Offshore Renewable Energy Installations, Emergency Response Cooperation Plans
This page contains information relating to emergency response planning for at-sea renewable energy installations - Wind, Wave, Tide and Current and requirements for SAR helicopter operations in and around OREIs. Operators and developers are required to use this information in formulating their emergency response plans and site Safety Management Systems. it should be noted that ERCo plans should be developed and in put in place for construction, production operations and the decommissioning phases of any OREI. It should be noted that this plan template is subject to change in light of experience and feedback. Potential users should contact the MCA before making use of the plan. Reference should also be made to Marine Guidance Notice (MGN) 371 and 372 which can be found, along with other relevant information, by clicking here. It should be noted that this MGN is subject to review following the initial round of OREI (windfarm) applications, construction and operations and a new version will be issued in the near future. ERCo Plans are to be completed initially in discussion with the Maritime and Coastguard Agency, Search and Rescue and Navigation Safety Branches (contact details below). Detailed completion of the plan will be in further cooperation with the Maritime Rescue Coordination Centre (MRCC) responsible for maritime emergency response in the area that the OREI is to be sited. Questions about the process should be directed to one of the two contacts below:
NOTE: Helicopter Search and Rescue units have specific requirements to allow them to operate safely within windfarms and close to, or over, wind turbine generators 1) Emergency evacuation of persons directly from a WTG nacelle by SAR helicopter is a last resort. It should be considered where risk to life is such that the speed of reaction to the incident and transfer of persons back to shore, or of injured persons to medical facilities, can best be achieved by use of a SAR helicopter. (this updated 17 Dec. 09)
2) If winching is to take place from/to a WTG, the WTG blades will have to be feathered and the rotor brakes applied (where feasible blades should be pinned - perhaps before major works commence). The nacelle should be rotated so that the blades are at 90 degrees off the wind with the wind blowing on to the left side of the nacelle e.g. if wind is blowing from 270 degrees, the nacelle will need to be rotated to right so that the hub is facing 360 degrees. Nacelles must be held in position so that downwash from the helicopter does not cause the nacelle to rotate.
Winching 3) If winching is to take place to/from a nacelle, wherever possible wind farm personnel should be in the nacelle to assist the winchman. 4) Nacelle roofs will need to be fitted with safety rails, helicopter winch platforms or grab-handles so that winchman can lowered, obtain a safe hand-hold and, if required, clip on a safety harness. Blade Marking 5) WTG Blades will need to be marked with reference markers e.g. dots or thin stripes which provide the helicopter pilot with a hover reference mark. These marks should be placed at approximately 10 metre intervals on the surface of the blade so that when they are feathered the marks lie upwards in view of the helicopter pilot. The dots should be painted in a contrasting colour to the turbines overall colour scheme - a medium shade of grey or red is suitable. The diameter of the dots or width of stripes should be approximately 300 Millimetres. Lighting for SAR Aviation Purposes 6) In poor visibility or at night, any lighting on WTGs may be required to be switched on or off - at the discretion of the helicopter pilot. Wind turbine personnel may also wish to consider carrying strobe-torches or portable strobe lighting that could be placed on the roof of the nacelle to indicate the turbine which the helicopter should proceed to. Additionally, for those WTG with transparent roof hatches, internal lighting might be switched on to enable the upward-spilling light to identify the turbine to SAR helicopters. 6.1 Aviation hazard lighting is currently subject to evluation and trials to determine the best and most effective form of lighting so that confusion with marine navigation lights is mitigated. Until those tirals are completed, the CAA cannot be more definitive than advising that:
i) The lighting standard for lights displayed at and above the horizontal will remain as set out in Article 134. ii) It is possible that, for lighting below the horizontal, the Article 134 requirement will be interpreted to reflect the use of strobe lighting as opposed to steady red lighting. iii) There is no intent to change the lighting intensity specifications set out in Article 134. However your attention is drawn to the provisions that already exist within the Article that require the reduction in lighting intensity at and below the horizontal and allow a further reduction in lighting intensity when the visibility in all directions from every wind turbine is more than 5km. The CAA urges all offshore wind turbine developers comply fully with the requirement and to make full use of the allowance. iv) It has initially been suggested that an appropriate strobe effect would be a double 'flash' at 3 second intervals. v) It is likely that, if strobe lighting is deemed appropriate, the strobe lighting on each turbine would need to be synchronized (ie they all 'flash' at the same time). 6.2 In the mean time, until the use of strobe lighting has been subject to further research and development, which DECC will need to sponsor, we can only advise that that the CAA will require that turbines on the periphery of the development will need to be fitted with aviation warning lighting. Currently the lighting specification will be in line with Article 134. i) Winching. With the exception of turbines equipped with Article 134 lighting, any helicopter supported winching operations will need to be supported by 25-200 candela fixed (steady) red obstruction lighting. ii) Such lighting needs to be mounted on the top of the fixed structure of each turbine (the nacelle) and displayed when winching operations are anticipated. There is no requirement for such lighting to be displayed below the horizontal (ie below nacelle height). iii) SAR. The Maritime and Coastguard Agency (MCA) advise that for SAR purposes, providing that all 'internal turbines are equipped with lighting to support winching operations (see bullet above) there is no additional lighting requirement. However, MCA request that “all lights should be under the control of the wind farm control centre or, out of hours, a person who has rapid access to control of the wind farm lighting and turbines so that they can be switched off/on as required by the emergency situation” 6.4 Finally, please note that for military aviation purposes the Ministry of Defence (MoD) may suggest an additionally lighting requirement (albeit, one that is not necessarily supported by legislation). Whilst it is possible that the lighting standard described above will meet the MoD needs, it is suggested that developers additionally seek related input the Defence Estates organisation.
Shutdown 7) MGN 275 includes requirements that wind Farms may be required to be shut down (partial or whole field close down) to protect SAR helicopters during SAR operations e.g. during searches conducted within or passing through the windfarm or when winching persons from boats or the water. Airborne Radar 8). NOTE: : For SAR helicopter operations, radar is a prime flight safety tool - especially at night, in bad weather and poor visibility. It is therefore fundamental to the safe operation of SAR helicopters within and around wind farms that the WTGs are detectable to airborne radars (at a safe range) and that the aircraft crew, using radar, can discriminate between individual turbines. Further evaluation work is required to assess effects on electro-optical (Infra red, night vision systems and low light TV cameras, etc.) and any interference issues that may be discovered. In 2012 the UK SAR helicopter fleet is due for renewal and aircraft types (and the radars fitted to them) will change. This may require new evaluations of wind farms to assess impacts on systems fitted to those SAR helicopters. WTG ID Numbers 8.1). Individual wind turbines are marked for marine navigation purposes with numbers on the turbine towers usually near sea level. Individual ID numbers are to be painted on the nacelle so that SAR helicopters and/or other low flying aircraft (Search and Rescue, Counter Pollution, Fisheries patrol or Military surveillance) can locate and/or reference a particular turbine. ID numbers should be recognisable from an aircraft flying 500 feet (150 metres) above the highest part of the structure. Recent trials by helicopter indicate that ID numbers on the roof of a nacelle may be difficult to see when a helicopter approaches a turbine from low level e.g. flying below cloud, and at an oblique angle. Developers are requested to contact the MCA to discuss ID marking of turbines for aircraft purposes. Yaw Control 8.2) Anemometers: In a recent helicopter trial, it was observed that a WTG nacelle, which was feathered and braked, began to yaw slowly under the influence of the hovering helicopters rotor downwash. Engineers reported that this was caused by the anemometer sending yaw command signals to the turbine yaw-motors. It is imperative that any automatic yaw control be disabled before any helicopter arrives over a turbine (and that the WTG is set to the approved helicopter winching position beforehand - see para. 2 above). 8.3) BWEA, MCA and the Military Search and Rescue helicopter operators are in dialogue to develop aims and objectives and to conduct relevant trials to determine solutions and/or mitigations for any flight safety issues. Emergency Response Cooperation Plan template: (Version number: 17.02.09) Plan for Emergency Response Cooperation Between (company name), Operators of (name of) Renewable Energy Facility 1. The Company
1.1 Name and address for:
1.2 Contacts list to include:
1.3 Liaison arrangements between the Company and relevant MRCCs.
1.4 Explanation of how specific information will be exchanged or reported at the time of an incident, including details of persons involved, checklists to be used, SAR facilities and specialist support available at the time, etc 1.5 Provision of liaison officer(s).
2.The Installation(s)
Details of the installation(s)
2.1 Installation Emergency Shutdown Procedures and Processes
Explanation of the procedures and processes carried out by the operator control centre to shut down the installation/units/devices and the procedureas for the MRCC to request this. Information should include the time taken to shutdown:
2.2 Maintenance and Work Operations:
Agreed procedures between the MRCC and the operator for notifying start and completion of work activities.
Note: if divers are being during construction, survey or maintenance operations, the MRCC MUST be informed of the availability, location and status of recompression chambers available for the use of that diving operation. 2.3 Emergency Communications
Description of the communications equipment - both routine and emergency – fitted to or carried by:
and
2.4 Work and Safety Boats
For each type of craft:
NOTE: The immediate rescue and emergency response capability for operator personnel or other contractors working on or in the OREI are the work and safety boats provided by the wind farm operator. National Search And Rescue resources (lifeboat and rescue helicopter) are available if
Reporting Incident Position It should be noted that the position of any incident (WTG or other location) is a vital part of the incident response process and should be reported as part of initial incident details. If the incident is on a WTG, the precise coordinates (in latitude and Longitude) should be passed to the MRCC so that any responding rescue unit may use the position for precision navigation purposes. 2.5 Helicopter Offshore Routing and Procedures Information Offshore helicopter operations benefit from information on the location and layout of offshore structures and flight-safety relevant information e.g. obstacle clearance heights, lighting, helipad information, safe approach routes, communications information, etc.The MCA has identified that certain information may be of use and may be published in the future in relevant flight safety guides. Please contact MCA HQ SAR for further information.
3.The MRCC Contact information:
(The MRCC can always be contacted by telephoning 999)
3.1 Background Information: The SAR mission co-ordination (SMC) Definition: Each SAR operation is carried out under the direction of a SAR Mission Co-ordinator (SMC) at the MRCC. This function exists only for the duration of a specific SAR incident. Role and Responsibility: The responsibility of the SMC will vary depending on the nature and severity of the incident. The SMC is essentially in overall charge of coordinating and directing the response to an incident until it is successfully concluded or a decision has been agreed to terminate operations. 3.2 The On-Scene Coordinator - (OSC) The MRCC may, according to the severity of an incident, wish to appoint a wind farm work/safety boat as OSC. The information below is for the guidance of the persons in charge of such boats.
3.3 Background Information: Considerations in Selecting the OSC The OSC should be the most capable person or vessel available, and the following considerations should be taken into account when selecting: a. the amount of SAR training and experience the person may have had; b. communications capabilities; c. the length of time that the facility on which the OSC is aboard can stay in the search area. 3.4 Duties and Responsibilities of the OSC Duties which the SMC may assign to the OSC, depending on needs and qualification include any of the following:
Information that the SMC needs from the OSC includes: i) On-scene weather, wind, and sea conditions when significant changes occur, and at least every four hours if the SMC has not stipulated a shorter time interval; ii) SRU on scene arrival and departure information, including actual and estimated time; iii) pertinent new developments or sightings; iv) major modifications made to the SMC's SAR action plans, either already taken or recommended; v) requests for additional assistance; vi) summary of search areas completed with an assessment of the search effectiveness; vii) obtain results of search as each facility departs the scene. 4. SAR Facilities and Response Capability Details of Surface Craft Rescue Resources Available:
Note: Royal National Lifeboat Institution and other volunteer lifeboat and rescue boat services provide craft to rescue persons in danger at sea. Their personnel are not trained, nor will they normally be trained, to climb Wind Turbine Generators or enter OREIs. Their role in the OREI context is limited to rescuing or assisting persons from the landing stages or decks of such installations. 4.1 Details of Airborne Rescue Resources (helicopters and fixed wing)
4.2 Search planning Explanation of any specific search planning requirements by the MRCC e.g. Background: In the event that persons or craft are in danger and drifting on or in sea, and they are unable to provide locating signals or a precise position, search and rescue units will have to be deployed to physically look for them. This requires that search area calculations are made based on the movements of the tide, local currents and wind (leeway) as they might act on the object drifting e.g. life raft, life boat, drifting vessel, person in the water, etc. Any information that the OREI has or records on tide and wind speed and direction could be helpful in the accurate calculation of search areas. Such useful information could be:
4.3 Medical advice / assistance Specific procedures to be followed by the operators and the MRCC if medical advice or assistance is required. 4.4 Medical advice by radio to telephone link call is available via the MRCC. If the OREI operator has its own medical advice capability, they should use this in the first instance unless the situation is considered urgent. Evacuation of injured or ill persons can be arranged with the MRCC if the operators own resources (work and/or safety boat) are considered inappropriate or speed is of the essence. If in doubt, the MRCC should be contacted. 4.5 Firefighting, Chemical hazards, Trapped Persons, etc Specific procedures to be followed in the event that a fire, chemical incident or trapped person event occurs on or in the OREI. 4.6 Background: Vessels at sea in UK waters can receive fire fighting, chemical incident or trapped person rescue assistance from the Fire Services Maritime Incident Response Groups (MIRG). Structures at sea e.g. gas and oil platforms and OREI are not currently within the MIRG remit. However, request for assistance may be made and a response may be given consideration depending on the circumstances of the incident. It is understood that general instructions to OREI personnel are that should a fire break out, the OREI is to be evacuated and no direct fire fighting response is to be attempted. This will be the normal response to such situations. 4.7 Survivors Shore Reception Arrangements Procedures (as agreed between the local Police Service, the MRCC, local council and the operators) to be followed for the reception of persons to shore who may require post-incident processing or medical or social support following an incident within or on the OREI - whether or not the persons involved are personnel working for the operator or third parties involved in an external incident. 4.8 Informing Next-of-Kin Procedures to be followed (as agreed between the local Police Service, the MRCC, local council and the operators) to inform next of kin in the event of an incident within or on the OREI. This may require specific procedures for operator personnel incidents and third party events. 4.9 Suspension / Termination of SAR action Procedures to be followed in deciding when to terminate attempts to rescue and/or search operations for incidents:
5. Criminal Actions Procedures and contact arrangements for reporting criminal activity on, within or around the OREI. This section should primarily include contact numbers and procedures for the relevant police force(s). The MRCC should always be informed of such activity – suspected or otherwise. 6 Media relations
Information explaining arrangements between the OREI operator and the MRCC for a joint media response in the event of an incident. 7 Exercises Procedures and periodicity of emergency management and response exercises by the operator and in conjunction with the SAR services (MRCC and SAR response units). Periodic exercises should be held twice per year to test and practice procedures, processes and arrangements for responding to emergencies on or around the OREI. Note: It is recognised as good practice for an initial table-top exercise to be held shortly after commencement of operations. This serves as a 'get to know you' and educational process for all the operators staff and the emergency services who might be expected to respond to any emergency in or around the installation. 8. Unxeploded Ordnance and Wreck Materials Located on or Near to OREIs During construction or other seabed operations it is possible that unexploded ordnance or materials from uncharted wrecks could be located, exposed, disturbed or inadvertently lifted from the seabed. If this occurs the following procedures should be followed: Unexploded Ordnance (UXO) 8.1 The object should not be oved (or removed if it is lodged in dredging buckets, pipes or conveyor systems, etc). The situation should be immediately reported to the nearest Coastguard MRCC who will alert the relevant military ordnance disposal organisation. All personnel should be evacuated as far as practicable away from the UXO. 8.2 Further information and advice to mariners on the handling of UXO can be found in UK MGN 323 (M+F) 8.3 An Explosive Ordnance Disposal (EOD) team will probably be sent and they will take the lead in advising the contractors on response to the UXO. If necessary, telephone advice can be given directly from the EOD team either via mobile phone or by radio to telephone link-call via the Coastguard MRCC. Wreck or Wreck Materials
8.4 Uncharted wrecks, (aircraft or vessels) or materials from wrecks may be located, disturbed or inadvertently lifted from the seabed during subsea operations. All such finds MUST be reported by law to the UK Receiver of Wreck. This should be done by telephoning the receiver of Wreck on: (023) 80329 474 or (023) 80329 476 Or contact the nearest Coastguard MRCC who will then inform the Reciver of Wreck Officers. Information on reporting wreck or wreck materials can be found at: www.mcga.gov.uk/row 9. Liaison It is recognised as good practice that OREI operators and the emergency services should conduct periodic visits to each others operations rooms, control centres, etc. to maintain close liaison and understanding between all parties. |
