a tether to the stern of the Kodiak andbrought the vessel under control and to a full stop in 11 minutes.

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Shortly after the Tan’erlaq brought theKodiak to a halt, the tanker’s secondary
escort, the Aware, a SERV’ PRT, attacheda tow line to the bow of the vessel whichfurther secured the tanker.
The Tan’erlaq and Aware then towed the
Kodiak and its cargo of 613,000 barrels ofoil to the shelter of Knowles Head, ananchorage in PWS just northeast ofHinchinbrook Entrance.
The entire maneuver was performed in less than 30 minutes, despite the weather
conditions. This rescue, given the sea state, attests to the skill and seamanship of
the SERVS personnel who escort the tankers in and out of PWS.
Pathfinder Incident: The tug Pathfinder ran aground at about 6:14 p.m. on Dec.
23, 2009. The 136-foot tug had just completed an ice report when it grounded
on Bligh Reef.
The tug reported a breach in its 2-center and 3-center fuel tanks. The number 1
port tank was also compromised but was not holding fuel at the time.
The Pathfinder crew removed the tug from the reef and anchored in Busby Bay
just southwest of Busby Island. The SERVS PRT, Alert, was immediately dispatchedfrom Valdez with containment boom, anchors, and extra crew to secure thePathfinder.
Shortly afterward, additional responsecrews were dispatched to Busby Bay. By
Dec. 25, the following SERVS vessels andequipment were on scene, participating incontainment and recovery efforts: the selfpropelled skimmer Valdez Star, five
tugboats (Endurance, Alert, Attentive,
Aware, and Invader), two response barges(Allison Creek and Sawmill Creek), two
Kvichaks (fast response boats), one helicopter, and 11 fishing vessels.

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By Saturday, Dec. 26, according to the Alaska Department of Environmental
Conservation (ADEC), little evidence of diesel sheen remained. “The spilleddiesel has either evaporated or been cleaned up,” said Gary Folley, ADEC onsite coordinator. In addition, Folley said that there appeared to be no significant
environmental damage from the spill. “There is no evidence that wildlife were
impacted, and we don't believe there was any shoreline impact,” Folley said.
By late Saturday, the vessel was towed 17 miles to the Port of Valdez andapproximately 36,000 gallons of diesel was removed from the Pathfinder’s fueltanks.
The rapid response minimized the release of diesel and brought the incident to asafe conclusion, firmly demonstrating SERVS’ response capability and readiness.
Chevron Mississippi: On the morning of July 10, 2001, the tanker vessel Chevron
Mississippi departed from the VMT with two SERVS escorts. The Aware was theprimary escort and, as standard Alyeska procedure, would remain tethered tothe tanker until it cleared the Valdez Narrows, the entrance to the Port of Valdez.
As the Mississippi approached the Narrows, the pilot in charge of the tanker
noticed that a fishing vessel had run its fishing nets across the tanker lanes. After
repeated attempts to hail the fishing vessel failed, the pilot radioed the Aware
and asked the tug to bring the Mississippi to a halt.
The 140-foot Aware, with twin engines capable of generating 10,200 horsepower,
initiated an arrest and brought the Mississippi to a full stop in approximately twotanker lengths. The tanker came to a stop within 200 feet of the fishing nets.
The Aware then held the tanker in position
until the crew of the fishing vessel cleared
the nets from the tanker lanes.
The Chevron Mississippi incident was the firsttime a SERVS tug was required to perform an
emergency stop of a laden tanker.
The tanker crews and the crews manning the
SERVS escorts practice this maneuver on aregular basis, practicing again and again tostop, assist and tow a tanker if a loss of power,a loss of steering, or other emergency occurs.

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Tanker captains annually participate in tether exercises, where the tug is alreadytethered and the escort tug stops the ship after a simulated steering or
propulsion failure. This training prevented the Mississippi from colliding with thefishing nets, a collision that would have certainly resulted in damage to thefishing vessel and could have easily caused an injury or fatality.3
Emergency towing exercises, where the tug is not tethered and must comealong and attach a line to the tanker, are also conducted on a routine basis.
This training, obviously, played a hand in the quick recovery of the Kodiak.
These incidents, again, speak to the professionalism and seamanship that define
the relationship between Alyeska’s Ship Escort/Response Vessel System and themarine shipping companies that operate in PWS. SERVS and the shipping
companies are at the forefront of prevention and response for marine crude oiltransportation, providing the first line of defense to the waters of Prince WilliamSound, while setting new standards for this crucial component of the oil industry.
This paper offers a general description of numerous topics pertaining to Alyeska
and our operations. Any opinions expressed during its presentation are the viewsof the author and may not represent the positions of Alyeska Pipeline Service
Company and its owner companies.

Greg Jones
Senior Vice President
Alyeska Pipeline Service Company
Technical Support Division(907) 787-8101
greg.jones@alyeska-pipeline.com

Note: The fishing vessel owner was at fault in this incident and had strewn its nets across thetanker lanes, a act that violated maritime regulations in PWS and that forced the tanker and
SERVS escort to perform the emergency procedure.

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