National Plan for Maritime Safety and Rescue 2010/2018

Transcription

1 National Plan for Maritime Safety and Rescue 2010/2018

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3 National Plan for Special Services to Protect Human Life at Sea and Prevention of Marine Pollution CONTENTS I. INTRODUCTION Pag. 2 II. OBJECTIVES Pag. 5 III. PROGRAMMES Pag. 6 Programme 1. Prevention Systems Pag. 6 Programme 2. Response Systems Pag. 14 Programme 3. Agreements and Cooperation Pag. 18 Programme 4. Research and Innovation Pag. 23 Annex I. Material and Financial Resources Pag. 27 Annex II. Regulatory Framework Pag. 36 Annex III. Previous National Rescue Plans Pag. 38 Annex IV. Activities related to Maritime Rescue and Pollution Prevention Pag. 40 National Plan for Maritime Safety and Rescue

4 I. Introduction greatly enhanced through the acquisition of advanced technology aircraft. In compliance with Law 27/1992 of 24th November on State Ports and the Merchant Marine, and in the wake of the completed Plan, a new NATIONAL PLAN FOR SPECIAL SERVICES TO PROTECT HUMAN LIFE AT SEA AND PREVENTION OF MARINE POLLUTION (NATIONAL RESCUE AND POLLUTION RESPONSE PLAN OR NRPR) is to be developed in line with the strategic objectives and recommendations of EU maritime policy up to The major investment effort made under the previous National Rescue Plan, has enabled Spain to take a leading position in Europe with well-endowed human resources and a well-distributed and advanced technology in its material resources. Given this, the greatest challenge now facing Spain is to enable a more efficient deployment of those resources and ensure the best use of available capabilities. It is also paramount to promote a culture of safety which is respectful of the environment and through which we can continue to work each day towards Cleaner and Safer Seas. This National Rescue and Pollution Response Plan pays particular attention to the development of PREVENTIVE STRATEGIES designed to reduce risk to human life and the marine environment, particularly for vulnerable areas and sectors. The transposition into Spanish law of Directive 2009/123/EC of the European Parliament and of the Council of 21st October 2009 on Ship-source pollution, strengthens the criminal-law framework for penalising infringements. This legislation will enable criminal action to be taken against polluters, who will be considered as having committed a crime against the environment. The preventative capacity of the Spanish maritime rescue and pollution prevention service has been Airborne surveillance has been demonstrated as the most useful and efficient tool to prevent and detect shipsource pollution given its potential to verify compliance with navigational law. Also, aircraft can generally get closer to the source of the presumed infringement and can more easily obtain the type of information, data and proof needed to bring charges against potential polluters. The efficiency of air surveillance is directly related to the adequacy of sanctions brought against potential polluters, whether through administrative remedies or criminal charges, and this should be fostered by ensuring there is coordination and cooperation within the institutions and administrations responsible for pursuing criminal conduct, that is, the Public Prosecutors Office and law enforcement forces and agencies. Furthermore, with the adoption of the Third Package of legislative measures on maritime safety, European Union member states have one of the widest and best developed regulatory frameworks for maritime transport in the world. In adopting the guidelines without delay, Spain will be making significant progress in the provisions regarding places of refuge and SafeSeaNet (Directive 2009/17/EC); greater effort will be required in ship monitoring and inspections under Directive 2009/16/EC on Port State Control (MOU Inspections) and in establishing the fundamental principles governing the investigation of accidents in the maritime transport sector under Directive 2009/18/EC. In general, the capacities of the EU maritime transport sector should also be strengthened through the development of integrated information management systems which will facilitate the efficient exchange of data for traffic monitoring between the competent authorities of Europe s member States. Knowledge of the position and cargo-type carried by ships navigating in EU waters enables early detection, enhanced incident prevention and faster response times in the event of an emergency. 2

5 Introduction The great challenge of the current Plan is to consolidate and develop a powerful RESPONSE SYSTEM for incidents and accidents occurring at sea, particularly in sensitive geographical areas or those affecting the most vulnerable activity sectors or which present a risk to the safety of human life at sea and to the well-being of the marine environment. With this in mind, a renovation programme should be developed taking into account the useful life of each unit in the airborne and maritime fleet and which will extend the range of SAR helicopters in areas of greater activity and in more difficult weather conditions. With a view to strengthening the response system in dealing with polluting incidents, oil recovery capacity at sea will be increased and action strategies set up to deal with accidental chemical spills. As well as the efficient use of resources, true responsiveness requires moving forward in a number of areas such as improving the training of professionals involved in SAR and Pollution Response Operations; supporting the Jovellanos Maritime Safety Training Centre in its role as the executive instrument of the Maritime Administration s training policy and the development of Integrated Information Systems to facilitate decision-making and optimize responses. There can be no doubt that the sheer scope of the National Rescue and Pollution Response (NRPR) Plan will require a huge collaborative effort by all stakeholders. On a national level, intensive work is required to create a NEW FRAMEWORK FOR INSTITUTIONAL RELATIONS based on agreement and cooperation to amalgamate capacities and available resources from the public and private sectors, including the Autonomous Communities, Law Enforcement Bodies and Agencies and other organizations and institutions. Additionally, it must be taken into account that maritime search and rescue and marine pollution response transcend national boundaries and should therefore be tackled through international cooperation, particularly in the case of Spain, a member State of the European Union, where the maritime sector is of huge economic importance and a country where maritime safety and pollution response has made significant headway in recent years. What is more, the Agreement of the Council of Ministers of 29th April 2005 established a number of joint actions to be performed by the Ministry for Development, the Ministry of Work and Social Issues and the Ministry of Environment, Rural and Marine Affairs (formerly the Ministry of Agriculture, Fisheries and Food) with a view to improving the safety of fishing vessels and which established a framework for joint action across the Ministries to enhance maritime and seafarer safety. Three areas of inter-ministerial cooperation were established under the Agreement relating firstly, to the safety and rescue of fishing boats and sea workers, secondly, to the prevention and control of marine pollution and protection of fisheries and thirdly, to the regulation of maritime and fishing activities. National Plan for Maritime Safety and Rescue

6 Introduction It is, of course, the case that one of the main principles of the EU integrated maritime policy is to create the optimal conditions for a sustainable use of the sea thereby facilitating growth in the maritime sector and coastal regions. Today, our technology and technical know-how allow us to obtain ever greater benefits from the sea. The cumulative effect of this increased activity, however, has lead to potentially conflicting uses of the sea and a degradation of the marine environment on which all activities ultimately depend. There can be no doubt that the challenges posed by this reality must be overcome as a first step towards guaranteeing the competitiveness of those sectors operating in and at sea. with State Ports and with the participation of other research centres, universities and public and private companies. In order to achieve these aims, activity will concentrate on enhancing active and passive safety in the transport of passengers and goods by sea, on minimizing the risk of polluting the marine environment, reducing contaminating gas emissions and optimizing current and future responses to emergencies and incidents of marine pollution. And all with special attention to the implementation of coordinated R&D&I projects and the development of technology platforms. This National Rescue and Pollution Response Plan contemplates the development of all necessary strategies to reduce risk and related incidents, to minimize the environmental impact of maritime accidents and to undertake research into clean technology to mitigate the adverse consequences of human activity. Of course, the National Rescue and Pollution Response Plan will take particular steps to reduce greenhouse gas emissions and will play its part in furthering compliance with community pledges by evaluating sustainability and the equitable management of natural resources. And so, one of the strategic aims of the NRPR is to stimulate applied INNOVATION AND RESEARCH by supporting and promoting the development of multidisciplinary research areas or spaces, in collaboration 4

7 II. Objectives of the National Rescue and Pollution Response Plan 1. Strategic Framework Once the allocation of adequately distributed and technologically advanced resources has been achieved, the strategic framework for the National Rescue and Pollution Response Plan envisages: The consolidation of the Spanish national SAR and Pollution Response system developed to date, by using existing units more efficiently in order to bolster the prevention system and provide an adequate response, coordinating with other administrations and organizations as necessary, to maritime incidents of any nature and in line with the strategic objectives of EU maritime policy up to The Spanish Maritime Safety and Rescue Agency has continued to grow thanks to successive National Rescue Plans of four years duration. The current Plan, designed in line with the strategic objectives of EU maritime policy up to 2018, will be reviewed in 2013, with effect from 2014, based on the budget scenario at that time. 2. General Objectives In general terms, the aim is to strengthen accident prevention systems in the interests of cleaner and safer seas, based on the two key aspects of regulation and enforcement through surveillance, inspection, sanctions and the diffusion of the culture of accident prevention amongst users of the sea. Consolidate the development of a solid response system to deal with incidents and accidents at sea, moving forward in the efficacious use of available resources and paying particular attention to vulnerable locations and activity sectors or where there is a risk to the safety of human life at sea and to the well-being of the marine environment. Create a new framework for institutional relations based on agreement and cooperation on a international, national and autonomic regional level which will generate synergies and amalgamate the capabilities and resources available to all public and private agents. Move forward in applied innovation and research by supporting and stimulating multi-disciplinary research spaces, in collaboration with State Ports and with the participation of other research centres, universities and public and private companies. 3. Specific Objectives Enhance the efficiency of aerial surveillance to detect contaminating spills. Strengthen sanctioning policy against those responsible for causing pollution not only via administrative proceedings but in particular by making pollution punishable as a criminal offence. Encourage a culture of safety and pollution prevention among professional and other users of the sea. Raise standards of surveillance and active monitoring of maritime traffic by participating actively in the development and implementation of supranational monitoring systems. Intensify Inspections and Surveys to ensure compliance with navigational and maritime regulations. Reinforce geographical areas and activity sectors at special risk through the allocation of additional and specialised resources. Ensure optimal use of available human and material resources by developing protocols and an increased commitment to education and training. Favour Agreement as the instrument of choice for building a new collaborative framework with Institutions, Organizations and Administrations, in particular with the Autonomous Communities and Law Enforcement Bodies and Agencies. Promote Spanish leadership in maritime affairs on the international scene and be a determining influence in the decision-making process. Foster the adoption of technological innovation in the instruments and resources used for traffic monitoring, maritime safety and in the fight against marine pollution. National Plan for Maritime Safety and Rescue

8 III. Programmes Programme 1. Prevention Systems For Cleaner and Safer Seas Reinforcement of Prevention Policies The multiple risk factors that converge in Spain s maritime area require intensive commitment to the enhancement of safety and protection of the marine environment based on a solid prevention system, in turn reliant on the two key aspects of regulation and enforcement through surveillance, inspections and sanctions without forgetting the role of promoting a culture of safety and pollution prevention amongst users of the sea. Courses of Action 1. Air surveillance: efficiency in the prevention, detection and sanctioning of polluters. 2. Propagate a culture of maritime safety and pollution prevention among users of the sea. 3. Foster measures to enhance vessel traffic monitoring. 4. Strengthen inspection and survey policies (Strategic Inspection Plan). 5. Implement the recommendations that come out of the investigation of maritime accidents. 6. Bolster preventative measures in vulnerable sectors: the Fishing Sector. * In addition to the sheer size of sea area assigned to Spain as a Search and Rescue (SAR) region -1.5 million Km² and 7,880 Km of coastlineit should be noted that Spain is located in a strategically important and major maritime crossroads (in 2009 over 300,000 vessels were monitored in transit by the Maritime Rescue Coordination Centres both through Traffic Separation Schemes and in ports) and that this is liable to generate a high number of maritime accidents. Neither should we overlook the pressure in terms of protection of human life at sea caused by our proximity to the African continent with its flow of irregular migrants, or by a fishing fleet of over 11,000 vessels working our waters or, indeed, by the ever expanding water sports and recreational sailing sector which together significantly increase the demand on available resources if standards of maritime safety and pollution control are to be maintained. 1. Air surveillance: efficiency in the prevention, detection and sanctioning of polluters (including the bringing of criminal charges) The preventative capacity of the Spanish maritime rescue and pollution prevention service has been greatly enhanced through the incorporation into the airborne fleet of advanced technology aircraft. Airborne surveillance has been demonstrated as the most useful and efficient tool to enhance maritime safety and help prevent and detect ship-source pollution given its potential to verify compliance with navigational regulations. Also, aircraft can generally get closer to the source of the presumed infringement and can more easily obtain the type of information, data and proof needed to bring charges against potential polluters. Aerial patrol missions operating over previously established routes have two main functions. Firstly, they act as a deterrent to polluting activity and secondly they have a wider controlling role to play by detecting spills at sea, monitoring and identifying infringing vessels and collecting evidence against them for use in administrative and criminal proceedings. The aerial patrol scheme is directly linked to EMSA s satellite monitoring service (CleanSeaNet) following Community Directive 2005/35/CE. This tool provides member States with detailed information on oil spills detected. Broadly speaking, the measures designed to increase the efficiency of aerial surveillance and maximize the benefits of patrol missions with a view to preventing pollution, identifying potential polluters and guaranteeing compliance with navigational regulations can be grouped into five main areas: 6

9 Programme 1. Prevention Systems 1.1. Tightening of sanctions against polluters of the sea not just in administrative proceedings but in the criminal courts Furthermore, measures are to be adopted to enable the efficient compensation for victims of polluting incidents. The aim is to tighten sanctions and crack down on shipsource pollution in line with national and international legislation to ensure those responsible for producing pollution are subject to the appropriate civil and criminal sanctions. In addition to the persons directly responsible for pollution such as the master or owner of a ship, the directive targets other legal entities such as cargo owners and classification societies, in whose interests or benefit ship-source pollution frequently occurs. Spain is to bolster its criminal-law framework for penalising infringements through the transposition into Spanish law of Directive 2009/123/EC of the European Parliament and of the Council of 21st October 2009 on Ship-source pollution. This legislation will enable criminal action to be taken against polluters, who will be considered as having committed a crime against the environment. Courses of Action: The drawing up of a new framework of relations based on coordination and cooperation through signed agreements; the drafting of protocols with the Public Prosecutor s Office and the law enforcement bodies and agencies responsible for pursuing criminal conduct, with two fundamental ends in mind: The need to maintain high standards in maritime safety and protect the marine environment from ship pollution and with a view to guaranteeing the efficacy of the polluter pays principle for damage to the environment, means that all persons or legal entities who produce pollution, including minor offences, shall be held liable and subject to effective sanctions or proportionate injunctions and preventive measures such as privation of liberty or bans on leaving the country (in the case of persons) and ship and/or cargo immobilization including through the establishment of bail conditions. 1. To make effective the sanctions and preventive measures adopted in the sanctioning process both in administrative proceedings and, particularly, through the criminal courts (including the coercive transfer to Spanish ports of offending vessels caught polluting). 2. To secure the scope of the evidence potentially obtained by aerial patrols and evaluate it in the context of sanctioning proceedings, by studying the following aspects: - The nature of the detection equipment onboard patrol planes. National Plan for Maritime Safety and Rescue

10 Programme 1. Prevention Systems - The scope of the evidence obtained using such means. - Its evidentiary value in Spanish courts of law. How to make best use of the experience acquired by Spain as observer in the Bonn Agreement to assume leadership and promote similar activities within other organizations and frameworks to which Spain is party, principally with regard to protecting the Mediterranean Sea. With neighbouring countries in the framework of the Bay of Biscay and Gulf of Leon Agreements, making best use of surveillance programmes to optimize costs, favour prompt communication and exchange of information, to standardize procedures, protocols and formats. With the European Maritime Safety Agency (EMSA) through aerial patrol schemes directly linked to the Agency s satellite monitoring service (CleanSeaNet). To analyse in depth the comparative treatment of evidence obtained from patrol planes in different courts of law, principally those in the European Union Institutional Agreements and coordination between the patrol capabilities of other organizations with air surveillance resources - Autonomous Communities, the Civil Guard, Fishing Department, Customs Surveillance- with particular emphasis on vulnerable areas (the Finisterre corridor, the Gibraltar Strait zone, the Canary Islands and the Mediterranean) 1.3. International cooperation, given the cross border nature of the damage potentially caused by shipsource pollution, is essential to ensure that spills are detected in a timely manner, that polluters are identified and that the most efficient methods of investigation and cooperation are put into practice. International cooperation is articulated at the following levels: In international forums on various maritime matters (REMPEC, EU, IMO) Innovation and Research which allows the application of advanced technology to identify polluting ships, obtaining maximum functionality from the sensors fitted to the equipment on board planes and driving the joint analysis of spill prediction mechanisms and traffic monitoring systems (backtracking AIS) 1.5. Reinforcement of aerial patrol operational systems in areas deemed at high risk of pollution and ensuring there is a continual benchmarking of technical competence in personnel, facilities and equipment and inspection methods employed during detection operations by the National Accreditation Body (ENAC) in line with ISO Inspection Management criteria 8

11 Programme 1. Prevention Systems 2. Propagate a culture of maritime safety and pollution prevention among users of the sea 2.1. Through the development of tools to raise awareness and educate fishing professionals and recreational users of the sea Aimed at updating knowledge, accommodating different outlooks and developing skills, using specific communication strategies, adapted and targeted at the socio-cultural level of the sectors at particularly high risk and which favour the pooling of knowledge and experiences from well-developed prevention, management and coordination models in the field of maritime safety and protection of the marine environment. safety onboard and the protection of the marine environment, that is, maritime safety from the point of view of the ship (internal) including any associated occupational hazards as well as pollution in the fishing sector, for instance, including related prohibitions, limitations etc. Optimize methods to maximize reach to target groups: conferences, seminars, published guides, training and risk awareness campaigns. Increase efforts to publicize information relating to maritime safety and the protection of the marine environment through specialized spaces and media Involve civil society by transmitting values related to maritime safety and respect for the marine environment Courses of Action: Apply formulas to ensure training reaches end-users efficiently using constructivist training methods and with particular emphasis on the use of information and communication technologies. - Develop applications to facilitate the training of personnel onboard ships. - Delivery of on-site training courses. - Special attention to training activities related to the human factor in crisis situations. - Circulate and study the Conclusions of the Maritime Accident Investigation Committee. - Consider the unique characteristics of each sector in those particular aspects related to maritime There can be no doubt of the great effort needed to raise public awareness and this can be achieved by allowing citizens to work with the Maritime Administration for the enhancement of maritime safety and the fight against marine pollution. It is clear that education must be the main driving force, and, therefore, that a variety of formulas should be articulated to guarantee the efficiency of training activities and the expansion of knowledge across civil society. Courses of Action: Liaise with the education authorities to organize awareness activities, particularly in schools, to National Plan for Maritime Safety and Rescue

12 Programme 1. Prevention Systems introduce into the public domain new sets of values with regard to the marine environment and safety criteria based on self-protection. Involve the public in emergency drills simulating marine, coastal, beach and port emergency situations. Organize forums for discussion to promote the culture of safety through the exchange of experiences and knowledge. Further the awareness, accessibility and functionality of the communication channels between citizens and the Maritime Administration, making it easier to report illicit incidents, make complaints and suggest improvements. 3. Implementation of measures to enhance shipping controls using vessel traffic monitoring Traffic surveillance and monitoring is a preventive measure of special relevance in those areas where high-density shipping traffic and/or adverse weather conditions increase the risks to navigation. Maritime traffic monitoring systems are designed to determine the position and cargo of a ship as soon as it enters Spanish waters, so that in the event of an emergency the ship can be located quickly ensuring a better preventive response to any potential pollution incident. Courses of Action: Contribute to the development of supranational ship monitoring and information tools, in particular through the European SafeSeaNet network as a preventive measure to aid risk forecasts. SAFESEANET is a European platform to aid the harmonization of exchange of maritime data between the relevant authorities of member States in relation to vessel monitoring, carriage of dangerous goods, carriage of waste residues, survey and inspection results and, in general, any information which affects maritime safety. Support the development of the application by incorporating new utilities and assist in the maintenance of this unique maritime safety system in line with integrated European maritime policy through the following means: - SafeSeaNet Graphical Interface. - LRIT (Long-range identification and tracking): Global system for vessel identification and tracking. - THETIS: New Inspection Regime. - Satellite AIS reception. Promote the use of vessel monitoring tools and exploit their beneficial uses in protecting the marine environment and search and rescue operations. Work together with State Ports and Port Authorities to implement preventive systems using maritime and port traffic monitoring systems, giving ports special consideration, due not only to the density of harbour traffic but also to the risks posed to navigation in nearby and surrounding areas. 10

13 Programme 1. Prevention Systems Intensify monitoring of Traffic Separation Schemes, contributing in this way to reducing the number of accidents by collisions. In conclusion, we must continue to reinforce and develop the inspection regime within the framework of the National Rescue and Pollution Response Plan. 4. Strengthen Inspection Regimes (Strategic Inspection Plan) Inspections play a key role in preventive strategies as they are the main tool for checking compliance with regulations and the basis for sanctioning proceedings. With the adoption and subsequent transposition of the Third Package of legislative measures on maritime safety into Spanish law, we will have one of the widest and best developed regulatory frameworks for maritime transport in the world. A rapidly expanding world fleet, the building of ever larger passenger ships and goods carriers and the increased volume of maritime trade can surely only increase the overall risk to maritime operations. But it is a risk that we can reduce through the implementation of efficient inspection regimes such as Port State Control Inspections in which Spain occupies a leading position in terms of inspection effort according to the Memorandum of Paris. Of equal importance is the safety of our fishing fleet, so large as to require its own section in the National Rescue and Pollution Response Plan, and which requires specific fishing vessel inspection campaigns to verify both construction and maintenance standards and the integrity of operational life. Courses of Action: To improve quality management in the Spanish merchant fleet by implementing a systematic standards monitoring plan in line with the following objectives: - Optimize inspection resources by concentrating on ships with poor records likely to require more attention. - Keep the Spanish flag on the Paris MOU White List. Provide sufficient resources to the local maritime authorities (Capitanías Marítimas) and define risk assessment criteria for carrying out inspections of ships in port with a view to complying with the new requirements of Directive 2009/16/EC on MOU effective from 1st January Continue to develop the Quality Inspections and Survey Plan by adopting the following measures: - Implement technical procedures to harmonize the various types of inspections. - Create expert working groups by inspection and ship type to subsequently supervise each inspection activity. - Draw up a Professional Development Plan for inspectors to reinforce their work activities, particularly in the area of MOU Inspections and National Plan for Maritime Safety and Rescue

14 Programme 1. Prevention Systems taking into account the new regulations under Directive 2009/16/EC. waters as well as those occurring outside Spanish territorial waters when Spanish interests are at stake. Design and implementation of Concentrated Inspection Campaigns: - For fishing vessels based on deficiencies detected during routine and random inspections, particularly the latter. - For merchant ships they will focus on specific aspects affected by the latest developments and amendments to conventions in force. Carry out MARPOL inspections of Spanish and foreign vessels and port reception facilities in line with national and European regulations. Continue to develop and fund a Technical Office staffed by specialized personnel equipped to assist the Maritime Administration with its local maritime offices and before international organizations (IMO, EU) and, in particular, to assist in setting up an improved system of access to and wider publication of inspection guidelines. 5. Implementation of recommendations resulting from the investigation and analysis of maritime accidents The Permanent Commission for Maritime Accidents and Incidents (CIAIM) under the Transport Department, is the official body responsible for investigating maritime accidents and incidents affecting/caused by Spanish civil vessels or affecting/caused by foreign civil vessels in Spanish territorial The Commission was born out of a desire to prevent accidents and to study their causes. Investigations are undertaken exclusively for technical purposes and the Commission does not determine nor establish blame or liability of any nature. Its ultimate aim is to establish the causes of an accident or incident and draw up recommendations to help prevent similar incidents in the future. It is also an objective of the Commission to favour the establishment of response operations in the wake of an accident with a view to minimizing negative impacts. The results of investigations are written up in a report consisting of a description of events surrounding the accident or incident, followed by an analysis, conclusions and recommendations. Courses of Action: Establish mechanisms to ensure that the recommendations of the investigation report are properly implemented and used to enhance maritime safety and pollution prevention measures. Safeguard the continued development of investigators through the gaining of qualifications, training, new skills and experiences. With this in mind, collaboration with universities and specialized research centres is to be reinforced. Further the implementation and standardization of expert investigation methodologies. 12

15 Programme 1. Prevention Systems 6. Bolster preventative measures in vulnerable sectors: the Fishing Sector The fishing sector is particularly important to our economy. And the number of families exclusively dependant on fishing activities for income is particularly high in certain areas of the country such as the Autonomous Community of Galicia. The Spanish fishing fleet is one of the largest in the European Union. It consists of approximately 11,300 fishing vessels of which 95.4% fish in national fishing grounds. This does not include fishing vessels and crew working under different flags but representing Spanish interests. Most fishing vessels operating in national fishing grounds have an overall length of under twelve metres. The NRPR in the framework of the Agreement of the Council of Ministers of 29th April, 2005 on interministerial cooperation, is expected to improve fishing vessel safety through the joint action of the Ministry for Development, the Ministry of Work and Social Issues and the Ministry of Environment, Rural and Marine Affairs. Scope of Action: SAR and Safety concerning Fishing Boats and Crews. Marine Pollution Prevention and Response and the Protection of Fishing Grounds. Regulation and Control of Maritime and Fishing Activities SAR and Safety concerning Fishing Boats and Crews Continue to promote safety onboard fishing vessels through the subsidy programme for personal equipment, early warning and localization systems. Undertake studies on the safety of fishing vessels and their operation. Improve communication infrastructures. Draw up a catalogue of coastal areas with particular difficulties in communication (communication black spots) and mitigate through improvements in radio station formats with special equipment to cover estuaries and bays and/or by using repeat buoys to pass on potential distress calls. Develop new safety standards under the AENOR technical committees and put forward funding proposals in support of their implementation. Watch the markets for equipment regulated by European directives on fishing activities. Promote the Jovellanos Maritime Safety Training Centre as the main testing centre for fishing safety equipment. Bring up to date the technical regulations set out in Royal Decree 543/2007 of 27th April on safety and pollution prevention guidelines for fishing vessels under 24m in length, in line with the results of intensive inspection campaigns and random surveys, accident analysis reports and codes currently being developed by the International Maritime Organization in this area. Increase the number of intensive and random operational surveys through campaigns carried out in the different fishing zones and fishing methods. National Plan for Maritime Safety and Rescue

16 Programme 2. Response Systems Run campaigns on fishing vessel safety based on case histories and common risk situations detected in survey reports and/or accident investigation reports Regulation and Control of Maritime and Fishing Activities Standardisation of procedures concerning data entry and consistency in the Community fishing vessel file. Integration of procedures concerning administrative authorisations for fishing vessels. Standardisation of the operational fishing fleet Register and of the vessel and shipping company Register. Co-ordinated actions and processes to improve the dispatch of fishing vessels. Implementation of a joint framework against unauthorised changes made to fishing vessels. Co-ordinated actions within the International Maritime Organisation to ratify and implement the Standards of Training, Certification and Watchkeeping for the fishing sector (STCW-F). Implementation of procedures to exchange information and standardisation of available data banks that may be of use. Programme 2. Response Systems Responsiveness and efficiency in the use of capabilities and resources Consolidate the Response System The Maritime Administration, through the General Directorate of the Merchant Marine and the Spanish Maritime Safety and Rescue Agency, with its Central Offices and network of local maritime authorities and Maritime Rescue Co-ordination Centres placed along the length of the Spanish coast, is the structure provided by the Ministry for Development to materialise the effective and necessary response to maritime accidents and incidents through the co-ordination of all Agencies and Administrations involved in the public maritime SAR and pollution response system. Today, Spain s SAR and pollution response service sets the benchmark for Europe, and following a series of successive National Rescue Plans, particularly NRP , has a well-endowed network of Maritime Rescue Coordination Centres equipped with state-of-the-art communications technology, supported by a powerful maritime and aerial fleet and a network of specialized logistical and underwater operations bases. The great challenge of the current Plan is to consolidate and develop a powerful response system for dealing with maritime accidents and incidents, particularly in 14

17 Programme 2. Response Systems sensitive geographical areas or which affect vulnerable activity sectors but also for incidents causing risk to the safety of human life at sea and to the well-being of the marine environment. With this in mind, a unit renewal schedule for existing units will ensure that the airborne and maritime fleet continues to operate successfully into the future. Improved action range of SAR helicopters in areas of greater activity and more difficult weather conditions is expected, and, with a view to tightening responsiveness to polluting incidents, there will be greater oil recovery capacity at sea and action strategies set up to deal with accidental chemical spills. All actions and measures related to the provision of material resources are listed below in Annex I. Material and Financial Resources. Once the allocation of sufficient and adequately distributed and technologically advanced resources has been achieved, the next step will be to implement the right measures to ensure they are efficiently used. Courses of Action 1. Raise levels of training of professionals involved in SAR and Pollution Response Operations, guarantee minimum knowledge levels and work towards harmonized training schemes across the different bodies and organizations that work together to assist in maritime emergencies. 2. Support the financially independent Jovellanos Training Centre in its role as the executive instrument of the Maritime Administration s training policy, by preserving and building on its status as a national and international leader in training and applied research in the field of safety and pollution prevention and management. 3. Design Integrated Information Systems to facilitate decision-making and optimize responsiveness to maritime incidents and accidents, by integrating information on risks, intervention units and previous experiences. 1. Improve training of Professionals involved in SAR and Pollution Prevention and Response operations 1.1. Develop and improve operational procedures and analysis of previous experiences to enhance the level of service Further the development of a Quality Management System by consolidating procedures to harmonize action, and optimize it based on prior design and subsequent correction, in this way improving the results of actions. It has been shown that analysing responses leads to continual improvement in operations. It is essential to systemize two key aspects: The Quantitative aspect by statistical monitoring of service indicators, duly identified and selected and relating both to quality delivered and quality perceived. National Plan for Maritime Safety and Rescue

18 Programme 2. Response Systems The Qualitative aspect by debriefing, on the one hand, and by undertaking a systematic analysis of actions undertaken in emergencies on the other MRCC Operator Certifications Ensure that operators at the Maritime Rescue Coordination Centres are suitably certified to undertake the duties they perform in compliance of IMO (International Maritime Organization) and IALA (International Association of Marine Aids to Navigation and Lighthouse Authorities) regulations. In order to achieve this: The certification of duly qualified operators will be formalized. Access to training will be provided for the rest of the staff E-learning Encourage e-learning as a training tool and broaden its use as far as possible given that: It improves access to training by eliminating time and location constraints. It is especially useful for personnel at the Maritime Rescue Coordination Centres and other bases as well as for the crew of the aerial and maritime units Benchmarking Promote benchmarking on organizational and operational aspects with leading organizations in the international arena Search and Rescue (SAR) and Pollution Prevention and Response operations (PPR) Training for Organizations, Institutions and Administrations involved in maritime emergencies Access to relevant training programmes should be provided to the staff at the Organizations, Institutions and Administrations involved in maritime emergencies. The aim is to contribute to improving the expertise of people who assist or may be required to assist in SAR and PPR operations, as well as harmonize training standards with Spanish Maritime Safety and Rescue Agency personnel. The following aspects merit particular attention: Choose training to be offered depending on the duties performed during emergency operations. Facilitate access to training by using mobile units and employing new distance learning technology. Plan and carry out drills and joint training sessions for personnel involved in similar activities. The aim is to acquire highly trained personnel and duly proven management, organization and coordination mechanisms. The aim is to include units belonging to other Organizations, Administrations and Institutions in drills and to enhance PCC training by using specialized units. This course of action contributes itself to achieving the objectives set out in the coordination programme. 16

19 Programme 2. Response Systems 2. Support the Jovellanos Training Centre in its role as the executive instrument of the Maritime Administration s training policy 2.1. New broad spectrum pedagogical objectives and Rescue Agency in the international arena, especially in Latin American countries Support and stimulate the development of R&D Projects There can be no doubt that continuous developments in maritime safety technology require a review of the pedagogical objectives of the training programmes delivered at the Jovellanos Training Centre if it is to become the executive instrument of the Maritime Administration s training policy. More emphasis on academically-oriented training may be necessary to facilitate training and recycling in two key areas: Maritime Administration officials of the central and peripheral departments who perform inspection and administrative duties. Maritime Safety personnel, particularly: Spanish Maritime Safety and Rescue Agency technical personnel who work onboard aerial and maritime units as well as those members of collectives or institutions who assist in rescue, salvage and pollution prevention activities. Technical personnel who receive training prior to taking up their working post Raise awareness particularly in neighbouring countries and Latin America E-learning tools are proving an indispensible tool for reinforcing the presence of the Spanish Maritime Safety New technologies are fast playing an essential role in SAR and PPR operations. The technological facilities at the Jovellanos Training Centre, principally used in training activities, are equally appropriate for undertaking applied research in the field of maritime safety and pollution prevention and response operations. The Jovellanos Training Centre also collaborates with a variety of maritime experts to stimulate and develop wideinterest projects through specific actions designed to set up experimental models and encourage collaboration between centres, with a view to becoming a point of reference to centralize and gather all these experiences. 3. Develop integrated information systems to facilitate the decision-making process Integrated Information Systems facilitate decisionmaking and optimize responsiveness by integrating different methods of risk assessment, information on the availability of intervention units and the characteristics of each one, lessons learnt from previous experiences and any other geo-referenced information useful in establishing an operational response in the event of accidents and incidents at sea which threaten the marine environment and/or the safety of human life at sea. The following areas should now be developed: National Plan for Maritime Safety and Rescue

20 Programme 3. Agreements and Cooperation 3.1. Analysis of a variety of risk assessment models By undertaking comparative studies allowing us to use the most appropriate model for any given situation. Thanks to these models, vulnerability maps can be drawn up for pollution and communication blackspots and these can be crucial to planning responsiveness to different types of emergencies Inventory of material and human resources Draw up an inventory of the material and human resources held by the different Administrations, Institutions, Organizations and other companies with suitable equipment, which could potentially be used in SAR and/or pollution prevention incidents and emergencies Identify good practices by studying serious pollution incidents around the world Analyse intervention and communication protocols, provision of material and human resources, time invested by entity and pollutant characteristics, costs, consequences, residue management, the public s reaction and any future contingency plans made to avoid similar situations. Programme 3. Agreements and Cooperation. Generating synergies at a national and international level Amalgamation of capabilities and resources Article 87.1 of the State Ports and Merchant Marine Act (LPEMM) establishes that The public service involving the rescuing of human life at sea and marine pollution prevention and control shall be provided by the State Administration in coordination with other relevant Public Administrations through official Plans and Programmes which not only provide integrated action programmes for each Administration, but also provide the resources to put them into effect regardless of the title, function or location of said Administration. A NEW FRAMEWORK FOR INSTITUTIONAL RELATIONS is to be established based on this principle with other Organizations, Institutions and Administrations, in particular with the Autonomous Communities and Law Enforcement Bodies and Agencies with a view to strengthening joint participation with the resources of the Ministry for Development in the performance of search, rescue, salvage and pollution prevention tasks in the marine environment. What is more, institutional co-operation has been strengthened between the Ministry for Development, the Ministry of Work and Social Issues and the Ministry of Environment, Rural and Marine Affairs through the action programme developed under the framework of 18

21 Programme 3. Agreements and Cooperation the Council of Ministers Agreement of 29th April, 2005 on enhancing fishing vessel safety. rescue and pollution prevention service. The main objectives of the said Agreements will be to: It is also worth highlighting the exceptional help and assistance provided by fishing vessels and merchant ships and other private entities, to the maritime rescue service in terms of providing early warnings, helping locate ships and assisting in rescues, searches and communications with special mention to the most welcome role played in the rescue of irregular migrants, particularly following sightings of patera-boats. Because maritime rescue, protection of the marine environment and vessel traffic monitoring by nature transcend national borders, ensuring there is coordination with the international community, and especially with our neighbouring countries, is key to the development of this NRPR. In conclusion, with a view to ensuring the best possible service to protect the safety of human life at sea and the marine environment against pollution, it is essential to continue to generate synergies with all agents involved, both at a national and international level. 1. Coordination at Autonomic Level: establishment of a new framework for institutional relations with other Autonomous Communities 1.1. Collaborative Agreements Seeking to optimize operational efficiency and link it directly to the objective of improving the search and Study and implement plans, programmes and procedures for exchanging potentially useful information. Enable specific mechanisms to ensure the coordinated use of the material and other resources available as well as analyse, study and draw up, where necessary, a series of operational protocols to govern action and coordination. Formulate and develop procedures, techniques, equipment and other means of fighting marine pollution. Publish and circulate information on the materials that constitute the scope of the agreements. Carry out joint exercises and drills to improve responsiveness and efficiency in emergencies Redefining of the National Maritime Rescue Commission as the cornerstone of the new framework for institutional relations with other Autonomous Communities The National Maritime Rescue Commission is the coordinating body that facilitates the cooperation and participation between the competent Autonomous Communities and the Cities of Ceuta and Melilla in the planning of operations for the protection of human life at sea and of its development programs, as well as the follow up of the objectives targeted by said plans and programs. A redefinition of said Commission will be necessary in line with the proposed objectives and in order to support the task of coordination legally attributed to the State Administration. National Plan for Maritime Safety and Rescue

22 Programme 3. Agreements and Cooperation 2. National Co-ordination 2.3. Other Organizations 2.1. Creation of a new framework of relation based on collaborating and co-ordinating with Law Enforcement Bodies and Agencies and the Ministry of Defence The following specific objectives are envisaged: Establish and implement collaborative agreements to coordinate action, particularly in regard to maritime protection, safety and rescue of human life at sea and provide support if required in the regulation and control of maritime traffic and the fight against marine pollution. In regard of the latter, this will include all the necessary actions to make effective the sanctions and preventive measures adopted in the sanctioning process both in administrative proceedings and, particularly, through the criminal courts (including the coercive transfer to Spanish ports of offending vessels caught polluting). Establish procedures and action protocols to normalize data exchange and collaboration requests. Study and promote opportunities for mutual training to enhance the efficiency of joint responses Port Authorities and State Ports Reinforcement of preventive systems that enhance vessel traffic monitoring; adoption of agreements focusing particularly on R&D&I projects and programmes. With the Customs Surveillance Service (State Tax Authority). With the State Meteorological Agency (AEMET) to facilitate the gathering of oceanic and meteorological data, for safety campaigns and other. With the Spanish Institute of Toxicology for advice on the toxicity of substances in incidents involving hazardous and noxious substances (HNS). With other relevant institutions to strengthen cooperation and improve coordination in the field of SAR and PPR Move forward in reviewing the National Response System With a view to strengthening cooperation between the Administrations involved in drawing up a framework law Strengthen links with high-risk industries Collaboration Agreement with FEIQUE: One of the main courses of action with regard to the chemical industry is to strengthen existing collaborative agreements between the Spanish Chemical Industry Federation (FEIQUE) and the Spanish Response Centre for Maritime Emergencies involving Dangerous Goods (CNCS-CEREMMP) by drawing up joint action plans, and participating in drills and technical forums on shared chemical industry and maritime safety interests. 20

23 Programme 3. Agreements and Cooperation Work together with high-risk industries (e.g. refineries and petrochemical complexes) to coordinate resources and procedures including use of dispersants, coordinating action in HNS emergencies and other scenarios Standardize the Use of Dispersants Take steps towards establishing a national policy for the use of dispersants, harmonized with the rest of Europe to facilitate the drafting of guidelines on approval, standardization and authorization of dispersant use. Use computerized tools to support decision-making in relation to the use of dispersants, including oil on water behaviour models and other utilities Draw up Response Plans to HNS Emergencies Adopt agreements or collaborative arrangements to set up teams of specialized personnel in case of emergencies involving chemical agents. human resources which could potentially be used in SAR and/or pollution prevention incidents and emergencies. 3. International Co-ordination The principal objective here is to establish mechanisms and systems for cooperation with our nearest neighbours to ensure coordinated action in maritime emergencies, promoting Spanish leadership in maritime affairs on the international scene and positively influencing decisions as a country especially affected by any measures adopted. Operational plans will promote bilateral and multilateral agreements with neighbouring countries with a view to achieving collaboration in the different ambits of action established under the Integrated EU Maritime Policy Active participation in key forums: IMO, EU, EMSA, REMPEC 3.2. Foster the availability and contribution of data generated as a result of our own rescue and prevention activities to feed the information infrastructures which facilitate the integration of EU Maritime Policy Support the use of computerized tools to forecast drift patterns for hazardous and noxious substances Draw up a catalogue of resources Draw up a catalogue of the resources held by the different Administrations, Organizations, Institutions and other companies, listing all equipment, material and 3.3. Intensify the cooperative effort in joint actions and responses with countries bordering the Spanish SAR Area Reinforce airborne surveillance with France. Under the Bay of Biscay and Gulf of Leon Plans, Spain and France are to combine their aerial resources in the field of pollution detection by: National Plan for Maritime Safety and Rescue

24 Programme 3. Agreements and Cooperation Creating a joint flight organization and planning group to assign surveillance missions for the detection of pollution in border areas of shared responsibility with a view to ensuring optimum use of both French and Spanish resources. Establishing surveillance patrol flights which take into account trade routes and on which information is previously exchanged between respective counterparts to establish common procedures. Verification of pollution incidents according to conventions in force and the establishment of common observational guidelines to ensure the highest coordination is achieved between the French and Spanish systems. Exchange of observers from both countries with a view to improving procedures on both sides Promote the Ratification of the Lisbon Agreement (Northeast Atlantic). The Lisbon Agreement is aimed at promoting mutual assistance between France, Spain, Portugal and Morocco in combating accidental marine pollution. It follows the models of the Mediterranean Action Plan, the Bonn Agreement and the Helsinki Commission. The agreement is an excellent framework for cooperation in terms of joint operational plans, particularly in particularly sensitive areas such as the Straits of Gibraltar. One of REMPEC s strategic objectives is to improve regional cooperation between Mediterranean coastal States, particularly in case of serious pollution incidents Develop operational agreements with Portugal and enhance regional cooperation with Morocco and Algeria. The aim is to develop operational agreements for maritime search and rescue with Portugal and Morocco, following the models of existing agreements with France. Cooperation is to be strengthened with Algeria by exchanging information, undertaking joint drills and adopting measures for improvement Establish agreements with neighbouring countries for the use of dispersants. The main objective is to share stocks and favour the availability of aerial application systems Promote Spanish leadership in the Regional Marine Pollution Emergency Response Centre for the Mediterranean (REMPEC). 22

25 Programme 4. Research and Innovation Programme 4. Research and Innovation 1. Enhance active and passive safety in the transport of passengers and goods by sea One of the key themes of the NRPR is to apply innovation and research by supporting and promoting the development of multi-disciplinary research spaces in the ambit of maritime safety, rescue, salvage and marine pollution response, in collaboration with State Ports and the Ministry of Environment, Rural and Marine Affairs and with the participation of other research centres, universities and public and private companies. In order to achieve these objectives, activity will focus on three Subject Areas across one Transversal Action Line. Subject Areas: 1. Enhance active and passive safety in the transport of passengers and goods by sea. 2. Minimize the risk of polluting the marine environment and reduce contaminating gas emissions into the atmosphere. Objective: Promote improvements in ship safety and the safety of persons on board Optimization and Improvements in Ship Design In particular, regarding the evacuation of passenger vessels and the operational safety of fishing vessels: Safety of passenger vessels. Revision of evacuation procedures. Stability conditions associated to local climate features Safety of Fishing Vessels. Further analysis of the occupational risks associated with fishing. Analyse and study emergency situations in real-life work scenarios. Analyse stability conditions associated to local climate features. 3. Optimize current and future responsiveness to emergencies and incidents of marine pollution. Transversal Action Line: 4. The implementation of coordinated R&D&I projects and the development of technology platforms Promote Standardization across the maritime sector. Support the AENOR Committee (of the Spanish Standardization and Certification Association) that deals with the maritime industry by involving local agents with interests in the sector Analysis of Manoeuvres in Adverse Conditions National Plan for Maritime Safety and Rescue

26 Programme 4. Research and Innovation 1.4. Search and Rescue Units Design, materials, equipment and life-cycle Boost the European maritime traffic monitoring and information system associated with ship positioning systems (AIS, LRIT) 1.5. Use oceanic weather information with a bearing on maritime safety to facilitate decision-making Gather data on real-time sea conditions and use it to improve the safety and efficiency of navigation Undertake a study of frequency of occurrence and the potential for predicting giant waves and other extreme situations Improve on current GPS receiver performance In this way contributing to the integration and exchange of information on maritime traffic in the European region and improving the overall management of maritime data. 2. Minimize the risk of polluting the marine environment and reduce contaminating gas emissions into the atmosphere Objective: to create new mechanisms to prevent and reduce the contaminating effect of shipping. With the Galileo platform Project in its development phase, studies shall be undertaken to determine what applications should be developed to improve on current GPS receiver technology. In particular, with reference to COSPAS-SARSAT radio beacons, the harmonization of acknowledgment of receipt of alert messages Study the possibility of fitting fishing vessels with black boxes to relay real-time information on navigational conditions This information would be recorded and potentially analysed by the Maritime Administration for subsequent inspection purposes but would also allow masters to be warned if their ship is operating in a risk situation Promote energy efficiency in ships and other vessels by reducing fuel consumption, using cleaner fuels and implementing other improvements: To propulsion systems: diesel, electric, fuel cells and renewable energies. To the shape of ships. To navigational conditions, trimming and other factors. To the use of special coatings to reduce friction Innovate in ship design to minimize the risk of spills 2.3. Create decision-making mechanisms based primarily on oceanic weather conditions to reduce the risk and consequences of spills 24

27 Programme 4. Research and Innovation 3. Optimize current and future responsiveness to emergencies and incidents of marine pollution Objective: However efficient our existing accident prevention systems, and future ones under the framework of this Plan, accidents do, of course, happen and it is therefore essential to have an innovation strategy in place specifically to improve accident preparedness and response. Given the role of State Ports in monitoring, forecasting and describing sea weather conditions, this task will in large part be undertaken jointly with this institution. of pollution and the integration of this data into vulnerability maps Strengthen measurement systems for physical oceanographic data Further development of existing field measurement systems and mechanisms for interpreting the data collected. Find mechanisms to obtain a comprehensive description of oceanographic weather conditions (e.g. winds, currents) and facilitate crisis management based on knowledge of the physical environment Optimization and improvement of early detection systems for marine pollution incidents 3.4. Improve Trajectory Prediction and Backtracking Systems Determine chemical composition of spills. Implementation and better use of new detection technologies such as radar, satellite, onboard flight sensors and Unmanned Aircraft Systems (UAS). Best use of bidirectional data flows from detection to response mechanisms Description of sea conditions for use in emergencies Statistical descriptions used for crisis management including measurements of currents for drift forecasts, swell data to determine use of skimmers, water temperatures to determine risk of hypothermia. Statistical conditions based on indicators for coastal sections most susceptible to concentrations Implement a systematic validation programme of existing systems to confirm their reliability for use in sanctioning proceedings. Develop advanced oceanographic models to enhance system reliability Innovate in the integration of data gathered from sensors and algorithms for emergency procedures and action protocols Create action protocols which integrate all existing data and systemise its use for a diversity of ends: sanctioning proceedings for illegal spills, sea rescue operations, combating serious incidents of marine pollution to name but a few. National Plan for Maritime Safety and Rescue

28 Programme 4. Research and Innovation 3.6. Evaluate and plan the medium to long term use of resources, procedures and protocols with regard to SAR and pollution response, in different climate change scenarios Describe variations in physical marine parameters. Assess the impact of climate change on the capacity of the current maritime safety system to comply with its institutional objectives. 4. The implementation of coordinated R&D&I projects and the development of technology platforms Objective: to provide the Maritime Administration with the necessary national and international collaborative arrangements to keep its scientific and technological systems up to date, ensure appointments of specialized personnel and improve its public image, using external sources of finance. With this in mind, the General Directorate of the Merchant Marine, the Spanish Maritime Safety and Rescue Agency and State Ports will favour its participation in a number of initiatives including: response and mitigation of marine pollution caused by anthropogenic activity; and monitoring and improving the quality of marine, coastal and transitional waters. PROMARES: Environmental protection of coastal and marine environments setting out complimentary strategies to tackle marine and coastal pollution. DRIFTER: Spain, France and Portugal are involved in this European project for creating new technological tools to combat and mitigate substance spills at sea, led by the inter-institutional coordination centre Centro Tecnológico del Mar (CETMAR). ARCOPOL: The project is framed in the Atlantic Area Transnational Programme focused on the preparedness, response to and mitigation of accidental marine pollution. ARCOPOL aims to improve local responders prevention, response and mitigation capabilities against oil, HNS and inert chemical spills. It also aims to establish the basis for a sustainable Atlantic network of experts supported by adequate information, data exchange and management tools. MYOCEAN: Establishing an inter-institutional integrated service to deliver Operational Oceanography in Europe. PROTECMA: The Spanish Technological Platform for the Protection of Coastal and Marine Environments (PROTECMA) is committed to developing and implementing a strategy for research, technological development and innovation focused on the protection of coastal and marine environments; prevention, 26

29 Annex I. Material and Financial Resources under the NRPR Annexes Annex I. Material and Financial Resources under the NRPR 1. Guidelines for Action Now that the priority objectives of the NRP have been achieved in renewing the communication systems at the Maritime Rescue Coordination Centres (MRCC) and acquiring additional resources to improve geographical coverage and reduce response times in maritime emergencies, the NRPR seeks to selectively reinforce areas of greater activity and/ or enhance operability in adverse meteorological conditions. Once enough resources have been acquired by the Maritime Administration, focus will shift to alternative formulas through which to retain the levels of coverage achieved bearing in mind the useful life of each different type of unit in the fleet. The specific criteria applied to quantify the resources required will be as follows: 1. Reinforcement of coverage for communication in critical points. 2. Renewal and modernization of the intervention units with the aim of operating an airborne and maritime fleet aged according to the useful life of each type of unit. 3. An increase in the action range and capabilities of helicopters in areas of greater activity and in more difficult weather conditions. 4. Improved response capacity for recovery of oil spills at sea. 5. Action strategies to tackle chemical spills and emergencies. 6. Adoption of resources to improve and optimize maritime surveillance. *The specifics of the resource building programme described below may be subject to change when the NRPR is reviewed in 2013, with effect from 2014, based on the budget scenario at that time. 2. Improved Communications Coverage Communications equipment, vessel traffic monitoring systems and MRCC technology management are the basic working tools in coordinating emergencies. There can be no doubt that it is essential that equipment be maintained in optimum conditions for best delivery of the public service. Continued renewal and adoption of technological improvements and innovations in computerized, telecommunications and sensor systems combined with efficient maintenance programmes will ensure permanent operability in top-working conditions. National Plan for Maritime Safety and Rescue

30 Annex I. Material and Financial Resources under the NRPR The network of Maritime Rescue Coordination Centres, together with the network of Coastal Radio Stations provide the necessary coastal coverage for providing the search and rescue, safety and pollution response service. Nevertheless, the aim of this Plan is to improve the level of coverage including the MRCC s own radio location potential, particularly along difficult lengths of coast and to make the most effective use of the features provided by the Global Maritime Distress and Safety System. Criteria for the renewal of equipment at the MRCCs. Ensure technological compatibility between the different MRCCs by building defined geographical networks which offer mutual support at an operational level between technical personnel in neighbouring centres and with Central Services. Promote policies that embrace efficiency of response. Structure the MRCC Systems into three independent sub-systems (Sensors, Communications and Auxiliary) in order to adjust periodical updating to the life cycle of each of the different sub-systems. Courses of Action Implement improvements and innovation in the technological equipment at the Maritime Rescue Coordination Centres. Guarantee availability at optimum levels using state-of-the-art technology to increase the level of service and ensure permanent operating capacity. Establish territorial networks for the pooling of resources and equipment from different MRCCs with the aim of increasing the safety of the service and furthering operational flexibility. Optimize maintenance management to ensure maximum availability of resources. Implement management of the global distress system for operator communication channels in the Maritime Rescue Coordination Centres (Bilbao, Gijon, Finisterre, Tenerife, Las Palmas, Almeria, Valencia, Barcelona, Palma including the National Maritime Rescue Coordination Centre). Extend the operating capacity of the global distress system operator with all features to the rest of the Maritime Rescue Coordination Centres. Improve radar cover in those areas which on-going risk assessment programmes have identified as requiring tighter surveillance and traffic monitoring. Reinforce the MRCC s VHF radio location capabilities. Widen the computing infrastructure and improve maintenance in this area. - Develop an ocean weather data server to feed drift models (e.g. SARMAP, OILMAP and TESEO) specially designed to assist search and rescue and marine pollution response missions. - Improve information management by integrating geographically referenced information using geographic information systems (GIS). - Develop and enhance the Integrated Management Operations System (SIGO) and continue to integrate new functionalities under a single management system. 28

31 Annex I. Material and Financial Resources under the NRPR 3. Fleet Situation at the beginning of NRPR UNITS BEGINNING OF NRPR Fast-Action Salvamar Boats (21m and 15m) 55 (39 of 21 m + 16 of 15 m) Search and Rescue Patrol Vessels 4 Tug-Boats 10 (100% owned) Multi-purpose Vessels 4 Recovery Vessels 1 Aircraft 4 (75% owned) Helicopter 10 (80% owned) Strategic Bases 6 Underwater Bases 6 La Coruna Finisterre Gijon Santander Bilbao Vigo Palamos Barcelona Tarragona Madrid Castellon Valencia Palma Mallorca Cartagena Huelva Cadiz Almeria Tenerife Las Palmas Tarifa Algeciras 21 COORDINATION CENTRES 14 RESCUE VESSELS 1 RECOVERY VESSEL 4 SAR PATROL VESSELS 55 FAST-ACTION SALVAMAR BOATS 10 HELICOPTERS 4 SPOTTER PLANES Figure 1 Distribution of Units National Plan for Maritime Safety and Rescue

32 Annex I. Material and Financial Resources under the NRPR 4. Maritime Fleet 4.1. Fast-action and SAR Patrol boat fleet COVERAGE SALVAMAR-TYPE BOATS 75 MINUTES 15 MILES The Programme includes: The acquisition of 10 fast-action boats (15-21m length) under a renewal programme designed to replace older and obsolete models. Improvement of on-board equipment, thus enhancing vessel performance. Provision of satellite communications, halogen search lights and other equipment. Provision of some pollution response materials to allow complementary tasks to be conducted in emergencies. Figure 2: Distance covered in 75 mins by the Salvamar boats in the Mediterranean-Balearic area. Situation by the end of the NRPR : Fleet to comprise 55 Fast-action boats and 4 SAR Patrol boats Fleet of Rescue Vessels and Multi-purpose vessels The Programme includes: 3 new Multi-Purpose vessels to replace the Rescue Vessels Punta Mayor, Punta Salinas and Alonso de Chaves, similar features to those replaced: 8,000 CV power, 90 tonnes pulling power and 60m in length. Provide the vessels with pollution response capacity. Figure 3: Distance covered in 75 mins by the Salvamar boats in the Canary Island area. Situation by the end of the NRPR : Fleet to comprise 7 Multi-purpose vessels and 7 Rescue Vessels. Figure 4: Distance covered in 75 mins by the Salvamar boats in the Atlantic-Cantabrian Sea area. 30

33 Annex I. Material and Financial Resources under the NRPR 4.3. Fleet of Oil-Recovery Vessels 4.5. Situation by the end of the NRPR At the beginning of the NRPR the fleet consists of a single recovery vessel belonging to the Spanish Maritime Safety and Rescue Agency based in Galicia and an EMSA- chartered vessel under an availability contract for the Gibraltar Strait. The Programme includes: Increase pollutant recovery capacity by adding a further 2 recovery vessels to the fleet for use in the Canary and Mediterranean regions. Situation by the end of the NRPR : Availability of 4 Oil-Recovery Vessels. 55 FAST-ACTION SALVAMAR BOATS (15-21m in length) 4 Patrol Boats (25-30 m in length) 7 Rescue Vessels (60 tonne bollard pull) 14 Cantabrian Sea-Galicia 12 South-Strait 10 Canary Islands 17 Mediterranean 2 Covering Groundings 1 Cantabrian Sea- Galicia 1 South-Strait 1 Canary Islands 1 Mediterranean 3 Cantabrian Sea- Galicia 1 South-Strait 1 Canary Islands 2 Mediterranean 4.4. Red-Cross Fleet The Spanish Maritime Safety and Rescue Agency works together with the Spanish Red Cross under a Framework Co-operation Agreement which is annually renewed. Action Plans are drawn up every year to govern the management and maintenance of the bases from which the Red Cross light fleet operates. These bases are managed by a Station Head in charge of volunteer crews from Spanish Red Cross. During 2010 the Spanish Red Cross managed a total of 40 stations financed by the Spanish Maritime Safety and Rescue Agency. 7 Multi-purpose Vessels 2 Cantabrian Sea- Galicia 2 South-Strait 1 Canary Islands 2 Mediterranean 4 Oil-Recovery Vessels 1 Cantabrian Sea- Galicia 1 South-Strait 1 Canary Islands 1 Mediterranean 42 Lifeboats (Spanish Red Cross) 19 Cantabrian Sea-Galicia 5 South-Strait 5 Canary Islands 13 Mediterranean The Programme includes: Two new stations taking the total to 42. Refurbishment or replacement of units as required by state of wear and age with a view to keeping 42 stations open with boats not exceeding their estimated useful life. Situation by the end of the NRPR : 42 Stations. Figure 5: Distribution of Red-Cross Fleet at the beginning of Plan National Plan for Maritime Safety and Rescue

34 Annex I. Material and Financial Resources under the NRPR 5. Airborne fleet 5.1. Helicopter fleet COVERAGE 60 MINUTES 25 MILES. The Programme includes: Commissioning of 3 large helicopters (about 10 tonnes take-off weight) with greater range and capacity than existing units to be deployed to Galicia, the Strait area and the Canary Islands. Increased level of coverage thanks to the opening of a new base. Complete improvements to airport infrastructures, ensuring optimum use of aerial units and reduced response times. The acquisition of stocks of spare parts, equipment and components to guarantee a 90% availability rate of the aircraft. Improve know-how and training of crew and ensure that at least 50% of unit down-time is spent on drills and exercises. Situation by the end of the NRPR : 11 Helicopters: 8 medium-sized and 3 Large SAR and PPR Airborne Fleet Figure 6: Distance covered in 60 mins by helicopters in the Mediterranean-Balearic area. Figure 7: Distance covered in 60 mins by helicopters in the Canary Island area. The addition of fixed-wing craft to the Spanish Maritime Safety and Rescue Agency fleet represents a considerable reinforcement to the tasks of search and rescue and pollution prevention and response operations. The Programme includes: Increase the fleet with a further two light aircraft to complement and support existing units in the tasks of patrolling, vigilance, spotting and pollution response operations. Ensure full stocks of spare parts, equipment and components to guarantee a 90% availability rate of the aircraft. Situation by the end of the NRPR : The fleet will consist of: Three CASA 235 planes fitted with advanced technology for locating shipwrecked people and vessels at sea, detecting spills and monitoring and identifying offending vessels. Three light aircraft to complement these units. Figure 8: Distance covered in 60 mins by helicopters in the Atlantic- Cantabrian Sea area. 32

35 Annex I. Material and Financial Resources under the NRPR 5.3. Situation by the end of the NRPR Network of Strategic SAR and PPR Bases 6.1. Network of Strategic SAR and PPR Bases 11 Helicopters - 8 AW Helicopters (165 knots, range >250 miles, top carrying capacity: 13 people based in Cantabrian Sea (2), Galicia, Western Canary Islands, South, Central, North Mediterranean and Balearics. - 3 Large Helicopters based in: The Strait, Galicia and Canary Islands. 6 Aircraft - 3 CASA 235 Planes (range 3,700 Km, 437 km/h) based in: Mediterranean, Galicia/ Cantabrian Sea and the Canary Islands. - 3 Light Aircraft based in: Alboran, Cantabrian and Mediterranean Seas. Strategic Rescue and Pollution Response Bases provide logistical infrastructure, human resources and equipment in emergencies as needed. The Programme includes: Investment to top-up and renew equipment at the bases: Renewal of pollution response equipment. Provision of equipment specifically for use in Hazardous and Noxious Substance emergencies. Adoption of approved dispersants. New barrier cleaning and repair areas for the Castellon, Seville, Tenerife and Cartagena bases. Creation of a new Underwater Operations Area at the Cartagena Strategic Base. Acquisition of other equipment for special rescue operations. Adoption of complementary underwater equipment such as spare parts for ROVs (underwater remotely operated inspection vehicles) and dry bells for saturation diving. Situation by the end of the NRPR : 6 Strategic Bases. 2 Permanent Underwater Operations Bases. 4 Early Response Underwater Operations Bases with technologically advanced equipment to ensure the best possible level of service. National Plan for Maritime Safety and Rescue

36 Annex I. Material and Financial Resources under the NRPR 7. Material and Financial Resources under the NRPR The entire National Rescue and Pollution Response Plan will cost in the region of EUR 1,690 million. ITEMS INVESTMENTS % OPERATION & MAINTENANCE % Fast-Action Boats 23,000 5% 272,447 22% Rescue Vessels 90,000 20% 222,663 18% Helicopters 90,000 20% 223,177 18% Aircraft 0 0% 74,326 6% Pollution Prevention and Response operations 10,000 2% 23,571 2% Maritime Rescue Co-ordination Centres 45,000 10% 110,099 9% Personnel 0% 277,034 22% Training 2,500 1% 23,861 2% Subsidies to Fishing 0% 12,000 1% Investments NRP ,602 10% 0% BEI Refunds 125,950 29% 0% Other 10,000 2% 12,332 1% TOTAL 439, % 1,251, % 1,690,561 **Any provisions made under the Plan (investments, costs and operational capacity) may be adjusted following its review in 2013, with effect from 2014, based on the budget scenario at that time. 34

37 Annex I. Material and Financial Resources under the NRPR 8. Financial Resources Breakdown Operation and Maintenance ITEMS TOTAL PERIOD thousands of EUR % PERIOD Fast-Action Boats 272,447 22% 34,464 26,515 26,515 26, ,437 Rescue Vessels 222,663 18% 32,258 25,126 20,724 20, ,831 Helicopters 223,177 18% 24,616 22,123 22,123 22, ,192 Aircraft 74,326 6% 9,598 9,433 6,933 6,933 41,428 Pollution Prevention and Response operations 23,571 2% 2,516 2,346 2,345 2,346 14,018 Maritime Rescue Co-ordination Centres 110,099 9% 9,240 8,760 8,760 8,760 74,579 Personnel 277,034 22% 28,893 27,647 27,647 27, ,200 Training 23,861 2% 2,392 2,392 2,392 2,392 14,293 Other 12,332 1% 5,200 1,928 1,575 1,113 2,517 Subsidies to Fishing 12,000 1% 3,000 3,000 3,000 3,000 TOTAL 1,251, % 149, , , , , Investments ITEMS TOTAL PERIOD thousands of EUR % PERIOD Fast-Action Boats 23,000 5% 23,000 Rescue Vessels 90,000 20% 90,000 Helicopters 90,000 20% 90,000 Pollution Prevention and Response operations 10,000 2% 10,000 Maritime Rescue Co-ordination Centres 45,000 10% 5,000 5,000 5,000 5,000 25,000 Training 2,500 1% 2,500 Other 10,000 2% 2, ,688 Investments NRP ,000 10% 42,602 0 BEI Refunds 125,000 29% 15,165 21,360 19,135 48,935 TOTAL 439, % 62,257 27,298 25, ,173 **Any provisions made under the Plan (investments, costs and operational capacity) may be adjusted following its review in 2013, with effect from 2014, based on the budget scenario at that time. National Plan for Maritime Safety and Rescue

38 Annex II. Regulatory Framework Annex II. Regulatory Framework 1. International Scope The United Nations Convention on the Law of the Sea 1982 (UNCLOS) and the Safety of Life at Sea Convention 74/78 (SOLAS) impose an obligation on States to create and provide a search and rescue (SAR) service at sea. The International Convention on Maritime Search and Rescue or SAR Convention 1979 as amended in 1998 (Spain being a party to the Convention since 1993) is the main instrument in this ambit. Its prime objective is to implement an international Search and Rescue plan to cover all seas around the world. Parties to the Convention are required to ensure that arrangements are made for the provision of adequate SAR services in their coastal waters and beyond into their SAR regions, and the establishment to this effect of rescue co-ordination centres and subcentres. The International Convention on Oil Pollution Preparedness, Response and Co-operation 1990 (OPRC Convention) ratified by Spain in 1990, expressly requires parties to establish a national system for dealing quickly and efficiently with oil spill incidents, including a national contingency plan for preparedness and response which includes the organizational relationship of the various bodies involved, whether public or private. European Framework The shipwreck of the Erika oil tanker in December 1999 spurred new developments in the establishment of EU maritime policy through the Erika I and Erika II legislative packages which focused not only on preventative measures such as the accelerated phase-out of singlehull oil tankers but on operational measures such as Directive 2002/59/EC (Royal Decree 210/2004) on a Community monitoring, control and information system for maritime traffic, guidelines for poor weather conditions and adoption of measures relating to places of refuge. Just three years later, the shipwreck of the oil tanker Prestige in November 2002 led to the early adoption of the first two Erika packages and spurred a Third Maritime Safety Package which introduced major legislative changes. The measures adopted included Directive 2009/17/EC amending the earlier Directive 2002/59/ EC to establish more detailed provisions on places of refuge and the SafeSeaNet system as well as Directive 2009/16/EC to enhance inspection regimes under Port State Control MOU Inspections. Finally, Directive 2009/123/EC was adopted on shipsource pollution and on the introduction of penalties for infringements committed with intent, recklessly or with serious negligence. 36

39 Annex II. Regulatory Framework 2. National Scope The Spanish Constitution in its Article ª establishes the State s exclusive competence over the Merchant Marine. Law 27/1992 of 24 November or the State Ports and Merchant Marine Act (LPEMM) defines the Merchant Marine and includes reference to the safety of navigation and human life at sea, maritime search and rescue, pollution prevention and the protection of the marine environment. pollution prevention and response operations shall be provided by the State Administration in co-ordination with other relevant Public Administrations through official Plans and Programmes. The fourth point of the aforementioned Article 87 establishes the National Rescue Commission, its composition and functions detailed in Royal Decree 1217/2002, partially amended by Royal Decree 765/2010, and facilitates the participation of the competent public Administrations in the planning and implementing of the Commission s objectives. The aforementioned State Ports and Merchant Marine Act attributes competence in these affairs to the Ministry for Development, which acts through the General Directorate of the Merchant Marine, local maritime authorities (Capitanías Marítimas) and the Spanish Maritime Safety and Rescue Agency (SASEMAR). Article 89 of the aforementioned State Ports and Merchant Marine Act establishes the Spanish Maritime Safety and Rescue Agency as the public body responsible for providing maritime search, rescue and salvage services; monitoring and assisting maritime traffic; preventing and controlling marine pollution, providing tugs and auxiliary boats, and any other services required to complement the above. In its Article , the aforementioned law adopts a National Plan for Special Services to Protect Human Life at Sea and Prevention of Marine Pollution in order to: Co-ordinate the use of the resources available to different Administrations and public or private institutions in undertaking search and rescue of human life at sea and pollution response activities. Implement a vessel traffic control system covering the entire length of our coastline by establishing Maritime Rescue Co-ordination Centres. Strengthen the existing resources dedicated to SAR and pollution response activities. Set up training plans for the human resources involved in maritime SAR and pollution response operations. Article 87.1 of the aforementioned State Ports and Merchant Marine Act establishes that the public service for the protection of human life at sea and marine Adoption of a National Accidental Oil Pollution Contingency Plan by Ministerial Order of 23rd February 2001 (Ministry for Development) in compliance of the National Plan for Maritime Safety and Rescue

40 Annex III. Previous National Rescue Plans International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC 1990). Autonomic Framework Annex III. Previous National Rescue Plans 1. National Rescue Plan Spain s Autonomous Communities are the competent authorities to execute national legislation in matters regarding Maritime Rescue, where specified in their respective Statutes. The Constitutional Court s STC 40/1998 resolved that the State has legislative competence over Maritime Rescue whereas the Autonomous Communities have executive competence over the same in the territorial waters corresponding to their shoreline pursuant to the Nineteenth Additional Provision to Law 27/1992 of 24th November on State Ports and the Merchant Marine, as amended by Law 62/1997. Built a prevention and response system to tackle incidents related to maritime search and rescue and pollution response, through the establishment of an operational framework, increasing own resources and strengthening the Spanish Maritime Safety and Rescue Agency by setting up a network of Maritime Rescue Coordination Centres (MRCC) and making available a fleet of helicopter and maritime units. 2. National Rescue Plan Furthered the work started in the first NRP, consolidating the MRCC network, increasing resources for the provision of the maritime rescue service and building up stocks of marine pollution response materials. 3. National Rescue Plan Responded to the experience acquired following the implementation of eight years of successive Plans. However, the shipwreck of the oil tanker Prestige exposed shortcomings in dealing with large-scale maritime disasters and major pollution, leading to pressure to update the system. 38

41 Annex III. Previous National Rescue Plans 4. The Bridge Plan By the end of 2004, the Ministry for Development had implemented what was known as the Bridge Plan between the and NRPs with a view to adopting a series of urgent measures. With a planned investment of EUR million, the Bridge Plan consisted of the following measures: Acquisition of 4 Multi-purpose Vessels. Acquisition of 3 Aircraft, configured to detect marine pollution and to search, locate and rescue people in distress at sea. Extension and renewal of Helicopter fleet. Extension and renewal of Fast-Action Boat fleet. Establishment of five new logistical bases. 5. National Rescue Plan There can be no doubt that the NRP has been the most ambitious of all Plans adopted to date. In financial terms, total NRP expenditure was EUR 1, million with about 50% spent on new investment (EUR million) and the other half on operations and maintenance (EUR 507 million). This figure is almost seven times greater than the investment made under NRP and represents a 2.3-fold increase on funding for operations and maintenance under the same plan. Notable achievements to date: 1. A 68% increase on the number of units available in 2004 (including the Bridge Plan). Since then the following units have been built and commissioned: 21 Salvamar-type boats, 4 SAR Patrol Boats, 4 Multipurpose Vessels, 7 Rescue Vessels, 1 Recovery Vessel, 8 Helicopters, 3 Aircraft y 6 Strategic Bases. 2. Refurbishment and/or upgrading of the technological equipment at the Maritime Rescue Coordination Centres at: La Coruna, Finisterre, Tarifa, Gijon, Bilbao, Santander, Barcelona, Palma, Tenerife, Cartagena, Almeria, Las Palmas and Algeciras. 3. Maritime Safety training efforts have been stepped up and the facilities at the Jovellanos Maritime Safety Training Centre, a key element in training activities, have been extended and further enhanced. 4. The number of inspectors has doubled with respect to the previous Plan and this has contributed to Spain maintaining its leading position in the Paris MoU White List as one of the highest quality merchant fleets in the world. 5. Over EUR 9 million in subsidies has been awarded for the acquisition and installation of safety equipment onboard fishing vessels. There has been active participation in safety awareness campaigns and the number of inspection actions has been stepped up. 6. A number of national and international agreements have been adopted and general instruments established to guarantee efficiency and cooperation between the competent Public Administrations. National Plan for Maritime Safety and Rescue