to operate, the owner/operator may request acceptance of alternative planning criteria.
“Chadux has enough equipment, but the
problem is that we don’t have enough time to
meet the planning standards because of the
size and remote locations in Western Alaska.
For a non-tank vessel, carrying non-persistent
product for fuel, they can run aground… and
within twenty-four hours we’re supposed
to have, in most cases, 30,000 feet of boom,
12,500 EDRC [effective daily recovery capac-ity]—those are your skimmers… and then
25,000 barrel temporary storage.
“The problem in Alaska is you don’t have
twenty-four hours; sometimes you need more
time because of weather and distance. There
are areas that are to be avoided, and there all
these things that are part of the alternative
plan that are risk mitigation measures, prevention measures, vessel tracking—all these
things that happen as you’re trying to administratively reduce the frequency of responses,
because it’s going to take us time to get there.”
‘Prevention Is Primary’
In addition to federal and state regulations,
there are also geographic specific appendices.
One of those is Western Alaska, in which an
operator must have specific endorsement.
In the Pollution Act of 1990, Prince William Sound has its own designation with
specific requirements and regulations that
go above and beyond other state and federal
regulations. The Great Lakes is another area
with a special planning standard.
“If we’re looking at Prince William Sound
and it’s a Polar Tanker or Crowley, which
owns a couple of the SeaRiver tankers, they’re
going to have a plan for coming in and out of
Prince William Sound that falls under the
Alyeska SERVS [ship escort/response vessel
system] plan,” Melton says.
Though many of these regulations detail
what must be in the theatre in case there is
a leak or spill, prevention continues to be the
highest priority for all involved.
“Prevention is primary: First, we established the Road to Zero—a goal of doing zero
harm to people, property, or the environment.
We give every employee the ability to stop
work if they saw anything they perceived to
be unsafe,” says Crowley Vice President Paul
Manzi, who leads Crowley Alaska Tankers, a
“The current fleet of
five tankers were designed
with two separate engine
rooms, two propellers, and
two rudders to provide
extra layers of redundancy
requirements. The space
between the inner and
outer hulls of our double
hull tankers are twice the
width required by regulation.
The vessels were designed
specifically for the transport
of Alaskan crude oil in
partnership with some of
the world’s leading naval
architecture and marine
Director of Media Relations and
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