Ship SOPEP

m/v MARI UGLAND
OIL PRODUCT TANKER
SHIPBOARD OIL POLLUTION EMERGENCY PLAN
IMO ID: 9326885 DNV CODE: SOP
Izmjena Index
Opis Description index index za NOV for NB
Datum Date
Ime Name
Napomena: Ovaj nacrt je jednak nacrtu br. Note: This drawing is identical to drawing No. NACIONALNE VLASTI / FLAG STATE AUTHORITIES KLASIFIKACIJSKO DRUTVO / CLASSIF. SOCIETY VLASNIK / OWNER Odobreno od / Approved by Datum Date Ime Name Potpis Signature
Dopis br. / Letter No
Datum / Date Veza nacrt/Conn.dwg
Pom. projek. Assist. Projektant Designer Sam.projekt. Sen. designer Ruk. odjela Head of office Mjerilo/Scale
BRODOSPLIT
dipl. ing. I. Krekovi ing. D. Lu #in 07.2007 dipl. ing. .Krstulovi -Opara Naziv nacrta / Drawing title
BRODOGRADILITE d.o.o.
SPLIT - HRVATSKA
NOV / NB 450
PR / PROJECT
Listova/Pgs List/Pg Klasif.broj / Dwg. No
01-101-A-204
Ident br./ Reg. No
189
267739
Shipboard Oil Pollution Emergency Plan
Page:
TABLE OF CONTENT / INDEX OF SECTIONS
SHIPS PARTICULARS SUBJECT Letter of acceptance from the DET NORSKE VERITAS Revision page
5 6
INTRODUCTION SECTION 1: PREAMBLE SUMMARY FLOWCHART SECTION 2: REPORTING REQUIREMENTS 2.1 2.2 2.2.1 2.2.1.1 2.2.1.2 2.2.2 2.2.2.1 2.2.3 2.2.3.1 2.2.3.2 2.2.3.3 GENERAL REPORTING PROCEDURES WHEN TO REPORT ACTUAL DISCHARGE PROBABLE DISCHARGE INFORMATION REQUIRED SAMPLE FORMAT FOR INITIAL NOTIFICATION WHOM TO CONTACT COASTAL STATE CONTACTS PORT CONTACTS SHIP INTEREST CONTACTS
7 8 9 10 11 11 11 11 11 12 26 29 29 29 30
SECTION 3: STEPS TO CONTROL DISCHARGE 3.1 3.2 3.2.1 3.2.2 3.2.3 3.2.4 3.3 3.3.1 3.3.2 3.3.3 3.3.4 3.3.5 3.3.6 3.3.7 3.3.8 3.3.9 3.3.10 3.4 GENERAL OPERATION SPILLS OPERATION SPILL PREVENTION PIPE LEAKAGE TANK OVERFLOW HULL LEAKAGE SPILLS RESULTING FROM CASUALTIES GROUNDING FIRE / EXPLOSION COLLISION HULL FAILURE EXCESSIVE LIST CONTAINMENT SYSTEM FAILURE LOSS OF TANK ENVIRONMENTAL CONTROL SUBMERGED / FOUNDERED WRECKED / STRANDING HAZARDOUS VAPOURS RELEASE MITIGATING ACTIVITIES
31 32 33 33 36 39 42 45 45 50 54 58 62 66 69 70 74 79 81
TABLE OF CONTENT / INDEX OF SECTION (cont)
Shipyard "Split", Split Hrvatska
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PAGE
SECTION 4: NATIONAL AND LOCAL COORDINATION SECTION 5: ADDITIONAL INFORMATION (NON MANDATORY)
82 83
5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 5.10 5.11 5.12 5.13 5.14 5.15 5.16 5.17 5.18
GENERAL DATA DRAWINGS RESPONSE EQUIPMENT ON BOARD SHORESIDE SPILL RESPONSE CO-ORDINATOR OR QUALIFIED INDIVIDUAL PLANING STANDARDS PUBLIC AFFAIRS RECORD-KEEPING, SAMPLING PLAN REVIEW PLAN TESTING SALVAGE CHARACTERISTIC OF OIL SPILLED SMALL OPERATIONAL SPILLS LARGER SPILLS PREDICTION OF SLICK MOVEMENT SPILL RESPONSE TECHNIQUES ORGANISATION AND RESPONSIBILITY FOR RESPONSE LIABILITY ISSUES
84 85 85 85 86 86 86 86 87 87 87 87 88 88 88 89 89 89
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PAGE APPENDICES:
APP. 1 REPORTING EXAMPLE-SHIP IN PORT APP. 2 LIST OF COASTAL STATE CONTACTS APP. 3 PORT CONTACTS LIST APP. 4 SHIP INTEREST CONTACTS LIST APP. 5 DAMAGED STRESS AND STABILITY CALCULATIONS APP. 6 PLAN/EXERCISES/USE TABLE APP. 7 DRAWINGS
91 97 171 172 174 180 181
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in accordance with Regulation 37 Annex I of MARPOL 73/78
SHIPS IDENTIFICATION Name of ship. MARI UGLAND Official number.. Call Sign IMO ID number. 9326885 Type of ship.. OIL PRODUCT TANKER Port of registry.. Larvik
Flag. NORWAY
II
OWNERS INFORMATION Owner: Name LR ICE SHIPPING EIGHT LTD c/o MARINVEST SHIPPING AB Address. VIKTOR RYDBERGSGATAN 10 S-41132 GOTEBORG, SWEDEN Phone+46 31 817250 or 812690 Fax+46 31 812622 24 Hour Contact...+46 31 827251 / +46 705 812690 (MR.LM) Operator: Name MARINVEST SHIPPING AB Address. VIKTOR RYDBERGSGATAN 10 S-41132 GOTEBORG, SWEDEN Phone+46 31 817250 or 812690 Fax+46 31 812622 E-mail.. office @ marinvest.se 24 Hour Contact+46 31 827251 / +46 705 812690 (MR.LM)
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Letter of Acceptance by DET NORSKE VERITAS
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REVISION PAGE
Revision
Page(s)
Date
Summary of Changes
Initial
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INTRODUCTION
1. This Shipboard Oil Pollution Emergency Plan (hereafter referred to as the Plan) is written in accordance with the requirements of Regulation 37 of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating there to. 2. The purpose of the Plan is to provide quidance to the Master and officers on board the ship with respect to the steps to be taken when an oil pollution incident has occured or is likely to occur. 3. The Plan contains all information and operational instructions as required by the Guidelines for the development of the Shipboard Marine Pollution Emergency Plan as developed by the Organization (IMO) and published under MEPC.85 (44) and MEPC.54(32), amended by MEPC.86(44). The APPENDICES contain names, telephone, telex numbers, etc., of all contacts referenced in the Plan, as well as other reference material 4. The plan has been approved by DET NORSKE VERITAS on behalf of the Flag State Administration and, except as provided below, no alteration or revision shall be made toany part of it without the prior approval of the Administration.
5. Changes to SECTION 5 and the APPENDICES will not be required to be approved by the Flag State Administration. The APPENDICES should be maintained up to date by the OWNERS, OPERATORS and MANAGERS.
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SECTION 1: PREAMBLE
1.1 This Plan is available to assist the ships personnel in dealing with an unexpected discharge of oil. Its primary purpose is to set in motion the necessary actions to stop or minimize the discharge of oil and to mitigate its effects. 1.2 Effective planning ensures that the necessary actions are taken in a structured, logical, safe and timely manner.
1.3 The primary objectives of this Plan are to: prevent oil pollution, stop or minimize oil outflows when a damage to the ship or its equipment occurs, stop or minimize oil outflows when an operational spill occurs in excess of the quantity or instantaneous rate permitted under the present Convention. 1.4 Further, the purpose of the Plan is to provide the Master, officers and certain crew members with a practical guide to the prevention of oil spills and in carrying out the responsibilities associated with regulation 26 of Annex I of MARPOL 73/78 reporting procedures to report an oil pollution incident, Coastal State contacts (focal points) to be contacted in the event of an oil pollution incident, response actions to reduce or control the discharge of oil following an incident, co-ordination with national and local Authorities in combating oil pollution. 1.5 In summary, the Plan will serve to promote a practiced response when the ships personnel is faced with an oil spill. 1.6 Although the Plan is designed as a ship-specific tool it also must be considered as an additional instrument and as a link to shore-based plans. With this the Plan allowed an efficient co-ordination between the ship and shore-based Authorities/organizations in mitigating the effects of an oil pollution incident. 1.7 The Plan includes a Summary flowchart (see page 10) to quide the MASTER through reporting and acting procedures required during an oil pollution incident response. 1.8 The Plan iswritten in English which is the working language understood by the Master and the officers. A change in the Master and the officers which brings about on attendant change on their working language or languages understood would require the issuance of the Plan in the new languages. 1.9 Without interfering with shipowners liability, some coastal States consider that it is their responsibility to define techniques and means to be taken against an oil pollution incident and approve such operations which might cause further pollution, i.e., lightening. States are in general entitled to do so under the International Convention relating to Intervention on the High Seas of Oil Pollution Casualties, 1969 (Intervention Convention).
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SHIPBOARD OIL POLLUTION EMERGENCY PLAN SUMMARY FLOWCHART

This flow diagram is an outline of the course of action that shipboard personnel should follow in responding to a pollution emergency based on the guidelines published by the Organization. This diagram is not exhaustive and should not be used as a sole reference in response. Consideration should be given for inclusion of specific reference to the Plan. The steps are designed to assist ship personnel in action to stop or minimize the discharge of oil and mitigate its effects. These steps fall into two main categories reporting and action. Discharge of Oil Probable or Actual Assessment of the Nature of Incident Actions required Alert crew members Identify spill source Personell Protection Spill Assessment Vapour Monitoring Evacuation REPORTING By Master and/ or designated crew member When to report All probable and actual spills How to report - By quickest means to coastal radio station - Designated ship movement reporting station or - Rescue Co-ordination Centre (at sea) - By quickest available means to local autho-rities Whom to report - Nearest Coastal State Harbour and termi-nal operators (in port) - Shipowners manager; P & I insurer - Head Charterer; Cargo owner - Refer to contact lists What to report - Initial report (Res. A.851(20)) - Follow-up reports - Characteristics of oil or noxious liquid substance spilled - Cargo/ ballast/ bunker dispositions - Weather and sea conditions - Slick movement - Assistance required Salvage Lightening capacity Mechanical equipment External strike team Chemical dispersant/ degreasant ACTION TO CONTROL DISCHARGE Measures to minimize the escape of oil or noxious liquid substance and threat to the marine environment SEAMANSHIP MEASURES NAVIGATION MEASURES Alter course/ position and/ or speed Change of list and/ or trim Anchoring Setting aground Inititate towage Assess safe haven requirements Weather/ tide/ swell forecasting Slick monitoring Record of events and commu-nications taken Safety assessment and precaution Measures for safety of crew Advice on priority countermea-sures/ preventive measures Get vapours off deck Damage stability and stress consideration Ballasting/ deballasting Internal cargo transfer operations Emergency ship-to-ship transfers of cargo and/ or bunker Set up shipboard response for: Leak sealing Fire fighting Handling of ship-board response equipment (if available)
STEPS TO INITIATE EXTERNAL RESPONSE Refer to Costal Port State listings for local assistance Refer to ship interest contact list External clean-up resources required Continued monitoring of activities
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10
SECTION 2 - REPORTING REQUIREMENTS PAGE
2.1 2.2 2.2.1 2.2.2 2.2.3
GENERAL REPORTING PROCEDURES When to report Information required Whom to contact
11 11 11 12 29
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11
2.1
GENERAL
The reporting requirements of this section complies with those of Regulation 26 Annex I of MARPOL 73/78. 2.1.1 When the ship is involved in an incident which results in the discharge of oil, the MASTER is obliged under the terms of MARPOL 73/78 to report details of the incident, without delay to the nearest Coastal State by means of the fastest telecommunication channels available.
2.1.2
The intent of these requirements are to ensure that Coastal States are informed, without delay, of any incident given rise to oil pollution, or threat of oil pollution, of the marine environment, as well as of assistance and salvage measures, so that appropriate action may be taken.
2.2
REPORTING PROCEDURES
For ease reference the reporting requirements in the context of this Plan are divided in the following information blocks:
2.2.1
When to report
Taking the summary flowchart as shown on page 10 as a basic quide into consideration reports are necessary in the following cases: 2.2.1.1 Actual Discharge
The MASTER is obliged to report to the nearest Coastal State whenever there is a discharge of oil resulting a discharge of oil above the permitted level for whatever reason including those for the purpose of securing the safety of the ship or saving life at sea. a discharge during the operation of the ship in excess of the quantity or instantaneous rate permitted under the present Convention.
2.2.1.2
Probable discharge
The MASTER is obliged to report even when no actual discharge of oil has occurred but there is a probability that one could. However, as it is not practicable to lay down precise definitions of all types of situations involving probable discharge of oil which would warrant an obligation to report the MASTER is obliged to judge by himself whether there is such a probability and whether a report should be made.
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Therefore, it is recommended that, at least, the following events: - damage, failure or breakdown which affects the safety of the ship (e.g. collision, grounding, fire explosion, structural failure, flooding, cargo shifting etc. ); or - failure or breakdown of machinery or equipment which results in impairment of the safety of navigation (e.g. failure or breakdown of steering gear, propulsion, electrical generating system, essential shipborne navigation aids etc.) are carefully considered by the MASTER - taking into account the nature of the damage failure or breakdown of the ship, machinery or equipment as well as the ships location, proximity to land, weather, state of the sea and traffic density - as cases in which a probable discharge of oil is most likely. If in doubt, the MASTER should always make a report in aforementioned cases. In all cases the Authorities should be kept informed by the MASTER as how the situation progresses and be advised when all threat of pollution has passed.
2.2.2
Information Required As required in article 8 and Protocol I of the MARPOL 73/78 - Convention the MASTER or other persons having charge of the ship should report the particulars of an oil pollution incident. In this context the International Maritime Organization (IMO), on 27 November 1997, adopted Resolution A.851(20) General Principles for Ship Reporting Systems and Ship Reporting Requirements, including Guidelines for Reporting Incidents Involving Dangerous Goods, Harmful Substances and/or Marine Pollutants. The intent of The Resolution aforementioned is to enable Coastal States and other interested parties to be informed, without delay, of any incident giving rise to oil pollution, or threat of oil pollution, of the marine environment, as well as of assistance and salvage measures, so that appropriate action may be taken. Nothing in this chapter relieves the MASTER in using sound judgement to make sure that any incident or probable discharge of oil is reported as quick as possible in the prevailing situation. When transmitting initial reports to the authorities of the nearest Coastal State the MASTER or other persons dealing with such a transmission should take note of Resolution A.851(20). All reporting whether initial or follow - up, should follow IMOs reporting format as outlined at page 15.
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2.2.2.1
REPORTING PROCEDURES FLOWCHART
HAS THERE BEEN AN ACCIDENT OR HAZARDOUS OCCURRENCE ?
YES
NO
IS THERE ACTUAL OIL SPILL ? (see 2.2.1.1)
NO REPORT REQUIRED
YES
NO
A REPORT IS REQUIRED
IS THERE A PROBALITY OF AN OIL SPILL ?
YES
NO
IS SHIP IN PORT ?
NO
YES
NOTIFY NEAREST COASTAL STATE BY QUICKEST POSSIBLE MEANS (use format in 2.2.22) (see APP 1)
NOTIFY PORT AUTHORITIES BY AGREED MEANS (use format in 2.2.22.) (see APP 1.)
NOTIFY SHIP INTERESTS (see APP 4.)
MANDATORY INITIAL REPORTING ACTION NOW COMPLETE
= QUESTION
= DECISION PREPARE FOLLOW-UP REPORTS (use format in 2.2.2.2.)
= ACTION
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2.2.2.2
ANNEX TO THE RESOLUTION A.851(20)
GENERAL PRINCIPLES FOR SHIP REPORTING SYSTEMS AND SHIP REPORTING REQUIREMENTS, INCLUDING GUIDELINES FOR REPORTING INCIDENTS INVOLVING DANGEROUS GOODS, HARMFUL SUBSTANCES AND/OR MARINE POLLUTANTS
A.
GENERAL PRINCIPLES
Ship reporting system and reporting requirements are used to provide, gather or exchange information through ratio reports. The information is used to provide data for many purposes, including search and rescue, vessel traffic services, weather forecasting and prevention of marine pollution. Ship reporting system and reporting requirements should, as far as practicable, comply with the following principles: reports should contain only information essential to achieve the objectives of the system; reports should be simple and use the standard international ship reporting format and procedures; where language difficulties may exist, the languages used should include English, using where possible the Standard Marine Navigational Vocabulary, or alternatively the International Code of Signals. The standard reporting format and procedures to be used are given in the appendix to this annex; the number of reports should be kept to a minimum; no charge should be made for communication of reports; safety or pollution-related reports should be made without delay; however, the time and place of making non-urgent reports should be sufficiently flexible to avoid interference with essential navigational duties; information obtained from the system should be made available to other systems when required for distress, safety and pollution purposes; basic information (ships particulars, on-board facilities and equipment, etc.) should be reported once, be retained in the system and be updated by the ship when changes occur in the basic information reported; the purpose of the system should be clearly defined; Governments establishing a ship reporting system should notify marines of full details of the requirements to be met and procedures to be followed. Details of types of ships and areas of applicability, of times and geographical positions for submitting reports, of shore establishments responsible for operation of the system and of the services provided should be clearly specified. Chartlets depicting boundaries of the system and providing other necessary information should be made available to mariners; the establishment and operation of a ship reporting system should take into account: international as well as national responsibilities and requirements; the cost to ship operators and responsible authorities;
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navigational hazards; existing and proposed aids to safety; and the need for early and continuing consultation with interested parties, including a sufficient period to allow for trial, familiarization and assessment to ensure satisfactory operation and to allow necessary changes to be made to the system; Governments should ensure that shore establishments responsible for operation of system; Governments should consider the interrelationship between ship reporting system and other systems; ship reporting systems should preferably use a single operating ratio frequency; where additional frequencies are necessary, the number of frequencies should be restricted to the minimum required for the effective operation of the system; information provided by the system to ship should to be restricted to the necessary for the proper operation of the system and for safety; ship reporting system and requirements should provide for special reports from ships concerning defects or deficiencies with respect to their hull, machinery, equipment or manning, or concerning other limitations which could adversely affect navigation for special reports concerning incidents of actual or probable marine pollution; Governments should issue instructions to their shore establishments responsible for the operation of the ship reporting system to ensure that any reports involving pollution, actual or probable, are relayed without delay to the officer or agency nominated to receive and process such reports, and to ensure that such an officer or agency relays these reports without delay to the flag State of the ship involved and to any other State which may be affected; States which are affected or likely to be affected by pollution incidents and may require information relevant to the incident should take into account the circumstances in which the master is placed, and should endeavour to limit their requests for additional information; The appendix to this annex does not apply to danger messages referred to under regulation V/2 of the 1974 SOLAS Convention, as amended. The present practice of transmitting such messages should remain unchanged. B. GUIDELINES FOR REPORTING INCIDENTS INVOLVING DANGEROUS GOODS The intent of these Guidelines and those contained in the appendix is to enable coastal States and other interested parties to be informed without delay when any incident occurs involving the loss, or likely loss, overboard of packaged dangerous goods into the sea. Reports should be transmitted to the nearest coastal State. When the ship is within or near an area for which a ship reporting system has been established, reports should be transmitted to the designated shore station of the system.
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C.
GUIDELINES FOR REPORTING INCIDENTS INVOLVING HARMFUL SUBSTANCES AND/OR MARINE POLLUTANTS The intentof these Guidelines and thosecontainedin the appendix is to enable coastal States and other interested parties to be informed without delay of any incident giving rise to pollution, or threat of pollution, of the marine environment, as wellas of assistance and salvage measures, so that appropriate action may be taken. In accordance with article V(1) of protocol of MARPOL73/78,a report shall be made to the nearest Costal State. Whenever a ship is engaged in or requested to engage in an operation to render assistance to or undertake salvage of a ship involved in an incident referred to in 1(a) or (b) of article II of Protocol 1 of MARPOL 73/78, as amended, the master of the former ship should report, without delay, the particular of the action undertaken or planned. The coastal States should also be kept informed of developments. The probability of a discharge resulting from damage to the ship or its equipment is a reason for making report.
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APPENDIX OF ANNEX TO RESOLUTION A.851(20)
1. PROCEDURES Report should be sent as follows: Sailing plan (SP) Position report (PR) Deviation report (DR) Final report (FR) Dangerous goods report (DG) Harmful substances report (HS) Marine pollutants report (MP) Any other report Before or as near as possible to the time of departure from a port within a system or when entering the area covered by a system. When necessary to ensure effective operation of the system. When the ships position varies significantly from the position that would have been predicted from previous reports, when changing the reported route, or as decided by the master. On arrival at destination and when leaving the area covered by a system. When an incident takes place involving theloss or likely loss overboard of packaged dangerous goods, including those in freight containers, portable tanks, road and rail vehicles and shipborne barges, into the sea. When an incident takes place involving the discharge or probable discharge of oil (Annex I of MARPOL 73/78) or noxious liquid substances in bulk (Annex II of MARPOL 73/78). In the case of loss or likely loss overboard of harmful substances in packaged form, including those in freight containers, portable tanks, road and rail vehicles and shipborne barges, identified in the International Maritime Dangerous Goods Code as marine pollutants (Annex III of MARPOL 73/78). Any other report should be made in accordance with the system procedures as notified in accordance with paragraph 9 of the General Principles.
2. STANDARD REPORTING FORMAT AND PROCEDURES

2.1 2.2 Sections of the ship reporting format which are inappropriate should be omitted from the report. Where language difficulties may exist, the languages used should include English, using where possible the Standard Marine Navigational Vocabulary. Alternatively, the International Code of Signals may be used to send detailed information. When the International Code is used, the appropriate indicator should be inserted in the text, after the alphabetical index. For route information, latitude and longitude and longitude should be given for each turn point, expressed as in C below, together with type of intended track between these points, for example RL (rhumb line), GC (great circle) or coastal, or, in the case of coastal sailing, the estimated date and time of passing significant points expressed by a 6-digit group as in B below.
2.3
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Telegraphy Name of system (e.g. AMVER) AUSREP /MAREP/ ECAREG/JASREP
Telephone (alternative) Name of system (e.g. AMVER/ AUSREP/MAREP ECAREG/JASREP State in full
Function
Information required Ship reporting system or nearest appropriate coast radio station Type of report: Sailing plan Position report Deviation report Final report Dangerous goods report Harmful substances report Marine pollutants report Any other report
System identifier
Type of report
SP PR DR FR DG HS MP Give in full A Ship (alpha) Ship
Name, call sign or ship station identity, and flag 6 digit group giving day of month (first two digits), hours and minutes (last four digits) If other than UTC, state time zon used
Time (bravo)
Date and time of event
Position (charlie)
Position
A 4-digit group giving latitude in degrees and minutes suffixed with N (north) or S (south) and a 5-digit group giving longitude in degrees and minutes suffixed with E (east) or W (west); or
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Position (delta) Course (echo) Speed (foxtrot) Departed (golf) Entry (hotel)
Position
True bearing (first 3 digits) and distance (state distance in nautical miles) from a clearly identified landmark (state landmark) A 3-digit group A 3-digit group Name of last port of call Entry time expressed as in (B) and entry position expressed as in (C) or (D) Name of port and date and time group expressed as in (B) State whether a deep-sea or local pilot is board Exit time expressed as in (B) and exit position expressed as in (C) or (D) Intended track
E F G
True course Speed in knots and tenths of knots Port of departure
Date, time and point of entry into system
Destination and ETA (india) Pilot (juliet) Exit (kilo) Route (lima) Radiocommunications (mike) Next report (november)
Destination and expected time of arrival
Pilot Date, time and point of exit from system or arrival at the ships destination Route information
Radiocommunications
State in full names of stations/frequencies guarded Date time group expressed as in (B)
Time of next report
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Draught (oscar)
Maximum present static draught in metres
4-digit group giving metres and centimeters. Cargo and brief details of any dangerous cargoes as well as harmful substances and gases that could endanger persons or the environment (see detailed reporting requirements) Brief details of defects, damage, deficiencies or other limitations (see detailed reporting requirements) Brief details of type of pollution (oil, chemicals, etc.) or dangerous goods lost overboard; position expressed as in (C) or (D) (see detailed reporting requirements) Brief details of weather and sea conditions prevailing Details of name and particulars of ships representative or owner or both for provision of information (see detailed reporting requirements) Details of length, breadth, tonnage, and type, etc., as required
Cargo (papa)
Cargo on board
Defect, damage deficiency,limitations (quebec)
Defects/damage /deficiencies/ other limitations
Pollution / dangerous goods lost overboard (romeo)
Description of pollution or dangerous goods lost overboard
Weather (sierra)
Weather conditions
Agent (tango)
Ships representative and/or owner
Size and type (uniform)
Ship size and type
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Medic (victor)
Medical personnel
Doctor, physicians assistant, nurse, personnel without medical training State number
Persons (whiskey)
Total number of persons on board
Remarks (x-ray)
Miscellaneous
Any other informationincluding, as appropriate, brief details of incident and of other ships involved either in incident, assistance or salvage (see detailed reporting requirements) Content of report No further information required
Relay (yankee) End of report (zulu)
Request to relay report to another system, e.g., AMVER, AUSREP, JASREP, MAREP, etc. End of report
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GUIDELINES FOR DETAILED REPORTING REQUIREMENTS Dangerous goods report (DG) Primary reports should contain items A, B, C (or D), M, Q, R, S, T, U, X of the standard reporting format; details for R should be as follows: R 1 2 3 4 5 Correct technical name or names of goods UN number or numbers IMO hazard class or classes Names of manufacturers of goods when known, or consignee or consignor. Types of packages, including identification marks. Specify whether portable tank or tank vehicle, or whether vehicle or freight container or other cargo transport unit containing packages. Include official registration marks and numbers assigned to the unit. An estimate of the quantity and likely condition of the goods. Whether lost goods floated or sank. Whether loss is continuing. Cause of loss.
6 7 8 9
If the condition of the ship is such that there is danger of further loss of packaged dangerous goods into the sea, items P and Q of the standard reporting format should be reported; details for P should be as follows: P 1 2 3 4 5 Correct technical name or names of goods. UN number or numbers. IMO hazard class or classes. Names of manufacturers of goods when known, or consignee or consignor. Types of packages, including identification marks. Specify whether portable tank or tank vehicle, or whether vehicle or freight container or other cargo transport unit containing packages. Include official registration marks and numbers assigned to the unit. An estimate of the quantity and likely condition of the goods.
Particulars not immediately available should be inserted in a supplementary message or messages.
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Harmful substances reports (HS) In the case of actual discharge, primary HS reports should contain items A, B, C (or D), E, F, L, M, N, Q, R, S, T, U, X of the standard reporting format. In the case of portable discharge (see 3,4), item P should also be included. Details for P, Q, R, T and X should be as follows: P 1 2 3 4 Type of oil or the correct technical name of the noxious liquid substances onboard. UN number or numbers. Pollution category (A, B, C or D), for noxious liquid substances. Names of manufactures of substances, if appropriate, when known, or consignee or consignor. Quantity. Condition of the ship as relevant. Ability to transfer cargo/ballast/fuel. Type of oil or the correct technical name of the noxious liquid discharged into the sea. UN number or numbers. Pollution category (A, B, C or D), for noxious liquid substances. Names of manufactures of substances, if appropriate, when known, or consignee or consignor. An estimate of the quantity of the substances. Weather lost substances floated or sank. Whether loss continuing. Cause of loss. Estimate of the movement of the discharge or lost substances, giving current conditions if known. Estimate of the surface area of the spill if possible. Name, address, telex and telephone number of the ships owner and representative, (charterer, manager or operator of the ship or their agent). Action being taken with regard to the discharge and the movement of the ship. Assistance or salvage efforts which have been requested of which have been provided by others. The master of an assisting or salvaging ship should report the particulars of the action undertaken or planned.
5 Q 1 2 R 1
2 3 4
5 6 7 8 9
10 T 1
1 2
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After the transmission of the information referred to above in the initial report, as much as possible of the information essential for the protection of the marine environment as is appropriate to the incident should be reported in a supplementary report as soon as possible. That information should include items P, Q, R, S and X. The master of any ship engaged in or requested to engage in an operation to render assistance or undertake salvage should report, as far as practicable, items A, B, C (or D), E, F, L, M, N, P, Q, R, S, T, U, X of the standard reporting format. The master should also keep the coastal State informed of developments. Marine pollutants reports (MP) In the case of actual discharge, primary MP reports should contain items A, B, C (or D), M, Q, R, S T, U, X or the standard reporting format. In the case of probable discharge (see 3,4) item P should also be included. Details for P, Q, R, T and X should be as follows: P 1 2 3 4 5 Correct technical name or names of goods. UN number or numbers. IMO hazard class or classes. Names of manufacturers of goods when known, or consignee or consignor. Types of packages, including identification marks. Specify whether portable tank or tank vehicle, or whether vehicle or freight container or other cargo transport unit containing packages. Include official registration marks and numbers assigned to the unit. An estimate of the quantity and likely condition of the goods. Condition of the ship as relevant. Ability to transfer cargo/ballast/fuel. Correct technical name or names of goods. UN number or numbers. IMO hazard class or classes. Names of manufacturers of goods when known, or consignee or consignor. Types of packages, including identification marks. Specify whether portable tank or tank vehicle, or whether vehicle or freight container or other cargo transport unit containing packages. Include official registration marks and numbers assigned to the unit. An estimate of the quantity and likely condition of the goods. Weather lost goods floated or sank. Weather loss is continuing. Cause of loss.
6 Q 1 2 R 1 2 3 4 5
6 7 8 9
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Name, address, telex and telephone number of the ships owner and representative, (charterer, manager or operator of the ship or their agent). Action being taken with regard to the discharge and the movement of the ship. Assistance or salvage efforts which have been requested of which have been provided by others. The master of an assisting or salvaging ship should report the particulars of the action undertaken or planned.
1 2
After the transmission of the information referred to above in the initial report, as possible of the information essential for the protection of the marine environment as is appropriate to the incident should be reported. That information should include items P, Q, R, S and X. The master of any ship engaged in or requested to engage in an operation to render assistance or undertake salvage should report, as far as practicable, items A, B, C (or D), M, P, Q, R, S, T, U, X of the standard reporting format. The master should also keep the coastal State informed of developments. Probability of discharge 1 The probability of a discharge resulting from damage to the ship or its equipment is a reason for making a report. In judging whether there is such a probability and whether the report should be made, the following factors, among others, should be taken into account: .1 .2 the nature of the damage, failure or breakdown of the ship, machinery or equipment; and sea and wind state and also traffic density in the area at the time and place of the incident.
It is recognized that it would be impracticable to lay down precise definitions of all types of incidents involving probable discharge which would warrant an obligation to report. Nevertheless, as a general guideline the master of the ship should make reports in cases of: .3 damage, failure or breakdown which affects the safety of ships; examples of such incident are collision, grounding, fire, explosion, structural failure, flooding, cargo shifting; and failure or breakdown of machinery or equipment which results in impairment of the safety of navigation; examples of such incidents are failure or breakdown of steering gear, propulsion plant, electrical generating system, essential shipborne navigational aids.
.4
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SAMPLE FORMAT FOR INITIAL NOTIFICATION
The format of the INITIAL report as well as supplementary or follow-up reports should conform with the quidance contained in Res. A. 851 (20). A sample format for INITIAL report is shown on pages 28 to 29 It should be noted that much of the information to be included in the initial report could be entered on the report form prior to any incident and thus save time should an incident occur. It is required that an initial report form be part completed in this manner at the commencement of each voyage and be retained on the Bridge ready to be fully completed and transmitted in the event of an incident occurring. A copy of the current information on the status of the cargo, ballast and bunker tanks will be retained on the Bridge also, to facilitate the completion of the initial report.
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INCIDENT REPORTING FORMAT
SHIPBOARD OIL POLLUTION EMERGENCY PLAN FORMAT FOR INITIAL NOTIFICATION
AA (SHIP NAME, CALL SIGN, FLAG)
BB (DATE AND TIME OF EVENT, UTC) l___l___l___l___l___l___l

D D H H M M
CC (POSITION, LAT, LONG) l___l___l___l___lN__lS__l d d m m l___l___l___l___l___lE__lW __l
OR
DD (BEARING, DISTANCE FROM LANDMARK) l___l___l___l d d d l_____l N miles
EE (COURSE) l___l___l___l d d d
FF (SPEED, KNOTS) l___l___l___l kn kn 1/10
LL (INTENDED TRACK)
MM (RADIO STATION(S) GUARDED)
NN (DATE AND TIME OF NEXT REPORT, VTC) l___l___l___l___l___l___l

D D H H M M
PP (TYPE AND QUANTITY OF CARGO/BUNKERS ON BOARD)
QQ (BRIEF DETAILS OF DEFECTS/DEFICIENCIES/DAMAGE)
RR (BRIEF DETAILS OF POLLUTION, INCLUDING ESTIMATE OF QUANTITY LOST)
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SS 0(BRIEF DETAILS OF WEATHER AND SEA CONDITIONS) l-Direction l I I I-Speed l___l___l___l (Beaufort) Swell l-Direction l___l___l___l l l (m) l l-Height
Wind
TT (CONTACT DETAILS OF SHIPS OWNER/OPERATOR/AGENT)
VV (SHIP SIZE AND TYPE) Lenght: (m); Breadth: (m); Draught: (m); Type:
XX (ADDITIONAL INFORMATION) Brief details of Incident: Need for outside assistance: Actions being taken: Number of crew and details of any injuries: Details of P&I club & local correspondent: Others
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2.2.3
Whom to Contact
2.2.3.1 Coastal State Contacts In order to expedite response and minimize damage from an oil pollution incident, it is essential that appropriate Coastal States be notified without delay. In this context the use of the list of agencies or officials of Administrations responsible for receiving and processing reports (so called focal points) as developed and updated by the Organization (IMO) in accordance with article 8 of the Convention (MARPOL 73/78). Such a list is shown under APPENDIX APP 2. In the absence of such a list or listed focal point for a single Country/Coastal State, the MASTER should contact by the quickest available means - the nearest coastal radio station, or - the designated ship movement reporting station, or - the nearest Rescure Co-Ordination Centre (RCC).
2.2.3.2 Port Contacts For the ship in port, notification of local agencies, combating teams or clean- up companies will speed response. If an oil spill occur during the ships stay in a port or at an oil terminal, whether operational or as a result of an accident, the MASTER should inform the appropriate local agencies (e.g.National Response Center, Terminal/ Port Authorities etc.) without undue delay. If the ship is engaged in a regular service between ports/terminals the MASTER or any other person aboard delegated by the MASTER should provide a list with the relevant Port Contact addresses for each port served regularly of Authorities/persons and/ or terminals dealing with an oil spill. This list should be regularly updated. The PORT CONTACT list is shown in the APPENDIX APP 3. If a change in the ships range of trade or a change in the addresses of persons Authorities of the ports/terminals served regularly takes place the MASTER or any other person aboard delegated by the Master is required to issuance a new list. Where ships service make it not feasible to carry out such a list the MASTER should seek quidance concerning such local Port Contacts and local reporting procedures upon arriving in port. Addresses obtained in this way should be documented aboard in the form that the MASTER considers most effective and should be attached to the Plan.
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2.2.3.3 Ship Interest Contacts For Ship Interest Contacts it is necessary to have information at the Masters disposal in case of an oil spill for informing the ships owner or operator, the local agent of the company, the appropriate P & I-Club and correspondents, clean-up contractors etc. This information should be provided in the form of a so called Ship Interest Contact list. The ship INTEREST CONTACT LIST is shown in the APPENDIX APP 4. To avoid a duplication of reports and to co-ordinate the Plan and Company Shoreside plan, responsible for informing the various Ship Interested Contact is vessels OPERATOR.
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SECTION 3 - STEPS TO CONTROL DISCHARGE
PAGE
3.1 3.2 3.3
GENERAL OPERATION SPILLS SPILLS RESULTING FROM CASUALTIES
32 33 45
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3.1
GENERAL
This section ensures that the provision of Regulation 26 of Annex I of MARPOL 73/78 regarding steps to control discharge are complied with, and includes information relating to operational spills and spills resulting from casualties. Ships personnel will almost always be in the best position to take quick action to mitigate or control the discharge of oil from the ship. This Plan provides the MASTER with clear guidance on how to accomplish this mitigation for a variety of situations. The Plan not only outlines action to be taken, but also identifies who onboard is responsible so that confusion during the emergency can be avoided. Discharges can be as categorized into two main headings and a number of subheadings, these are: 1. OPERATIONAL DISCHARGES PIPE LEAKAGE TANK OVERFLOW HULL LEAKAGE CASUALTY DISCHARGES GROUNDING FIRE/EXPLOSION COLLISION HULL FAILURE EXCESSIVE LIST CONTAINMENT SYSTEM FAILURE DANGEROUS REACTIONS OF CARGO/CONTAMINATION YELDING HAZARDOUS CONDITION OTHER DANGEROUS CARGO RELEASE LOSS OF TANK ENVIRONMENTAL CONTROL SUBMERGED/ FOUNDERED WRECKED / STRANDED HAZARDOUS VAPOURS RELEASE
2.
The remainder of SECTION 3 details the action to be taken in the event of one or more of the above incidents occurring to the Ships.
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3.2
OPERATIONAL SPILLS
3.2.1.
OPERATIONAL SPILL PREVENTION SHIP/SHORE SAFETY CHECK LIST
ACTION TO BE TAKEN
CREW MEMBER
1. 2. 3.
Prepare cleaning equipment Check general alarm Organize and check communication - loading place - bridge - engine room
Bosun
Third Officer First Officer Third Officer Duty engineer
4.
Check Ships mooring
Duty Officer
5.
Put towing wires into position - fore - aft
First Officer Second Officer
6.
Check access between the Ship and shore
Duty Officer
7.
Make ship ready to move under its own power
Master
8.
Person responsible for loading/discharging
First Officer
9.
Person responsible for bunkering
Chief Engineer
10.
Read local cargo handling/bunkering regulations
Master, First Officer Chief Engineer
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11.
Agree ship-shore communication (get phone numbers and/or VHF/UHF channels to be used and keep recorded on the appropr. form) Agree procedures for cargo and ballast handling
Duty Officer
12.
First Officer
13.
Agree procedures for bunkers handling
Chief engineer
14.
Agree emergency shut down procedure
First Officer
15.
Make ready fire hoses and fire fighting equipment
A.B. on duty
16.
Check cargo/bunker hoses arms All flange connections shall be fully bolted
Third Engineer
17.
Effectively plug all scuppers and dip trays Accumulation of water shall be drained off
A.B. on duty
18.
Close and blank all unused cargo and bunker connections. Blank flanges shall be fully bolted.
Third Engineer
19.
Close and lash sea overboard dish valves when not in use
First Officer
20.
Close all cargo and bunker tank lids
Third Engineer
21.
Check whether hand torches and VHF/UHF transceivers are of an approved type
Third Officer
22.
Earth ships main aerials
GMSDSS General operator on duty
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23.
Switch off radars
Third Officer
24.
Disconnect from power electrical cables to portable electrical equipment
Electrician
25.
Close all external doors and ports in accommodation leading on to or overlooking the tank deck
A.B. on duty
26.
Close air condition intakes which may permit the entry of cargo vaporous
First Officer
27.
Prohibit smoking, use of naked fire
First Officer
28.
Observe the requirements for use of galley and other cooking appliances
Electrician
29.
Make available emergency escapes
Duty Engineer
30.
Exhibit International Code signals for carriage of dangerous cargoes
Duty Officer
31.
Keep sufficient personnel on board to deal / with an emergency
Master
32.
Put in place adequate insulating means in the ship/shore connection
First Officer
33.
Ensure sufficient pumproom ventilation
First Officer
34.
Prepare report for transmission to coast radio station and the operator in case of oil spill
Master
35.
Inform the Port Authority if tank cleaning operations planned during the ship stay alongside the shore installation
Master
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3.2.2
PIPE LEAKAGE
Pipeline leakage will occur during: - loading/deballasting - discharging/ballasting - bunkering - transfer of cargo and/or bunker ashore - transfer of cargo and/or bunker into a barge or other ship THESE OPERATIONS SHOULD NOT BE STARTED UNTIL THE REQUIREMENTS OF CHECK LIST HAVE BEEN MET (see SHIP/SHORE SAFETY CHECK LIST, page 33)
Pipeline leakage can also occur from hydraulic pipeline of: - winches - windlasses - crane In case the oil spilled over side or spillage is inevitable the MASTER must inform Coastal Authorities. If at sea MASTER must consider: - taking vessel further off shore - the tides, wind and sea state
3.2.2.1 ACTIONS TAKEN TO STOP OIL SPILL - STOP ALL OPERATIONS IMMEDIATELY - CLOSE VALVES If spills are from manifold hoses or cowline - stop cargo pumps with emergency stop - close manifold valves - affected section should be drained down to an available empty or slack tank If the source of leakage are pumproom sea valves relive any pressure from relevant section of the line by: - opening up the line to an empty tank, or - using a stripping pump to empty tank DO NOT RE-COMMENCE OPERATION UNTIL SOURCE OF SPILL IS IDENTIFIED AND REMOVED OR RECTIFIED
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3.2.2.2 PREVENTION OF FIRE AND EXPLOSION All possible sources of ignition should be eliminated. Action taken to prevent released oil or flammable vapours entering accommodation and engine room spaces: - shut down all none essential air intakes - shut off ventilation - close all external doors and ports in accommodation - alter course upwind of the slick (if at sea)
3.2.2.3 ON DECK CLEAN - UP PROCEDURE - Plug all scuppers and secure drip trays on deck - Position sorbent material to prevent oil from reaching the railing The oil or should be never washed overside. Remember that sudden rain shower, failure of fire main or further spillage can easily overflow the contain oil over the side. - With a substantial leakage consideration must be given to listing the ship (if in port), or changing its trim. - commence clean-up using the onboard clean-up equipment - containe oil should be transferred to a slop tank by portable pumps - dispose used clean-up material into drums In case the oil spilled over side there is very little that the ship personnel can do to respond practically and reliance must be placed on shore Authorities and organization. CHEMICALS SHOULD NOT BE USED TO DISPERSE THE OIL UNLESS ACCEPTABLE TO THE LOCAL AUTHORITIES
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3.2.2.4 ACTION CHECK LIST
PROBLEM
ACTION TO BE TAKEN
CREW MEMBER
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
PIPE LEAKAGE
Inform Coastal State Authorities Inform Contact List in Section 2 Activate Clean-Up Procedures Take Photographs Obtain Names of Shore Personnel Secure Statements Monitor containment and clean-up act. Stop product flow Locate Leakage Secure Leakage Repair Leakage In charge of clean-up operations Prevention of fire and explosion Liaison with Shore Clean-up team Determine quantity of oil lost Have at hand oil Specification Oil record book available Obtain sample of oil from deck Obtain sample of oil from water Remove clean-up material to shore
Master Master Master Master Master Master Master First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer First Officer First Officer First Officer First Officer Chief Engineer First Officer Chief Engineer Second Engineer Second Engineer Second Engineer
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3.2.3
TANK OVERFLOW Tank overflow will occur during: - loading/deballasting - bunkering THESE OPERATIONS SHOULD NOT BE STARTED UNTIL THE REQUIREMENTS OF CHECK LIST HAVE BEEN MET (see SHIP/SHORE SAFETY CHECK LIST, page 33) In case the oil spilled over side or spillage is inevitable the MASTER must inform Coastal Authorities. If at sea MASTER must consider: - taking vessel further off shore - the tides, wind and sea state
3.2.3.1 ACTIONS TAKEN TO STOP OIL SPILL STOP ALL OPERATIONS IMMEDIATELY Lower the oil level within the tank by dropping cargo/bunker back to empty or slack tank If all tanks are full make ready pumps and transfer the excess cargo/bunker ashore or into barges
DO NOT RE-COMMENCE OPERATION UNTIL SOURCE OF SPILL IS IDENTIFIED AND REMOVED OR RECTIFIED
3.2.3.2 PREVENTION OF FIRE AND EXPLOSION All possible sources of ignition should be eliminated. Action taken to prevent released oil or flammable vapours entering accommodation and engine room spaces: shut all none essential air intakes shut down ventilation close all external doors and ports in accommodation alter course upwind of the slick (if at sea)
3.2.3.3 ON DECK CLEAN-UP PROCEDURE Plug all scuppers and secure drip trays on deck Position sorbent material to prevent oil from reaching the railing The oil should be never washed overside. Remember that sudden rain shower, failure of fire main or further spillage can easly overflow the contain oil over the side.
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With a substantial leakage consideration must be given to listing the ship (if in port), or changing its trim. commence clean-up by using the onboard clean-up equipment containe oil should be transferred to a slop tank by portable pumps dispose used clean-up material into drums
In case the oil spilled over side there is very little that the ship personnel can do to respond practically and reliancy must be placed on shore Authorities and organization. CHEMICALS SHOULD NOT BE USED TO DISPERSE THE OIL UNLESS ACCEPTABLE TO THE LOCAL AUTHORITIES
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PROBLEM
ACTION TO BE TAKEN
CREW MEMBER
TANK OVERFLOW
Inform Coastal State Authorities
Master
2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Inform Contact List in Section 2 Activate Clean-Up Procedures Take Photographs Obtain Names of Shore Personnel Secure Statements Monitor containment and clean-up act. Stop product flow Prevention of fire and explosion Remove level Of Oil from Tank Prepare to run Oil into other Tank Prepare to Pump Oil Ashore Determine quantity of Oil Lost Have at Hand Oil Specifications Oil record book available In charge of Clean-up Operations Liaison with Shore Clean-up team Obtain sample of oil from deck Obtain sample of oil from water Remove clean-up material to shore
Master Master Master Master Master Master First Officer Chief Engineer First Officer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer First Officer Second Engineer Second Engineer Second Engineer
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3.2.4
HULL LEAKAGE
If hull leakage occurs the MASTER must inform Coastal Authorities of an actual discharge and taken immediate action to stop spill and to minimize hazard from fire and explosion. If at sea MASTER must consider: - taking vessel further off shore - the tides, wind and sea state 3.2.4.1 ACTION TAKEN TO STOP OIL SPILL STOP ALL OPERATIONS IMMEDIATELY
If it is not possible to identify the specific tank from which leakage is occurring the necessary actions are: - Sound all cargo/bunker tanks. Sounding to be compared with last sounding Water finding paste or other means used to locate the area of hull leakage. If necessary divers will have to be called in. - Reduce the levels of all tanks in the vicinity by internal transfer or discharge on shore. Do not forget the impact on ships stability and stress. - Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. This action will need to be taken promptly if it is to have significant impact on the oil released from tanks that are already open the sea. Upon identification of the leaking tank(s) necessary actions are: - Reduce the level in the tank(s) if full Do not forget the impact on ships stability and stress. - Isolate damaged tank by hermetically closing the tank, if possible. If the leakage is from a side damage below the water line in order to lessen the inrush the sea water it may be necessary to raise the damage area. The transfer of ballast or cargo may have to be undertaken to bring damage area out of the water. Do not forget the impact on ships stability and stress. - If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level in the tank, if full and than pumping a water bottom into the damaged tank. - Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. - Close inert gas valves serving those tanks which are damaged - Evaluate the necessity of transferring cargo/bunker internally from damaged to intact tank. Do not forget the impact on ships stability and stress. - Evaluate the necessity of transferring cargo and/or bunker onshore, or to barges or othership and request such assistance accordingly. Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER GUIDE. Do not forget the impact on ships stability and stress. - If the ship has a list due to loose of ballast, by cargo, bunker, or buoyancy rearrange the cargo/bunker or ballast by internal transfer operation to get ship level. Do not forget the impact on ships stability and stress. DO NOT RE-COMMENCE OPERATION UNTIL SOURCE OF SPILL IS IDENTIFIED AND REMOVED OR RECTIFIED
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3.2.4.2 PREVENTION OF FIRE AND EXPLOSION All possible sources of ignition should be eliminated. Action taken to prevent or flammable vapours entering accommodation and engine room spaces: shut down all none essential air intakes shut of ventilation close all external doors and ports in accommodation alter course upwind of the slick (if at sea)
3.2.4.3 CLEAN-UP PROCEDURE Once the oil is in the water there is very little what the ship personnel can do to respond practically and reliancy must be placed on shore Authorities and Organization. CHEMICALS SHOULD NOT BE USED TO DISPERSE THE OIL UNLESS ACCEPTABLE TO THE LOCAL AUTHORITIES
3.2.4.4 SHIPS STABILITY AND STRESS Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full appreciation of the likely impact on the vessels stability and stress. When the damages is extensive, the impact of internal transfer on stability and stress may be impossible for the vessels personnel to assess.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to computerized damage stability and residual strength calculation. (see App 4 Ship interest contact) Contact have to be with OPERATORS HEAD OFFICE ERS will require following information to make damage stability and damage longitudinal stress assessment calculation: - Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such) - Fuel oil, amount and distribution - Location and extent of damage observed (identify by frames, bulkheads, deck) - Location and extent of damage surmised (identify by frames, bulkheads, deck) - Draft (fore, aft, mid port, mid stb.) - Loss or change in amounts of cargo/bunker and disposition - Detail any action already taken - Wind, strength and direction - Sea and swell, height and direction - Current, speed and direction - Weather forecast - Air and sea temperature - Other locally significant features Having received these informations the OPERATOR will contact ERS and after ERS assessment calculation advise Master what action can be safety taken to minimize the damage and prevent further pollution.
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PROBLEM
ACTION TO BE TAKEN
CREW MEMBER
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
HULL LEAKAGE
Inform Coastal State Authorities Inform Contact List in Section 2 Activate Clean-Up Procedures Take Photographs Obtain Names of Shore Personnel Secure Statements Monitor containment and clean-up act. Prevention of fire and explosion Sound all cargo/oil tanks Note Quantities of oil Onboard Prepare to run oil into other Tank Prepare to Pump oil Ashore Determine quantity of oil Lost Have at Hand oil Specifications Oil record book available In charge of Clean-up Operations In charge of damage control and repair Obtain sample of oil from the Water Reduce the levels of all tanks in vicinity by internal transfer or discharge onshore In charge of stability and stress Reduce the level in the leaking tank(s) if full, and isolate them Internal transfer of cargo/bunkers Transferring cargo and/or bunkers ashore or to another ship Determine if rearrangement of bunkers or ballast is required in case of vessels list
Master Master Master Master Master Master Master First Officer Third Officer Third Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer Second Engineer First Officer Chief Engineer First Officer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
22 23
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3.3
SPILLS RESULTING FROM CASUALTIES In responding to a casualty the MASTERS priority will be to ensure the safety of personnel and the ship and to take action to prevent escalation of theincident whilst minimizing pollution. As this Plan deals with oil pollution incident this section is limited to the casualties which consequences are ACTUAL or PROBABLE OIL DISCHARGE.
3.3.1
GROUNDING In the event of the vessel grounding the MASTERS first priority must be to the safety of personnel and the ship and to initiate action which may prevent escalation of the incident. When grounding occurs: - sound GENERAL ALARM immediately - the personnel muster at their designated MUSTER STATION As this Plan deals with oil pollution incident this section is limited to the grounding which consequences are ACTUAL or PROBABLE oil discharge. The MASTER must inform the Coastal Authorities of the occurrence of an actual or probable discharge due to grounding and take immediate action to stop or minimize spill and to minimize hazards from fire and explosion. The MASTER should consider: - danger to the crew if the ship should slide off grounding site - danger of ship being broken down by heavy seas or swells - health hazards to the crew and surrounding population due to release of hazardous substances in dangerous concentrations - that fire may start due to released flammable substances caused by uncontrolled ignition sources - is the ship constantly being strucke in the seaway? - is the ship exposed to torsion? - is there large difference in the tidal ranges at the grounding site? - are there strong tidal current in the grounding area? - may the ship drift further up on the shore due to high tides, wind and waves? The MASTER should also evaluate the question of refloating the vessel by own means. Before such an attempt is made, it must be determined: - Whether the ship is damaged in such a way that it may sink, break up or capsize after getting off; - Whether the ship after getting off may have maneuvering problems upon leaving the dangerous area by own means - Whether machinery, rudder or propeller are damaged due to grounding or may be damaged by trying to get off ground by own means, - Whether the ship may be trimmed or lightened sufficiently to avoid damage to other tanks in order to reduce additional pollution from bunker spillage - Weather evaluation: whether there is time/reason to await improvements in weather or tide
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If the risk of further damage to the ship is greater in an attempt to refloat the ship by own means, than in remaining aground until professional assistance has been obtained the MASTER should try to prevent the ship from moving from its present position - by dropping anchors (adequate water depth and anchor ground provided) - by taking ballast into empty tanks, if possible. Do not forget the impact on ships stability and stress
3.3.1.1 PREVENTION OF FIRE AND EXPLOSION All possible sources of ignition should be eliminated. Action taken to prevent flammable vapours entering accommodation and engine room spaces: - shut all none essential air intakes - shut down ventilation - close all external doors and ports in accommodation - alter course upwind of the slick (if at sea)
3.3.1.2 ASSESS THE EXTENT OF DAMAGE Visual inspection all compartment Check for visible oil along hull or in wake of the ship. At night a stick with white cloth around it may be lowered into sea water along side the ship to check for oil leakages. Sound all cargo, bunker and ballast tanks and all other compartments which have contact with the sea. Sounding to be compared with last soundings to check for possible oil leakages. Prohibit indiscriminate openings of ullage plugs, sounding caps, ports etc. which could results in loss of buoyancy. Sound to be taken around the ship to establish the ship position on the grounding area.
3.3.1.3 PROCEDURES TO REDUCE OR STOP OUTFLOW OF OIL When significant damage is sustained in the way of cargo or fuel tank this tank will be released fairly rapidly until hydrostatic balance is achieved and the rate of release will be reduce and be governed by the rate at which oil is displaced by the water flowing in under the oil. Especially if the damage is severe the time available for preventive action will be limited. If it is not possible to identify the specific tank(s) from which leakage is occurring the necessary actions are: - Reduce the level of all tanks in the vicinity. Do not forget the impact on ships stability and stress. - Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. This action will need to be taken promptly if it is to have significant impact on the oil or released from tanks that are already open the sea. Upon identification of the leaking tank(s) the necessary actions are: - Reduce the level in the tank(s) if full Do not forget the impact on ships stability and stress. - Isolate damaged tank by hermetically closing the tank, if possible.
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If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level in the tank, if full and than pumping a water bottom into the damaged tank. Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. close inert gas valves serving those tanks which are damaged. Transfer of cargo/bunker internally from damaged to intact tank provided shipboard piping system is in operational condition. Do not forget the impact on ships stability and stress. Evaluate the necessity of transfering cargo and/or bunker to barges or other ship and request such assistance accordingly. Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER GUIDE. Do not forget the impact on ships stability and stress. If the ship has a list (after refloating action take place) due to lose of ballast, cargo, bunker or buoyancy rearrange the bunker or ballast by internal transfer operation to get ship level. Do not forget the impact on ships stability and stress
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to computerized damage stability and residual strength calculation. (see App 4 Ship interest contact) Contact have to be with OPERATORS HEAD OFFICE ERS will require following information to make damage stability and damage longitudinal stress assessment calculation: Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such) Fuel oil, amount and distribution Draft when a float (prior to grounding) Location and extent of damage observed (identify by frames, bulkheads, deck) Location and extent of damage surmised (identify by frames, bulkheads, deck) Extent to which aground (if applicable) Draft (fore, aft, mid port, mid stb.) Loss or change in amounts of cargo/bunker and disposition Detail any action already taken Tide, range of tide, falling or rising Wind, strength and direction Sea and swell, height and direction Current, speed and direction Weather forecast Air and sea temperature Nature of the bottom Other locally significant features
Having received these informations the OPERATOR will contact ERS and after ERS assessment calculation advise Master what action can be safety taken to minimize the damage and prevent further pollution.
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3.3.1.5 JETTISON OF CARGO WITHOUT CHANGING STRESS SITUATION The jettison of cargo is an extreme measure justified only as a means of saving life at sea or for the safety of the vessel. A decision to jettison cargo should therefore not be taken until all the alternative options have been considered in the light of available information upon stability and reserve buoyancy. In that case following precautions should be taken: - alert engine room personnel - consider changing E.R. intakes from high to low level - prevention of fire and explosion - all non essential inlets should be closed - rig flexible hoses (for discharge from manifold) to extend below the water surface - broadcast a radio warning
3.3.1.6 CO-ORDINATE WITH COASTAL AUTHORITIES Quick, efficient co-ordination between the ship and the Coastal Authorities is vital in mitigating the effect of pollution. Authorization prior to undertaking mitigating action must always be received from the Coastal Authorities: - Any cargo and/or bunker ship to ship transfer procedure should be followed and co-ordinated with the Coastal Authorities. - Refloating actions to be undertaken only with consent of and in co-operation with Coastal Authorities: - After refloating action take place if it is possible to manoeuvre, the MASTER in conjunction with Coastal Authorities may consider moving the vessel to a more suitable location in order for example, to facilitate emergency repair work or lightening operations, or to reduce the threat posed to any particularly sensitive shoreline areas. - If it is find out necessary to jettison of cargo or bunker, Coastal State permission must be obtained for this action. CHEMICALS SHOULD NOT BE USED TO DISPERSE THE OIL UNLESS ACCEPTABLE TO THE LOCAL AUTHORITIES
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PROBLEM 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 GROUNDING
ACTION TO BE TAKEN Sound General Alarm Muster the personnel at their designated Muster Station Inform Coastal State Authorities Inform Contact List in Section 2 Activate Clean-Up Procedures Take Photographs Obtain Names of Shore Personnel Secure Statements Monitor containment and clean-up activities Prevention of fire and explosion Assess extent of damage In charge of Pollution Control In charge of stability and stress Sound around the vessel Sound Ballast and Cargo tanks Sound all oil tanks Determine state of tides In charge of ballast, cargo/bunker transfer In charge of damage control and repaired Reduce the levels of all tanks in vicinity by internal transfer or discharge onshore Reduce the level in the leaking tank(s) if full, and isolate them Internal transfer of cargo/bunkers Transferring cargo and/or bunkers ashore or to Determine if rearrangement of cargo/bunkers or ballast is required in case of vessels list
CREW MEMBER Master Master Master Master Master Master Master Master Master First Officer First Officer First Officer First Officer Second Officer Third Officer Third Engineer Second Officer Second Engineer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
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3.3.2
FIRE AND EXPLOSION In the event of a fire and explosion the MASTERS first priority must be to the safety of personnel and the ship and to take action to prevent escalation of the incident. Should a fire and explosion occur on board: - sound GENERAL ALARM immediately - further action should be initiated in accordance with the Ships MUSTER LIST
As this Plan deals with oil pollution incident this section is limited to the fires and explosion which consequences are ACTUAL or PROBABLE oil discharge. The MASTER must inform the Coastal Authorities of occurrence of an actual or probable discharge and take immediate action to stop or minimize spill and to minimize hazards from fire and explosion.
3.3.2.1 THE FOLLOWING PRIORITY ACTIONS MUST BE TAKEN: stop all operations (loading/discharging, bunkering, ballasting, tank washing etc.) close all valves stop all ventilation shut all openings of enclosed spaces (engine room, accommodation, cargo tanks, deck houses etc.) stand by to disconnect hoses or arms (if in ports) bring engines to stand by (if in ports) remove any craft if alongside alter course upwind of the slick (if at sea)
3.3.2.2 ASSESS THE EXTENT OF DAMAGE Visual inspection all compartment Find out if there are any tanks damaged above or below waterline Check for visible oil along hull or in wake of the ship. At night a stick with white cloth around it may be lowered into sea water along side the ship to check for oil or leakages. Sound all cargo, bunker and ballast tanks and all other compartments which have contact with the sea. Sounding to be compared with last soundings to check for possible oil leakages. Prohibit indiscriminate openings of ullage plugs, sounding caps, ports etc. which could results in loss of buoyancy.
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3.3.2.3 PROCEDURES TO REDUCE OR STOP OUTFLOW When significant damage is sustained in the way of cargo or fuel tank this tank will be released fairly rapidly until hydrostatic balance is achieved and the rate of release will be reduce and be governed by the rate at which oil is displaced by the water flowing in under the oil. Especially if the damage is severe the time available for preventive action will be limited. If it is not possible to identify the specific tank(s) from which leakage is occurring the necessary actions are: - Reduce the level of all tanks in the vicinity. Do not forget the impact on ships stability and stress. - Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. This action will need to be taken promptly if it is to have significant impact on the oil released from tanks that are already open the sea. Upon identification of the leaking tank(s) the necessary actions are: - Reduce the level in the tank(s) if full Do not forget the impact on ships stability and stress. - Isolate damaged tank by hermetically closing the tank, if possible. - If the leakage is from a side damage below the water line in order to lessen the inrush the sea water it may be necessary to raise the damage area. The transfer of ballast or cargo may have to be undertaken to bring the damaged area out of water. Do not forget the impact on ships stability and stress. - If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level in the tank, if full, and then pump sea water into the bottom of the damaged tank. - Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. - Close inert gas valves serving those tanks which are damaged. - Transfer of cargo/bunker internally from damaged to intact tank provided shipboard piping system is in operational condition. Do not forget the impact on ships stability and stress. - Evaluate the necessity of transferring cargo and/or bunker to barges or other ship and request such assistance accordingly. Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER GUIDE. Do not forget the impact on ships stability and stress. - If the ship has a list due to lose of ballast, cargo, bunker or buoyancy rearrange the bunker or ballast by internal transfer operation to get ship level. Do not forget the impact on ships stability and stress. 3.3.2.4 SHIPS STABILITY AND STRESS - Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full appreciation of the likely impact on the vessels stability and stress. - When the damages is extensive, the impact of internal transfer on stability and stress may be impossible for the vessels personnel to assess. EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to computerized damage stability and residual strength calculation. (see App 4 Ship interest contact) Contact have to be with OPERATORS HEAD OFFICE ERC will require following information to make damage stability and damage longitudinal stress assessment calculation: - Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such) - Fuel oil, amount and distribution - Draft prior to structural damage - Location and extent of damage observed (identify by frames, bulkheads, deck) - Location and extent of damage surmised (identify by frames, bulkheads, deck) - Draft (fore, aft, mid port, mid stb.) - Loss or change in amounts of cargo/bunker and disposition
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Detail any action already taken Wind, strength and direction Sea and swell, height and direction Current, speed and direction Weather forecast Air and sea temperature Other locally significant features
3.3.2.5 JETTISON OF CARGO WITHOUT CHANGING STRESS SITUATION The jettison of cargo is an extreme measure justified only as a means of saving life at sea or for the safety of the vessel. A decision to jettison cargo should therefore not be taken until all the alternative options have been considered in the light of available information upon stability and reserve buoyancy. In that case following precautions should be taken: - alert engine room personnel - consider changing E.R.intakes from high to low level - prevention of fire and explosion - all non essential inlets should be closed - rig flexible hoses (for discharge from manifold) to extend below the water surface - broadcast a radio warning
3.3.2.6 CO-ORDINATE WITH COASTAL AUTHORITIES Quick, efficient co-ordination between the ship and the Coastal Authorities is vital in mitigating the effect of pollution. Authorization prior to undertaking mitigating action must always be received from the Coastal Authorities: - Any cargo and/or bunker ship to ship transfer procedure should be followed and co-ordinated with the Coastal Authorities. - If it is possible to manoeuvre, the MASTER in conjunction with Coastal Authorities may consider moving the vessel to a more suitable location in order for example, to facilitate emergency repair work or lightening operations, or to reduce the threat posed to any particularly sensitive shoreline areas. - If it is find out necessary to jettison of cargo or bunker coastal State must permission this action. CHEMICALS SHOULD NOT BE USED TO DISPERSE THE OIL UNLESS ACCEPTABLE TO THE LOCAL AUTHORITIES
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PROBLEM
ACTION TO BE TAKEN
CREW MEMBER
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
FIRE/EXPLOSION
Sound General Alarm Muster the personnel at their designated Muster Station Inform Coastal State Authorities Inform Contact List in Section 2 Activate Clean-Up Procedures Take Photographs Obtain Names of Shore Personnel Secure Statements Monitor containment and clean-up activities Direct Fire fighting Operations Assess extent of damage Prevention of fire and explosion In charge of Pollution Control In charge of stability and stress Sound Ballast and Cargo tanks Sound all oil tanks In charge of damage control and repairs In charge of ballast, cargo/bunker transfer
Master Master Master Master Master Master Master Master Master Master First Officer First Officer First Officer First Officer Third Officer Third Engineer Chief Engineer Second Engineer
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3.3.3
COLLISION In the event of a collision MASTERS first priority must be to a safety of personnel, the ship and ship which his own ship has been in collision with. When casualties occurs: - sound GENERAL ALARM immediately - the personnel muster at their designated MUSTER STATION - the MASTER should determine if immediate evacuation is necessary - Life boats to be prepared for launching, as per vessel's muster List - the GMDSS general operation on duty should broadcast distress alert and message under MASTER'S instructions - The MASTER should order ship's abandonment if he consider that this is the best course of action for the safety of lives, due to weather conditions and the vessel's situation (vessel's seaworthines)
As this Plan deals with oil pollution incident this section is limited to the collisions which consequences are ACTUAL or PROBABLE oil DISCHARGE. The MASTER must inform the Coastal Authorities of the occurrence of an actual or probable discharge and take immediate action to stop or minimize spill and to minimize hazards from fire and explosion. The following check list should assist the MASTER in assessing the situation: - Are any tanks penetrated above or below the waterline - If ship are dead in the water and interlocked, what is most prudent, to stay interlocked or separate? - Is there any oil spill at present - small or large? - Will a separation of the interlocked ships create a larger oil spill than if the ship stay interlocked? - If there is an oil spill, will the separation of the ships cause sparks that can ignite the spilled oil or other flammable substances leaked out from the ships? - Are the ships creating a greater danger to other traffic in the area if they are interlocked than if separated? - Is the ships are separated, how is the maneuverability of the own ship? If separation take place, take following action to mitigate the damage and pollution.
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3.3.3.2 ASSESS THE EXTENT OF DAMAGE Visual inspection all compartment Find out if there are any tanks damaged above or below waterline. Check for visible oil along hull or in wake of the ship. At night a stick with white cloth around it may be lowered into sea water along side the ship to check for oil leakages. Sound all cargo, bunker and ballast tanks and all other compartments which have contact with the sea. Sounding to be compared with last soundings to check for possible oil leakages. Prohibit indiscriminate openings of ullage plugs, sounding caps, ports etc. which could results in loss of buoyancy.
3.3.3.3 PROCEDURES TO REDUCE OR STOP OUTFLOW When significant damage is sustained in the way of cargo or fuel tank this tank will be released fairly rapidly until hydrostatic balance is achieved and the rate of release will be reduce and be governed by the rate at which oil is displaced by the water flowing in under the oil. Especially if the damage is severe the time available for preventive action will be limited. Upon identification of the leaking tank(s) the necessary actions are: - Reduce the level in the tank(s) if full Do not forget the impact on ships stability and stress. - Isolate damaged tank by hermetically closing the tank, if possible. - If the leakage is from a side damage below the water line in order to lessen the inrush the sea water it may be necessary to raise the damage area. The transfer of ballast or cargo may have to be undertaken to bring the damaged area out of water. Do not forget the impact on ships stability and stress. - If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level in the tank, if full, and then pump sea water into the bottom of the damaged tank. - Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. - Close inert gas valves serving those tanks which are damaged. - Transfer of cargo/bunker internally from damaged to intact tank provided shipboard piping system is in operational condition. Do not forget the impact on ships stability and stress. - Evaluate the necessity of transfering cargo and/or bunker to barges or other ship and request such assistance accordingly. Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER GUIDE. Do not forget the impact on ships stability and stress. - If the ship has a list due to lose of ballast, cargo, bunker or buoyancy rearrange the cargo/bunk or ballast by internal transfer operation to get ship level. Do not forget the impact on ships stability and stress.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
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Contact have to be with OPERATORS HEAD OFFICE ERC will require following information to make damage stability and damage longitudinal stress assessment calculation: - Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such) - Fuel oil, amount and distribution - Draft prior to structural damage - Location and extent of damage observed (identify by frames, bulkheads, deck) - Location and extent of damage surmised (identify by frames, bulkheads, deck) - Draft (fore, aft, mid port, mid stb.) - Loss or change in amounts of cargo/bunker and disposition - Detail any action already taken - Wind, strength and direction - Sea and swell, height and direction - Current, speed and direction - Weather forecast - Air and sea temperature - Other locally significant features Having received these informations the OPERATOR will contact ERS and after ERS assessment calculation advise Master what action can be safety taken to minimize the damage and prevent further pollution. 3.3.3.5 JETTISON OF CARGO WITHOUT CHANGING STRESS SITUATION The jettison of cargo is an extreme measure justified only as a means of saving lifeat sea or for the safety of the vessel. A decision to jettison cargo should therefore not be taken until all the alternative options have been considered in the light of available information upon stability and reserve buoyancy. In that case following precautions should be taken: - alert engine room personnel - consider changing E.R. intakes from high to low level - prevention of fire and explosion - all non essential inlets should be closed - rig flexible hoses (for discharge from manifold) to extend below the water surface - broadcast a radio warning 3.3.3.6 CO-ORDINATE WITH COASTAL AUTHORITIES Quick, efficient co-ordination between the ship and the Coastal Authorities is vital in mitigating the effect of pollution. Authorization prior to undertaking mitigating action must always be received from the Coastal Authorities: - Any cargo and/or bunker ship to ship transfer procedure should be followed and co-ordinated with the Coastal Authorities. - Separation to be undertaken only with consent of and in co-operation with Coastal Authorities - After separation take place if it is possible to manoeuvre, the MASTER in conjunction with Coastal Authorities may consider moving the vessel to a move suitable location in order for example, to facilitate emergency repair work or lightening operations, or to reduce the threat posed to any particularly sensitive shoreline areas.
If it is find out necessary to jettison of cargo or bunker coastal State must permission this action.
CHEMICALS SHOULD NOT BE USED TO DISPERSE THE OIL UNLESS ACCEPTABLE TO THE LOCAL AUTHORITIES
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PROBLEM
ACTION TO BE TAKEN
CREW MEMBER
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
COLLISION
Sound General Alarm Muster the personnel at their designated Muster Station Inform Coastal State Authorities Inform Contact List in Section 2 Activate Clean-Up Procedures Take Photographs Obtain Names of Shore Personnel Secure Statements Monitor containment and clean-up activities Prevention of fire and explosion Assess extent of damage In charge of Pollution Control In charge of stability and stress Sound Ballast and Cargo tanks Sound all oil tanks In charge of damage control and repairs In charge of balast, cargo/bunker transfer Reduce the levels of all tanks in vicinity by internal transfer or discharge onshore Reduce the level in the leaking tank(s) if full, and isolate them Internal transfer of cargo/bunkers. Transferring cargo and/or bunkers ashore or to another ship Determine if rearrangement of bunkers or ballast is required in case of vessels list
Master Master / Third Officer Master Master Master Master Master Master Master First Officer First Officer First Officer First Officer Third Officer Third Engineer Chief Engineer Second Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
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3.3.4
HULL FAILURE In the event of hull failure (loose of one or more shell plating, major cracks, severe damage) the MASTERS first priority must be to the safety of personnel and ship and to take action to prevent escalation of the incident. When casualties occurs: - sound GENERAL ALARM immediately - the personnel muster at their designated MUSTER STATION - the MASTER should determine if immediate evacuation is necessary - Life boats to be prepared for launching, as per vessel's muster List - the GMDSS general operation on duty should broadcast distress alert and message under MASTER'S instructions - The MASTER should order ship's abandonment if he consider that this is the best course of action for the safety of lives, due to weather conditions and the vessel's situation (vessel's seaworthines)
As this Plan deals with oil pollution incident this section is limited to the hull failure which Consequences are ACTUAL or PROBABLE oil discharge. The MASTER must inform the Coastal Authorities of the occurrence of an actual or probable discharge due to hull failure and take immediate action to stop or minimize spill and to minimize hazards from fire and explosion.
3.3.4.2 ASSESS THE EXTENT OF DAMAGE Visual inspection all compartment Find out if there are any tanks damaged above or below waterline. Check for visible oil or along hull or in wake of the ship. At night a stick with white cloth around it may be lowered into sea water along side the ship to check for oil leakages. Sound all cargo, bunker and ballast tanks and all other compartments which have contact with the sea. Sounding to be compared with last soundings to check for possible oil leakages. Prohibit indiscriminate openings of ullage plugs, sounding caps, ports etc. which could results in loss of buoyancy.
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3.3.4.3 PROCEDURES TO REDUCE OR STOP OUTFLOW OF OIL When significant damage is sustained in the way of cargo or a fuel tank, this tank will be released fairly rapidly until hydrostatic balance is achieved and the rate of release will be reduce and be governed by the rate at which oil is displaced by the water flowing in under the oil. Especially if the damage is severe the time available for preventive action will be limited. If it is not possible to identify the specific tank(s) from which leakage is occurring the necessary actions are: - Reduce the level of all tanks in the vicinity. Do not forget the impact on ships stability and stress. - Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. This action will need to be taken promptly if it is to have significant impact on the oil released from tanks that are already open the sea. Upon identification of the leaking tank(s) the necessary actions are: Reduce the level in the tank(s) if full Do not forget the impact on ships stability and stress. Isolate damaged tank by hermetically closing the tank, if possible. If the leakage is from a side damage below the water line in order to lessen the inrush the sea water it may be necessary to raise the damage area. The transfer of ballast or sea water it may be necessary to raise the damage area. The transfer of ballast or cargo may have to be undertaken to bring the damaged area out of water. If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level in the tank, if full, and then pump sea water into the bottom of the damaged tank. Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. Close inert gas valves serving those tanks which are damaged. Transfer of cargo/bunker internally from damaged to intact tank provided shipboard piping system is in operational condition. Do not forget the impact on ships stability and stress. Evaluate the necessity of transfering cargo and/or bunker to barges or other ship and request such assistance accordingly. Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER GUIDE. Do not forget the impact on ships stability and stress. If the ship has a list due to lose of ballast, cargo bunker or buoyancy rearrange the cargo/bunker or ballast by internal transfer operation to get ship level. Do not forget the impact on ships stability and stress.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to computerized damage stability and residual strength calculation. (see App 4 Ship interest contact) Contact have to be with OPERATORS HEAD OFFICE ERC will require following information to make damage stability and damage longitudinal stress assessment calculation: - Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such) - Fuel oil, amount and distribution - Draft prior to structural damage
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Location and extent of damage observed (identify by frames, bulkheads, deck) Location and extent of damage surmised (identify by frames, bulkheads, deck) Draft (fore, aft, mid port, mid starboard) Loss or change in amounts of cargo/bunker and disposition Detail any action already taken Wind, strength and direction Sea and swell, height and direction Current, speed and direction Weather forecast Air and sea temperature Other locally significant features
3.3.4.5 JETTISON OF CARGO WITHOUT CHANGING STRESS SITUATION The jettison of cargo is an extreme measure justified only as a means of saving life at sea or for the safety of the vessel. A decision to jettison cargo should therefore not be taken until all the alternative options have been considered in the light of available information upon stability and reserve buoyancy. In that case following precautions should be taken: - alert engine room personnel - consider changing E.R. intakes from high to low level - prevention of fire and explosion - all non essential inlets should be closed - rig flexible hoses (for discharge from manifold) to extend below the water surface - broadcast a radio warning
3.3.4.6 CO-ORDINATE WITH COASTAL AUTHORITIES Quick, efficient co-ordination between the ship and the Coastal Authorities is vital in mitigating the effect of pollution. Authorization prior to undertaking mitigating action must always be received from the Coastal Authorities: - Any cargo and/or bunker Ship to ship transfer procedure should be followed and co-ordinated with the Coastal Authorities. - If it is possible to manoeuvre, the MASTER in conjunction with Coastal Authorities may consider moving the vessel to a more suitable location in order for example, to facilitate emergency repair work or lightening operations, or to reduce the treat posed to any particularly sensitive shoreline areas - If it is find out necessary to jettison of cargo or bunker coastal State must permission this action. CHEMICALS SHOULD NOT BE USED TO DISPERSE THE OIL UNLESS ACCEPTABLE TO THE LOCAL AUTHORITIES
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PROBLEM
ACTION TO BE TAKEN
CREW MEMBER
1 2 3 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
HULL FAILURE
Sound General Alarm Muster the personnel at their designated Muster Station Inform Coastal State Authorities Inform Contact List in Section 2 Activate Clean-Up Procedures Take Photographs Obtain Names of Shore Personnel Secure Statements Monitor containment and clean-up activities Prevention of fire and explosion Assess extent of damage In charge of Pollution Control In charge of stability and stress Sound Ballast and Cargo tanks Sound all oil tanks In charge of damage control and repairs In charge of ballast, cargo/bunker transfer Reduce the levels of all tanks in vicinity by internal transfer or discharge onshore Reduce the level in the leaking tank(s) if full, and isolate them Internal transfer of cargo/bunkers. Transferring cargo and/or bunkers ashore or to another ship Determine if rearrangement of bunkers or ballast is required in case of vessels list
Master Master/Third Officer Master Master Master Master Master Master Master First Officer First Officer First Officer First Officer Third Officer Third Engineer Chief Engineer Second Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
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3.3.5
EXCESSIVE LIST In the event of a excessive list MASTERS first priority must be the safety of personnel and the ship and the prevention of incident escalation. The MASTER must inform the Coastal Authorities of the occurrence of an actual or probable discharge due to list and take immediate action to stop or minimize spill and to minimize hazard from fire and explosion.
3.3.5.1 PREVENTION OF FIRE AND EXPLOSION All possible sources of ignition should be eliminated. Action taken to prevent flammable vapours entering accommodation and engine room spaces: - shut down none essential air intakes - shut off all ventilation - close all external doors and ports in accommodation - alter course upwind of the slick (if at sea)
3.3.5.2 PREVENTION OF FLOODING EMPTY SPACES close all openings on upper deck and accommodation secure ventilation pipe prohibit ullage plugs openings, sounding caps and filling pipes on upper deck
3.3.5.3 CHECK REASON(s) FOR LIST .1 THE EXCESSIVE LIST CAUSED BY OPERATIONAL PROCEDURE FAILURE Loss of stability become evident during: - loading/deballasting - discharging/ballasting - bunkering - transfer of cargo and/or bunker ashore - transfer of cargo and/or bunker into a barge or other ship .1.1 ACTIONS TAKEN TO RECTIFY THE SITUATION AND TO STABILIZE THE SHIPS CONDITION - STOP ALL OPERATIONS - Disconnect the loading arms or hoses - Sound all ballast and cargo/bunker tanks If there are any unsymmetrical distribution of ballast and cargo or bunker due to failure with valves handling or some other reasons, change to corrective tank for rectifying the situation. In other case: Particular care should be taken to ensure that the total free surface effects of cargo and ballast tanks is keep within safe limits, otherwise a sudden and violent change of list could occur. In compliance with government requirements the vessel is supplied with stability data and loading and unloading instructions. These instructions were carefully studied and SHOULD BE FOLLOWED.
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In general the following principles will apply: The virtual center of gravity must be lowered in the effective way: - Slack water ballast tanks should be filled (water level must be in double skin) Where slack water ballast tanks exist these should be filled, starting with those on the low side, followed by those on the high side - Filling empty water ballast tanks (water level must be in double skin) Initially result in a further loss of stability caused by the additional free surface effect; this will soon be corrected by the effect of the added mass below the vessels original center of gravity NO ATTEMPT SHOULD BE MADE TO CORRECT A LIST BY FILLING COMPARTMENTS ON THE HIGH SIDE This is likely to results in a violent change of list to a opposite side CONTROL A LIST BY ADDUSTING MOORING ROPE TENSION COULD BE DANGEROUS
.2
THE EXCESSIVE LIST CAUSED BY DAMAGE Reason for excessive list is lose of ballast, cargo, bunker or buoyancy due to ships damage in casualty such as: - grounding - explosion - collision - hull failure, etc.
.2.1
ACTIONS TAKEN TO RECTIFY THE SITUATION AND TO STABILIZE THE SHIPS CONDITION Rearrange the cargo, bunker or ballast by internal transfer operation to get ship level Evaluate the necessity of transferring cargo and/or bunker to barges or other ship or onshore (if in port) and request such assistance accordingly. Do not forget the impact on ship stability and stress. - Evaluate the necessity to jettison of cargo or bunker The jettison of cargo is an extreme measure justified only as a means of saving life at sea or for the safety of the vessel. A decision to jettison cargo should therefore not be taken until all the alternative options have been considered in the light of available information upon stability and reserve buoyancy. In that case following precautions should be taken: alert engine room personnel; consider changing E.R intakes from high to low level; prevention of fire and explosion; all non essential inlets should be closed; rig flexible hoses (for discharge from manifold) to extend below the water surface; broadcast a radio warning.
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EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to computerized damage stability and residual strength calculation. (see App 4 Ship interest contact) Contact have to be with OPERATORS HEAD OFFICE ERC will require following information to make and damage stability and damage longitudinal stress assessment calculation: - Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such) - Fuel oil, amount and distribution - Draft prior to structural damage - Location and extent of damage observed (identify by frames, bulkheads, deck) - Location and extent of damage surmised (identify by frames, bulkheads, deck) - Draft (fore, aft, mid port, mid stb.) - Loss or change in amounts of cargo/bunker and disposition - Detail any action already taken - Wind, strength and direction - Sea and swell, height and direction - Current, speed and direction - Weather forecast - Air and sea temperature - Other locally significant features Having received these informations the OPERATOR will contact ERS and after ERS assessment calculation advise Master what action can be safety taken to minimize the damage and prevent further pollution. 3.3.5.5 CO-ORDINATE WITH COASTAL AUTHORITIES Quick, efficient co-ordination between the ship and the Coastal Authorities is vital in mitigating the effect of pollution. Authorization prior to undertaking mitigating action must always be received from the Coastal Authorities: - Any cargo and/or bunker Ship to ship transfer procedure should be followed and co-ordinated with the Coastal Authorities. - If it is possible to maneuver, the MASTER in conjunction with Coastal Authorities may consider moving the vessel to a more suitable location in order for example, to facilitate emergency repair work or lightening operations, or to reduce the treat posed to any particularly sensitive shoreline areas. - If it is find out necessary to jettison of cargo or bunker coastal State must permission this action. CHEMICALS SHOULD NOT BE USED TO DISPERSE THE OIL UNLESS ACCEPTABLE TO THE LOCAL AUTHORITIES
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PROBLEM
ACTION TO BE TAKEN
CREW MEMBER
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
EXCESSIVE LIST
Sound General Alarm Muster the personnel at their designated Muster Station Stop all operations immediately Inform Coastal State Authorities Inform Contact List in Section 2 Activate Clean-Up Procedures Take Photographs Obtain Names of Shore Personnel Secure Statements Monitor containment and clean-up activities Prevention of fire and explosion Check reason for list Assess extent of damage In charge of Pollution Control In charge of stability and stress Sound Ballast and Cargo tanks Sound all oil tanks In charge of damage control and repairs In charge of ballast, cargo/bunker transfer Reduce the levels of all tanks in vicinity by internal transfer or discharge onshore Reduce the level in the leaking tank(s) if full, and isolate them Internal transfer of cargo/bunkers Transferring cargo and/or bunkers ashore or to another ship Determine if rearrangement of cargo/bunkers or ballast is required in case of vessels list
Duty officer Master First Officer Chief Engineer Master Master Master Master Master Master Master First Officer First Officer Chief Engineer First Officer First Officer First Officer Third Officer Third Engineer Chief Engineer Second Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
22 23
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3.3.6 3.3.6.1
CONTAINMENT SYSTEM FAILURE FAILURE OF STEERING GEAR
Steering gear failure or damage will not directly cause oil spill but inability to maneuver can cause events which consequence could be oil spill.
.1 ACTION CHECK LIST
PROBLEM FAILURE OF STEERING GEAR
ACTION TO BE TAKEN
CREW MEMBER
Exhibit prescribed signals not Under command Establish communication bridge steering gear compartment Resume steering from steering gear compartment if the failure / damage is of such nature that direct steering from steering gear power units is possible. When deciding whether to send report to nearest coastal state take into account prevailing weather conditions, traffic density, kind of cargo etc. Inform coastal state authorities Inform contact list in section 2
Duty officer
2 3
Duty officer Second Engineer
Master
5 6
Master Master
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3.3.6.2 FAILURE OF PROPULSION SYSTEM & ELECTRICAL GENERATING SYSTEM Propulsion or electrical generating system failure or damage will not directly cause oil spill but inability to maneuver can cause events which consequences could be oil spill.
.1
ACTION CHECK LIST
PROBLEM 1 FAILURE OF PROPULSION SYSTEM & ELECTRICAL GENERATING SYSTEM
ACTION TO BE TAKEN Exhibit prescribed signals not under command When deciding whether to send report to nearest coastal state take into account prevailing weather conditions, traffic density, kind of cargo etc. Inform coastal state authorities Inform contact list in section 2
CREW MEMBER Duty officer
2 3 4
Master Master Master
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3.3.6.3 FAILURE OF ESSENTIAL SHIPBORNE NAVIGATIONAL AIDS Essential shipborne navigational aids include compass (magnetic and gyro) radar, ARPA and echo sounder. Their importance is connected to area of navigation, traffic density, prevailing weather conditions and ships draught: e.g. breakdown of radar installation in dense fog during navigation in English Channel. Under certain circumstances only of the mentioned factors can affect safety of navigation, e.g. gyro compass breakdown (with unreliable magnetic compass or with compass with deviations rarely checked) in an area of dense traffic.
.1
ACTION CHECK LIST
PROBLEM
ACTION TO BE TAKEN When in area of dense traffic or traffic separation scheme stop in suitable area (outside scheme) and wait for better weather conditions or if possible until repair is carried out
If possible ask vessel traffic system position for anchoring.
CREW MEMBER
1 2 3 4 5 6
FAILURE OF ESSENTIAL SHIPBORNE NAVIGATION AL AIDS
Master
Master Second Engineer Duty officer Master Master
Exhibit visual or give sound signals as necessary Transmit urgency signal on VHF CHANNEL 16 Inform coastal state authorities Inform contact list in section 2
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3.3.7 LOSS OF TANK ENVIRONMENTAL CONTROL

Consider any hazards arising out of loss of environmental control in view of possible explosion dangers by contacting the Data Sheets of the cargo concerned. Avoid any intake of air into the uncontrolled spaces to avoid a dangerous mixture to be built up within the respective space.
3.3.7.1
ACTION CHECK LIST
PROBLEM
ACTION TO BE TAKEN
CREW MEMBER
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Los of tank environmental control
Inform Coastal State Authorities Inform Contact List in Section 2 Consult Data Sheet
Master Master Master
Safety of the crew Alter course upwind to slick (if at sea) Shut all none essential air intakes Shut down ventilation Close all external doors and ports in accommodation Personnel protection equipment Prevention of fire and explosion Monitor containment and clean-up act Stop product flow In charge of Clean-up Operations Liaison with Shore Clean-up team Remove clean-up material to shore
Master Master First Officer First Officer First Officer Second Officer First Officer Master First Officer Chief Engineer First Officer First Officer Second Engineer
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3.3.8
SUBMERGED / FOUNDERED In the event of the vessel submerged/foundered the MASTERS first priority must be to the safety of personnel and the ship and to initiate action which may prevent escalation of the incident. When casualties occurs: - sound GENERAL ALARM immediately - the personnel muster at their designated MUSTER STATION - the MASTER should determine if immediate evacuation is necessary - Life boats to be prepared for launching, sa per vessel's muster List - the GMDSS general operation on duty should broadcast distress alert and message under MASTER'S instructions - The MASTER should order ship's abandonment if he consider that this is the best course of action for the safety of lives, due to weather conditions and the vessel's situation (vessel's seaworthines)
As this Plan deals with oil pollution incident this section is limited to the grounding which consequences are ACTUAL or PROBABLE oil discharge. 3.3.8.1 PREVENTION OF FIRE AND EXPLOSION All possible sources of ignition should be eliminated. Action taken to prevent flammable vapours entering accommodation and engine room spaces: - shut all none essential air intakes - shut down ventilation - close all external doors and ports in accommodation - alter course upwind of the slick (if at sea)
3.3.8.2 ASSESS THE EXTENT OF DAMAGE Visual inspection all compartment Find out are any tanks damaged above or below waterline. Check for visible oil along hull or in wake of the ship. At night a stick with white cloth around it may be lowered into sea water along side the ship to check for oil leakages. Sound all cargo, bunker and ballast tanks and all other compartments which have contact with the sea. Sounding to be compared with last soundings to check for possible oil leakages. Prohibit indiscriminate openings of ullage plugs, sounding caps, ports etc. which could results in loss of buoyancy.
3.3.8.3 PROCEDURES TO REDUCE OR STOP OUTFLOW When significant damage is sustained in the way of cargo or fuel tank this tank will be released fairly rapidly until hydrostatic balance is achieved and the rate of release will be reduce and be governed by the rate at which oil is displaced by the water flowing in under the oil. Especially if the damage is severe the time available for preventive action will be limited.
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If it is not possible to identify the specific tank(s) from which leakage is occurring the necessary actions are: - Reduce the level of all tanks in the vicinity. Do not forget the impact on ships stability and stress. - Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. This action will need to be taken promptly if it is to have significant impact on the oil released from tanks that are already open the sea. Upon identification of the leaking tank (s) the necessary actions are: - Reduce the level in the tank (s) if full Do not forget the impact on ships stability and stress. - Isolate damaged tank by hermetically closing the tank, if possible. - If the leakage is from a side damage below the water line in order to lessen the inrush the sea water it may be necessary to raise the damage area. The transfer of ballast or sea water it may be necessary to raise the damage area. The transfer of ballast or cargo may have to be undertaken to bring the damaged area out of water. - If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level in the tank, if full and than pumping a water bottom into the damaged tank. - Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. - Close inert gas valves serving those tanks which are damaged. - Transfer of cargo/bunker internally from damaged to intact tank provided shipboard piping system is in operational condition. Do not forget the impact on ships stability and stress. - Evaluate the necessity of transfering cargo and/or bunker to barges or other ship and request such assistance accordingly. Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER GUIDE. Do not forget the impact on ships stability and stress. - If the ship has a list due to lose of ballast, cargo bunker or buoyancy rearrange the cargo/bunker or ballast by internal transfer operation to get ship level. Do not forget the impact on ships stability and stress. 3.3.8.4 SHIPS STABILITY AND STRESS Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full appreciation of the likely impact on the vessels stability and stress. When the damages is extensive, the impact of internal transfer on stability and stress may be impossible for the vessels personnel to assess.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to computerized damage stability and residual strength calculation. (see App 4 Ship interest contact) Contact have to be with OPERATORS HEAD OFFICE ERC will require following information to make damage stability and damage longitudinal stress assessment calculation: - Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such) - Fuel oil, amount and distribution - Draft prior to structural damage - Location and extent of damage observed (identify by frames, bulkheads, deck) - Location and extent of damage surmised (identify by frames, bulkheads, deck) - Draft (fore, aft, mid port, mid stb.) - Loss or change in amounts of cargo/bunker and disposition - Detail any action already taken - Wind, strength and direction - Sea and swell, height and direction
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Current, speed and direction Weather forecast Air and sea temperature Other locally significant features
3.3.8.5 JETTISON OF CARGO WITHOUT CHANGING STRESS SITUATION The jettison of cargo is an extreme measure justified only as a means of saving life at sea or for the safety of the vessel. A decision to jettison cargo should therefore not be taken until all the alternative options have been considered in the light of available information upon stability and reserve buoyancy. In that case following precautions should be taken: alert engine room personnel consider changing E.R. intakes from high to low level prevention of fire and explosion all non essential inlets should be closed rig flexible hoses (for discharge from manifold) to extend below the water surface broadcast a radio warning
3.3.8.6 CO-ORDINATE WITH COASTAL AUTHORITIES Quick, efficient co-ordination between the ship and the Coastal Authorities is vital in mitigating the effect of pollution. Authorization prior to undertaking mitigating action must always be received from the Coastal Authorities: - Any cargo and/or bunker Ship to ship transfer procedure should be followed and co-ordinated with the Coastal Authorities. - If it is possible to manoeuvre, the MASTER in conjunction with Coastal Authorities may consider moving the vessel to a more suitable location in order for example, to facilitate emergency repair work or lightening operations, or to reduce the treat posed to any particularly sensitive shoreline areas - If it is find out necessary to jettison of cargo or bunker coastal State must permission this action. CHEMICALS SHOULD NOT BE USED TO DISPERSE THE OIL UNLESS ACCEPTABLE TO THE LOCAL AUTHORITIES
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3.3.8.7
ACTION CHECK LIST
PROBLEM SUBMERGED/ FOUNDERED
ACTION TO BE TAKEN
CREW MEMBER
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Stop engine Sound General Alarm Muster the personnel at their designated Muster Station Inform Coastal State Authorities Inform Contact List in Section 2 Activate Clean-Up Procedures Take Photographs Obtain Names of Shore Personnel Secure Statements Monitor containment and clean-up activities Prevention of fire and explosion Assess extent of damage In charge of Pollution Control In charge of stability and stress Sound Ballast and Cargo tanks Sound all oil tanks In charge of damage control and repairs In charge of ballast, cargo/bunker transfer Reduce the levels of all tanks in vicinity by internal transfer or discharge onshore Reduce the level in the leaking tank(s) if full, and isolate them Internal transfer of cargo/bunkers Transferring cargo and/or bunkers ashore or to another ship Determine if rearrangement of bunkers or ballast is required in case of vessels list
Officer on duty Master Master / Third Officer Master Master Master Master Master Master Master First Officer First Officer First Officer First Officer Third Officer Third Engineer Chief Engineer Second Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
21 22
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3.3.9
WRECKED / STRANDING
In the event of casualty the Masters primary concerns are to ensure the safety of personnel and to prevent escalation of the situation whilst minimizing pollution. When casualties occurs: - sound GENERAL ALARM immediately - the personnel muster at their designated MUSTER STATION - the MASTER should determine if immediate evacuation is necessary - Life boats to be prepared for launching, as per vessel's muster List - the GMDSS general operation on duty should broadcast distress alert and message under MASTER'S instructions - The MASTER should order ship's abandonment if he consider that this is the best course of action for the safety of lives, due to weather conditions and the vessel's situation (vessel's seaworthines) As this Plan deals with oil pollution incident this section is limited to the wrecked/stranding which consequences are ACTUAL or PROBABLE oil discharge. The MASTER must inform the Coastal Authorities of the occurrence of an actualor probable discharge due to wrecked/stranding and take immediate action to stop or minimize spill and to minimize hazards from fire and explosion. The MASTER should consider: - danger to the crew if the ship should slide off grounding site - danger of ship being broken down by heavy seas or swells - health hazards to the crew and surrounding population due to release of hazardous substances in dangerous concentrations - that fire may start due to released flammable substances caused by uncontrolled ignition sources - is the ship constantly being struck in the seaway? - is the ship exposed to torsion? - is there large difference in the tidal ranges at the grounding site? - are there strong tidal current in the grounding area? - may the ship drift further up on the shore due to high tides, wind and waves? The MASTER should also evaluate the question of refloating the vessel by own means. Before such an attempt is made, it must be determined: - Whether the ship is damaged in such a way that it may sink, break up or capsize after getting off; - Whether the ship after getting off may have maneuvering problems upon leaving the dangerous area by own means - Whether machinery, rudder or propeller are damaged due to grounding or may be damaged by trying to get off ground by own means, - Whether the ship may be trimmed or lightened sufficiently to avoid damage to other tanks in order to reduce additional pollution from bunker spillage - Weather evaluation: whether there is time/reason to await improvements in weather or tide. If the risk of further damage to the ship is greater in an attempt to refloat the ship by own means, than in remaining aground until professional assistance has been obtained the MASTER should try to prevent the ship from moving from its present position
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by dropping anchors (adequate water depth and anchor ground provided) by taking ballast into empty tanks, if possible. Do not forget the impact on ships stability and stress
3.3.9.1
PREVENTION OF FIRE AND EXPLOSION All possible sources of ignition should be eliminated. Action taken to prevent flammable vapours entering accommodation and engine room spaces: - shut all none essential air intakes - shut down ventilation - close all external doors and ports in accommodation - alter course upwind of the slick (if at sea)
3.3.9.2 -
ASSESS THE EXTENT OF DAMAGE Visual inspection all compartment Check for visible oil along hull or in wake of the ship. At night a stick with white cloth around it may be lowered into sea water along side the ship to check for oil leakages. Sound all cargo, bunker and ballast tanks and all other compartments which have contact with the sea. Sounding to be compared with last soundings to check for possible oil leakages. Prohibit indiscriminate openings of ullage plugs, sounding caps, ports etc. which could results in loss of buoyancy. Sound to be taken around the ship to establish the ship position on the grounding area.
3.3.9.3
PROCEDURES TO REDUCE OR STOP OUTFLOW When significant damage is sustained in the way of cargo or fuel tank this tank will be released fairly rapidly until hydrostatic balance is achieved and the rate of release will be reduce and be governed by the rate at which oil is displaced by the water flowing in under the oil. Especially if the damage is severe the time available for preventive action will be limited. If it is not possible to identify the specific tank(s) from which leakage is occurring the necessary actions are: - Reduce the level of all tanks in the vicinity. Do not forget the impact on ships stability and stress. - Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. This action will need to be taken promptly if it is to have significant impact on the oil released from tanks that are already open the sea. Upon identification of the leaking tank(s) the necessary actions are: - Reduce the level in the tank(s) if full Do not forget the impact on ships stability and stress. - Isolate damaged tank by hermetically closing the tank, if possible. - If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level in the tank, if full and than pumping a water bottom into the damaged tank. - Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. - close inert gas valves serving those tanks which are damaged.
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Transfer of cargo/bunker internally from damaged to intact tank provided shipboard piping system is in operational condition. Do not forget the impact on ships stability and stress. Evaluate the necessity of transferring cargo and/or bunker to barges or other ship and request such assistance accordingly. Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER GUIDE. Do not forget the impact on ships stability and stress. If the ship has a list (after refloating action take place) due to lose of ballast, cargo, bunker or buoyancy rearrange the bunker or ballast by internal transfer operation to get ship level. Do not forget the impact on ships stability and stress
3.3.9.4 -
SHIPS STABILITY AND STRESS Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full appreciation of the likely impact on the vessels stability and stress. When the damages is extensive, the impact of internal transfer on stability and stress may be impossible for the vessels personnel to assess.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to computerized damage stability and residual strength calculation. (see App 4 Ship interest contact) Contact have to be with OPERATORS HEAD OFFICE ERC will require following information to make damage stability and damage longitudinal stress assessment calculation: Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such) Fuel oil, amount and distribution Draft when a float (prior to grounding) Location and extent of damage observed (identify by frames, bulkheads, deck) Location and extent of damage surmised (identify by frames, bulkheads, deck) Extent to which aground (if applicable) Draft (fore, aft, mid port, mid stb.) Loss or change in amounts of cargo/bunker and disposition Detail any action already taken Tide, range of tide, falling or rising Wind, strength and direction Sea and swell, height and direction Current, speed and direction Weather forecast Air and sea temperature Nature of the bottom Other locally significant features
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b).0..%.%. &% % % '% JETTISON OF CARGO WITHOUT CHANGING STRESS SITUATION The jettison of cargo is an extreme measure justified only as a means of saving life at sea or for the safety of the vessel. A decision to jettison cargo should therefore not be taken until all the alternative options have been considered in the light of available information upon stability and reserve buoyancy. In that case following precautions should be taken: alert engine room personnel consider changing E.R. intakes from high to low level prevention of fire and explosion all non essential inlets should be closed rig flexible hoses (for discharge from manifold) to extend below the water surface broadcast a radio warning
% WITH COASTAL AUTHORITIES b).0..%.%. % % % % % CO-ORDINATE Quick, efficient co-ordination between the ship and the Coastal Authorities is vital in mitigating the effect of pollution. Authorization prior to undertaking mitigating action must always be received from the Coastal Authorities: - Any cargo and/or bunker Ship to ship transfer procedure should be followed and coordinated with the Coastal Authorities. - Refloating actions to be undertaken only with consent of and in co-operation with Coastal Authorities: - After refloating action take place if it is possible to manoeuvre, the MASTER in conjunction with Coastal Authorities may consider moving the vessel to a more suitable location in order for example, to facilitate emergency repair work or lightening operations, or to reduce the treat posed to any particularly sensitive shoreline areas. - If it is find out necessary to jettison of cargo or bunker coastal State must permission this action. CHEMICALS SHOULD NOT BE USED TO DISPERSE THE OIL UNLESS ACCEPTABLE TO THE LOCAL AUTHORITIES
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b).0..%.%. % % % % % ACTION % CHECK LIST
PROBLEM
ACTION TO BE TAKEN
CREW MEMBER
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
WRECKED / STRANDING
Sound General Alarm Stop engine Master the personnel at their designated Muster Station Inform Coastal State Authorities Inform Contact List in Section 2 Activate Clean-Up Procedures Take Photographs Obtain Names of Shore Personnel Secure Statements Monitor containment and clean-up activities Prevention of fire and explosion Assess extent of damage In charge of Pollution Control In charge of stability and stress Sound around the vessel Sound Ballast and Cargo tanks Sound all oil tanks Determine state of tides In charge of ballast, cargo/bunker transfer In charge of damage control and repaired Reduce the levels of all tanks in vicinity by internal transfer or discharge onshore Reduce the level in the leaking tank(s) if full, and isolate them Internal transfer of cargo/bunkers. Transferring cargo and/or bunkers ashore or to another ship
Master Master Master Master Master Master Master Master Master Master First Officer First Officer First Officer First Officer Second Officer Third Officer Third Engineer Second Officer First Officer Chief Engineer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
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b)..%.%.%.%.% % % % HAZARDOUS % VAPOURS RELEASE Hazardous vapours release may occur after deck spillage or after sea water spill, when a large amount of spilt cargo/fuel/diesel oil is involved. % OF FIRE AND EXPLOSION b).0..%.%. % % % % % PREVENTION All possible sources of ignition should be eliminated. Action taken to prevent released oil or flammable vapours entering accommodation and engine room spaces: - shut down all none essential air intakes - shut off ventilation - close all external doors and ports in accommodation - alter course upwind of the slick (if at sea) % DECK CLEAN UP PROCEDURE b).0..%.%. % % % % % ON Plug all scuppers and dip trays on deck Position sorbent material to prevent oil from reaching the railing The oil should be never washed overside. Remember that sudden rain shower, failure of fire main or further spillage can easily overflow the contain oil over the side. With a substantial leakage consideration must be given to listing the ship (if in port), or changing its trim. commence clean-up using the onboard clean-up equipment contained oil should be transferred to a slop tank by portable pumps dispose used clean-up material into drums
In case the oil spilled over side there is very little that the ship personnel can do to respond practically and reliance must be placed on shore Authorities and organization. CHEMICALS SHOULD NOT BE USED TO DISPERSE THE OIL UNLESS ACCEPTABLE TO THE LOCAL AUTHORITIES
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b).0..%.%. % % % % % ACTION % CHECK LIST
PROBLEM HAZARDOUS VAPOURS RELEASE
ACTION TO BE TAKEN
CREW MEMBER
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
Inform Coastal State Authorities
Master
Inform Contact List in Section 2 Activate Clean-Up Procedures (if on deck) Alter course upwind to slick (if at sea) Shut all none essential air intakes Shut down ventilation Close all external doors and ports in accommodation Personnel protection equipment Prevention of fire and explosion Secure Statements Monitor containment and clean-up act Stop product flow Have at Hand oil Specifications In charge of Clean-up Operations Liaison with Shore Clean-up team Obtain sample of oil from deck Obtain sample of oil from water Remove clean-up material to shore
Master Master Master First Officer First Officer First Officer Second Officer First Officer Master Master First Officer Chief Engineer First Officer Chief Engineer First Officer First Officer Second Engineer Second Engineer Second Engineer
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b)0.%.%.%.%.%.%.% % % MITIGATING ACTIVITIES 3.4.1 ASSESSMENT AND MONITORING REQUIREMENTS
Emergency situations should be monitored and assessed to identify possibilities for the situation to escalate. These situations should be monitored through - the frequent sounding of tanks - monitoring of surrounding situations - changes of weather - monitoring of soundings around the ship if the vessel is aground
3.4.2
PERSONAL PROTECTION ISSUES
Protective clothing should be issue and worn in accordance with the advice in the MSDS (Marine safety data sheets). With these information all possible threats to the health and safety of the involved personnel are to be evaluated before any actions are taken. Only persons with suitable personnel protection and knowledge of its are to be engaged in dangerous operations even if its will reduce the activity.
3.4.3
CONTAINMENT AND OTHER TECHNIQUES
Prior to carrying out any cargo or bunkering operations the checklist in accordance to 3.2.1 shall be satisfactorily completed. In the event of spillage shipboard response shall be in accordance with the specific requirements of this manual always taking into account the response equipment which is in compliance with 5.4 of this Plan. Details on containment and response techniques for oil spills outside the vessels containment are described in the International Tanker Owners Pollution Federation Ltd., Response to Marine Oil Spills which is contained in the vessel library. 3.4.4 ISOLATION PROCEDURES
All possible consideration should be given to isolate cargo and bunker spaces that have been broached in order to mitigate the quantity discharged. Consideration should also be given to transferring cargo/bunker from damaged compartment. 3.4.5 DECONTAMINATION OF PERSONNEL
Protective clothing be worn in accordance with the particular grade of cargo/bunker which personnel are likely to come in contact with. On completion of operations all protective clothing should be cleaned and stored for further use. On no account should contaminated clothing be allowed within the accommodation areas. Personnel should ensure that all contaminants are cleaned from their bodies.
3.4.6
DISPOSAL OF REMOVED OIL AND CLEAN-UP MATERIALS
Disposal of all recovered oil and contaminated clean up materials should always be in accordance with Marpol 73/77 and the Vessels Garbage Management Plan.
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SECTION 4: NATIONAL AND LOCAL CO-ORDINATION
Quick, efficient co-ordination between the ship and Coastal States or other parties involved becomes vital in mitigating the effects of an oil pollution incident. As the identities and roles of various National and local Authorities involved vary widely from state to state and even from port to port the MASTER should take note of these particularities, as far as possible. In this context the MASTER should call upon the owners representatives in the state/port of question to receive the relevant information. Prior to undertaking mitigation actions specially in cases of an actual discharge of oil due to casualties in the territorial waters of a Coastal State the MASTER should contact the Coastal State for authorization of his actions. The MASTER should co-ordinate all his activities with the Coastal State. The MASTER should call the Coastal State for allowance to use chemical agents for response to oil pollution on the sea. Without authorization of the Authorities of the appropriate Coastal State no chemical agents should be used. Where no responsibility for discharge response by a Coastal State is noticed the MASTER should take all the necessary steps as deemed appropriate to minimize the escape of oil. With respect of the accident happened the MASTER should take measures as stated in SECTION 2 and SECTION 3 of this Plan.
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SECTION 5: ADDITIONAL INFORMATION (NON MANDATORY)
83
5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 5.10 5.11 5.12 5.13 5.14 5.15 5.16 5.17 5.18
GENERAL DATA DRAWINGS RESPONSE EQUIPMENT ON BOARD SHORESIDE SPILL RESPONSE CO-ORDINATOR OR QUALIFIED INDIVIDUAL PLANING STANDARDS PUBLIC AFFAIRS RECORD-KEEPING, SAMPLING PLAN REVIEW PLAN TESTING SALVAGE CHARACTERISTIC OF OIL SPILLED SMALL OPERATIONAL SPILLS LARGER SPILLS PREDICTION OF SLICK MOVEMENT SPILL RESPONSE TECHNIQUES ORGANISATION AND RESPONSIBILITY FOR RESPONSE LIABILITY ISSUES
84 85 85 85 86 86 86 86 87 87 87 87 88 88 88 89 89 89
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b)0.%.%.%.%.%.%.% % % GENERAL In addition to the provision required by regulation 26 of Annex I of the MARPOL 73/78 Convention, local requirements, insurance company or owner/operator policies, etc., may dictate the provision of additional guidance. Therefore, for example, the following additional information material may be attached to the Plan and documented in the form that the Master/company considers most effective:
Plans and diagrams/ships plans (e.g. general arrangement plan, midship section plan, lines plan/tables of offsets, tank tables, load line assignment, light ship characteristic etc.), Availability of response equipment (on board spill equipment) and its location on board
Guidance for the keeping of appropriate records of the pollution incident (e.g. for liability, compensation and reimbursement issues), Reference material (e.g. industry guidelines issued by various industry organization like ICS, OCIMF, SIGTTO, Intertanko etc.). These additional information material included in the Plan is at the owners discretion and not required by regulation 26 Annex I of MARPOL 73/78. But it should be kept in mind, that such additional information material may be of help for the Master when responding to an oil pollution incident or an emergency situation as well as may be required by local Authorities in ports visited by the ship.
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b)0.%.%.%.%.%.%.% % % DATA
This section to include data on cargo carried including oil specification. This would form the voyage details. b).%.%.%.%.%.%.% % % DRAWINGS The following drawings are appended to the Plan: General arrangement Capacity plan Midship section F.O. piping diagram Ballast piping diagram Bilge piping diagram
Following data should be also available in the First Officer cabin: Trim, stability and loading instruction book Operation manual for cargo handling system Sounding tables Body lines plan Ship to ship Transfer Guide (Petroleum)
A copy of the following data will be kept with the Plan Cargo stowage plan for the voyage Bunker Quantities and disposition detail
b).%.%.%.%.%.%.% %
RESPONSE EQUIPMENT ON BOARD
Following equipment should be permanently stored in a pollution response locker designated by the MASTER: portable submersible pump; scupper plugs; chemical cleaners; cotton waste; rags; sawdust; buckets; dust pans; drums of 200 liters each for disposal of used equipment ship to ship transfer equipment and fittings.
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5.5
SHORESIDE SPILL RESPONSE CO-ORDINATOR OR QUALIFIED INDIVIDUAL
VesselOperators/Managers have arranged in advance for a Shoreside Spill Response Co-Ordinator or Qualified Individual, who will ensure the proper spill response is carried out, so that the Master and crew are free to handle the problems on the vessel. When a Shoreside Spill Response Co-Ordinator or Qualified Individual is engaged on scene, the Master should initially communicate directly with this individual, should there be a situation where a spill has occurred or there is a possibility of a potential oil spill. Some coastal States require ships to have contracts with response contractors when ships enter into such States ports. When ships sail toward such States, it is recommended that response resources (personnel and equipment) and capabilities are identified in advance for each potential port State. b)0.%.%.%.%.%.%.% %
PLANNING STANDARDS
To facilitate forethought about the amount of response resourceswhich should be requested (i.e. booms, barges, skimmers, oil spill response vessel, etc.), possible scenarios should be analysed and accordingly planned for. b)0.%.%.%.%.%.%.% %
PUBLIC AFFAIRS
Master is not allowed, without Operators permission, to give any information regarding incident to public. The Master must direct all media-related enquires to nominated public relation person in Operators Head Office.
b)0.%.%.%.%.%.%.% %
RECORD-KEEPING, SAMPLING
It is very important that accurate details of any incident, actions, reports and all other events are recorded in logbook. The observed movement of the spilled oil should be recorded together with details of prevailing wind, current and sea conditions. If the spill occurs in port, details of the affected areas should be noted. The use of photographs is recommended but care should be taken not to contravene local regulations. Samples of oil from the water (spilled area) should always be taken, particularly if the oil is not from your vessel. The taking of samples, labeling and sealing should be witnessed. It is recommended to draw two samples on each occasion, one to be retained on board.
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b)0.%.%.%.%.%.%.% %
PLAN REVIEW
This plan will be regularly reviewed by the Owner and Master to ensure that specific information contained therein is current. This review will incorporate the following: 1. A review at least year to ensure that any changes in law, policy, contact names and numbers, ships characteristics or Company Policy is up-dated. 2. A review following the activation of the plan to evaluate its effectiveness, modifications being made if found necessary.
b)0.%.%.%.%.%.%.% %
PLAN TESTING
This plan will be regularly exercised to ensure that all components function correctly as expected and that contacts and communications specified are accurate. All exercise will be logged accordingly. (See appendix APP 5.)
5.11
SALVAGE When the vessel is partially or fully disable, the master shall determine if salvage assistance should be obtained. The decision process should include: Nearest land or hazard to navigation; Vessels set and drift; Location and time of impact with hazard based on vessels set and drift; Estimated time of casualty repair; and Determination of the nearest capable assistance and its response time (i.e. or tug assistance, the time it will take to get on scene and secure the tow). When a casualty occurs to a vessel underway that reduces its manoeuvrability, the master needs to determine his window of opportunity considering the response time of assistance, regardless of the estimated time to repair. It would not be prudent to hesitate in calling for assistance when time needed to repair something goes beyond the window of opportunity Safety of personnel Weather and sea conditions Current and tide Nature of seabed and shoreline Potential for safe anchoring Damage already sustained by the ship Risk of further damage to the ship Threat of pollution
b)0.%.%.%.%.%.%.% %
CHARACTERISTIC OF OIL SPILLED
As well as giving details of the exact name of the oil lost, it will assist those involved in organizing the clean-up response if the precise characteristic of the oil are advised to shore authorities, owners and P & I Club. This information should include the following, if available:
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1. 2. 3. 4. 5. 6.
Loading Point. Specific Gravity, either in terms of API gravity or grams per c.c. Viscosity at one or more temperatures, with the units and temperatures specified. Pour Point. Wax and Asphaltene content. Distillation characteristics. SMALL OPERATIONAL SPILLS
b)0.%.%.%.%.%.%.% %
In most instances, the ships initial report will trigger the mobilization of the local response organization. It is not normally practical for ships personnel to be directly involved in the clean-up activities and their prime role must be toprovide as much information as is necessary to assist the response and to cooperate fully with the clean-up personnel. However, where there is no local response or there is a delay in it being activated, the Master should consider the use of available shipboard materials to clean-up or contain the spilled oil by, for example, using ship-stocked sorbents or utilizing mooring ropes or air-filled fire hoses as make shift booms. In the case of small operational spills, the ship should take whatever actions are necessary to prevent oil escaping overside and, having done so, will need to take action to clean up the oil contained on deck. This could usefully include sorbent material, degreasant, dispersant and portable pumps, all of which should be maintained ready to respond rapidly to minor spills. It must be stressed that spilled oil should never be washed overside, nor should dispersants or degreasants be used on oil spilt in the water as their use could contravene local regulations. Once the oil is in the water, there is very little what the ship can do to respond practically, and reliance must be placed on shore authorities and organizations. b)0.%.%.%.%.%.%.% % LARGER SPILLS
In the case of larger spills, the ship is even more restricted as to what action it can take to respond practically to the spill. In the case of a casualty, the safety of the ship and crow will always take priority. Invariably, therefore, ships action will be limited to reporting details to the relevant Authorities, Owners and P & I Club, and to requesting the appropriate clean-up response. The Master will act as the Operators on-scene representative and will be responsible for overseeing the actions of any salvage or oil spill contractors employed until such time as he is formally advised by the Operator that he has been relieved of these responsibilities. b)0.%.%.%.%.%.%.% % PREDICION OF SLICK MOVEMENT
As important piece of information that is often lacking following an oil spill is the expected movement of the resulting slick under the influence of winds and currents. Ships personnel may be in a good position to make an initial estimation of likely movement either by observation or computation by a simple plot, provided the necessary information on local wind and current speed is available. It has been found that floating oil will move downwind at about 3% of the wind speed. It will be further influenced by the 100% of the prevailing current speed and direction, and the estimated actual movement of the slick will be in a direction and at a speed indicated by the vector formed when combining wind and current forces.
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b)0.%.%.%.%.%.%.% %
SPILL RESPONSE TECHNIQUES
The method used to combat spills depends on the type and quantity of oil involved, the location of the accident and the policy of the Country in which the spill occurs. A knowledge of the various response techniques and their strengths and weaknesses is considered useful for vessel Owners and Crews, especially for situations where the spiller wishes, or is required, to organize the response operation. The options are: b) b) b) b) Leave the oil to dissipate naturally and monitor slick movement. Chemically disperse the oil on the water. Contain and recover oil from water. Protect specific sensitive sites and clean up contaminated shorelines.
Often a combination of two or more of these approaches is appropriate. It is generally accepted that if winds and currents are likely to take the oil away from coastlines and sensitive resources, the best thing is to leave the oil to dissipate naturally. However as many spills tend to occur in coastal waters, this option is frequently not possible. b)0.%.%.%.%.%.%.% %
ORGANISATION AND RESPONSIBILITY FOR RESPONSE
Most Countries recognize that it is unreasonable and impractical to except a vessel owner or crew to respond to a spill from the ship, and therefore a Government agency or port Authority will normally take charge and recover their costs afterwards. In a relatively few Countries, for example USA and Japan, vessel owner are required to organize the clean-up of a spill from one of their ships, and this will usually necessitate employing a local oil spill clean-up contractor or oil industry clean-up cooperative. A number of developing nations lack both specialized resources and contingency plans and may rely on help from a variety of sources outside the country to assist with clean-up. In such cases it may be in the owners best interest to seek an active involvement in the spill response organization. However, it should be recognized that the actual response adopted by a country to a particular incident will depend upon a number of factors such as the location of the spill, the type and quantity of oil involved and the Owner of both the ship and the cargo.
b)0.%.%.%.%.%.%.% %
LIABILITY ISSUES
In addition to compesation issues, the MASTER of a ship causing, or suspected of causing a spill of persistent oil or other product may be faced with criminal proceedings or summary action leading to fines and even imprisonment. Faced with complex questions of compensation and liability the MASTER and crew of a ship involved in an incident would be wise to seek expert advise before giving statements or expressing opinions on such issues to representatives of Government Authorities, other parties involved in the incident or the media. Such advise will normally be readily available in the form of a local lawyer instructed by the vessels owner or by the P & I Club, usually through their local correspondents or agents. This should not, however, prevent the MASTER and crew offering full co-operation to the authorities or other parties involved in the response operation.
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APPENDICIES: PAGE APP. 1 REPORTING EXAMPLE-SHIP IN PORT APP. 2 LIST OF COASTAL STATE CONTACTS APP. 3 PORT CONTACTS LIST APP. 4 SHIP INTEREST CONTACTS LIST APP..5 DAMAGED STRESS AND STABILITY CALCULATIONS APP. 6 PLAN/EXERCISES/USE TABLE APP. 7 DRAWINGS 91 97 171 172 174 180 181
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APP. 1
REPORTING EXAMPLE-SHIP IN PORT
If the vessel is in port alert and advise local authorities by quickest available means in case of actual or probable oil discharge. Also inform the agent and local P & I Club surveyor. The report should be sent to the nearest Coastal State. The same report to be transmitted to the ship Operator to: Technical Manager by radio, or by telex: telefax: telephone: After office hours: Superintendent, Superintendent, Technical Manager Permanent data are with mark *, other data is given as an example only.
Ship identification * Name, call sign, flag AA (alpha)
Call sign: Flag:
Date and time of incident A 6-digit group: day of month (first two digits), hours and minutes (fast four digits). BB (bravo) 020930 (2nd, 09.30 hours)
Ships position State port, anchorage, terminal, berth etc. DD (delta)
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Radiocommunications State in full details of radio stations and frequencies being quarded. MM (mike) VHF 12 or Inmarsat No.123456 Atlantic North Satellite
Details of defects, damages, deficiencies Brief details of defects, damages, deficiencies or other limitations. To include details of the condition of the ship and ability to transfer fuel. QQ (%ovemb) Fuel oil tank overflow during bunkering. All essential shipboard systems operational
Pollution Brief details of pollution: to include cause of loss, type of oil, estimated quantity, whether loss is continuing, area and movement of slick, current conditions. RR (romeo) Heavy fuel oil port side tank overflow. About 200 liters of fuel oil spill overboard, remainder contained on deck. Slick estimated 100 m2. No further pollution. No movement observed.
Operators address * TT (tango) Operator: MARINVEST SHIPPING AB Address: VIKTOR RYDBERGSGATAN 10 S-41132 GOTEBORG, SWEDEN Phone: +46 31 817250 or 812690 Fax: +46 31 812622 Telex:
Ship size and type * UU (uniform) Length: 228,50 m Breadth: 32,24 m Summer deadweight: 74968 t Type: Oil tanker double hull
Give other details if requested, or if connected with pollution.
Miscellaneous Give other details i.e. action being taken to limit further discharge, assistance requested, information of other ships involved in the incident, personnel injuries sustained, any medical assistance required etc. XX (x-ray) Crew cleaning deck.
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REPORTING EXAMPLE - SHIP IN NAVIGATION
Report should be transmitted to the nearest coastal State in case of actual or probable oil discharge. The same report to be transmitted to the Operator to: Technical Manager by radio, or by telex: telefax: telephone: After office hours: Superintendent, Superintendent, Tehnical Manager Permanent data are with mark *, other data is given as example only.
Ship identification *
Name, call sign, flag. AA (alpha)
Call sign: Flag:
Date and time of incident A 6-digit group: day of month (first two digits), hours and minutes (last four digits). BB (bravo) 020930 (2nd 09.30 hours)
Ships position If navigating: A 4-digit group giving latitude (degrees and minutes) suffixed with N or S and a 5-digit group giving longitude (degrees and minutes) suffixed with E or W. CC (charlies) or Giving position by true bearing (first 3 digits) and distance from a clearly identified landmark (state landmark) 3125N 02241W (31025N, 22041W)
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DD (delta)
130, five miles, Cabo de Sao Vicente
If in port, anchorage, terminal etc.: b) DD (delta) State name of port, anchorage, berth no.etc.
Course True course, a 3-digit group EE (echo) 135(1350)
Speed Speed in knots and tenths of knots; a 3-digit group. FF (foxtrot) 12.6 (12.6 knots)
Route Intended track information. LL (lima) Radiocommunications State in full details of radio stations and frequencies being quarded. MM (mike) Lisabon Radio 500 kHz or Inmarst No.123456 Atlantic North
Time of next report A 6-digit group: day of month (first two digits), hours and minutes (last four digits).
NN (%ovember) Cargo
021000 (2nd 10.00 hours)
Brief details of cargo. For dangerous cargo and harmful substances see Standard Reporting Format and Procedures!
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PP (papa)
80000 tones crude oil
Detail of defects, damages, deficiencies Brief details of defects, damage, deficiencies or other limitations. To include details of the condition of the ship and the ability to transfer fuel. QQ (queceb) Pollution Brief details of pollution: to include cause of loss, type of oil, estimated quantity, whether loss is continuing, area and movement of the slick, current conditions. RR (romeo) Loosing oil from tank, presently estimate 6000 t lost, discharge continuing, slick, appear to be drifting NE. Collision with m/v Fire, Tank no.2 ctr. Breached. All essential shipboard systems operational including ability to transfer fuel.
Weather conditions Brief details of weather and sea condition, wind force and direction, current details, visibility etc. SS (sierra) Weather cloudy, wind NW 30 kts, sea moderate, visibility poor, tide setting SW 3.5 knts.
Operators address * TT (tango) Operator: Operator: MARINVEST SHIPPING AB Address: VIKTOR RYDBERGSGATAN 10 S-41132 GOTEBORG, SWEDEN Phone: +46 31 817250 or 812690 Fax: +46 31 812622 Telex:
Ship size and type * UU (uniform) Length: 228,50 m Breadth: 32,24 m Summer deadweight: 74968 t Type: Oil tanker double hull
Give other details if requested or if connected with pollution. Miscellaneous Give other details i.e. action being taken to limit further discharge, assistance or salvage, personnel injuries sustained, any medical assistance required etc. Remark: It is most important that should no outside assistance be required this is clearly stated! XX
(x-ray)
Oil being transferred to heavy fuel oil tank port.
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APP.2
LIST OF COASTAL STATE CONTACTS
The attached list contains contact details for coastal states known at the time of publication. It is recognized that the list is not complete. Additions and/or amendments to the list may be made in the future. It is expected that the International Maritime Organization (IMO) will issue up-to-date lists as appropriate.
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The List of National Operational Contact Points is available on the Internet and can be accessed as follows: http:// www.imo.org (select IMO Circulars/Contact Points or National Contacts). Following list is dated on 30 September 2006 and it contains 74 pages (from page 97 170)
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APP.3
PORT CONTACTS LIST
The following table provides an example as to how port contacts information could be presented:
NAME OF PORT CONTACTS
ADDRESS
MEANS OF CONTACT
REMARKS
Port Authority (Harbour Master etc.)
Phone: ........................... Fax: ............................... VHF-Channel: ..............
Terminal/Jetty Officials
Companys Local Agent
P&I Club and Correspondents
Cleanup Contractor
Salvage Company
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APP.4
SHIP INTEREST CONTACTS
b)
Owner/operator contact
NAME OF INSTITUTION/ PERSON TO BE CONTACTED
ADDRESS
MEANS OF CONTACT
REMARKS
Owner/operator
Phone: ...................... Fax: .......................... Telex: ....................... INMARSATTelex: ....................... INMARSATFax: ..........................
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b) Other ship interest contacts
NAME OF INSTITUTION/ PERSON TO BE CONTACTED
ADDRESS
MEANS OF CONTACT
REMARKS
Charterer
Local agent
P & I Club and correspondents Det Norske Veritas AS Veritasvelen 1 N-1322 Hovik Norway Det Norske Veritas AS Veritasvelen 1 N-1322 Hovik Norway E mail:ers@dnv.com Fax: +47 67 57 99 11 Attn:ERS Web: ers.dnv.com Phone: +47 67 57 80 62 E mail: ers@dnv.com Fax: +47 67 57 99 11 Attn:ERS Web: ers.dnv.com
DNV Emergency Response Service (ERS) Tor Jo Landheim, Project Responsible (ERS)
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APP 5.
DAMAGED STRESS AND STABILITY CALCULATIONS

The following lists are enclosed to provide the quidance to ship operators and masters on the type of information that would be required by a shore organization in order to make calculations on damage longitudinal strength or damage stability that are beyond the resources of the ship. In the above case it is Masters duty to perfume relevant data in this format and proceide it to the Company. The company will than undertake further actions.
Relevant data to be forwarded to the address:
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Ship name:
Section A: Voyage Particulars
Departure Port: ..
Destination:
Via .
Departure Date: .
Time(GMT) ..
Section B: Ship Condition Immediately Before Casualty
Mean Draughts
Fwd ..Metres
Aft Metres ..Metres Metres from Midships or AP
KG (Solid) /KG (Fluid) of Ship (if known) LCG of Ship (if known)
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Section C: Ship Condition Immediately Before Casualty (Continued) ID Compartment S.G Tones
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Soundings from or estimates of amounts of flood water in spaces not directly open to sea.
Section D: Proposed Action and Requirements
Any other relevant information, details of action being undertaken or proposed course of action, salvage operations etc.
Requested SERS information
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Section E: Reported Damage
Details of each damaged compartment known to be open to the sea, including those damaged above the present waterline. Compartment Estimated Cargo Weight (tones) Permeability of Cargo (%) Comments
Extent and location of structural damage in way of the above compartments. (Attach sketch)
Extent of additional damage to pipes, valves, hatches, doors etc. and list of compartments which may be subject to progressive floodingas a result.
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Section F: Data relating to Vessel After Casualty Nature of Casualty: Collision/Grounding(Fixed/Free) / Fire / Explosion / Heavy Wather / Other . Report Casualty Date: Time (GMT) .. Geographical Location of Casualty: LAT: . LONG: ..
Conditions at Site at Time of Casualty Report Weather . Sea State ... Tidal State: ... Tidal Range: . Forecast ... S.G. of Surrounding Water: .. Port/Starboard Draughts at Fwd Marks / F.P. .Metres measured / Best Estimate Draughts at Aft Marks / A.P. ..Metres measured / Best Estimate Draught at Midships Metres measured / Best Estimate Angle of Heel Degrees Port / Starboard Best Estimate of Depth of Water on Deck: Location: .. .. Best Estimate of Depth of Water (For Grounding) Location . Port (Metres) . Starboard (Metres) Metres . .
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APP.6
PLAN / EXERCISES / USE

A DATE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 B EXERCISE C USE D REMARKS
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APP. 7
DRAWINGS
GENERAL ARRANGEMENT CAPACITY PLAN MIDSHIP SECTION CARGO OIL PIPING DIAGRAM FUEL OIL PIPING DIAGRAM BALLAST PIPING DIAGRAM BILGE PIPING DIAGRAM
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NB.448-451
CAPACITY OF CARGO TANKS

TANK No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 COMPARTMENT CARGO TANK No.1-P CARGO TANK No.1-S CARGO TANK No.2-P CARGO TANK No.2-S CARGO TANK No.3-P CARGO TANK No.3-S CARGO TANK No.4-P CARGO TANK No.4-S CARGO TANK No.5-P CARGO TANK No.5-S CARGO TANK No.6-P CARGO TANK No.6-S TOTAL SLOP TANK-P SLOP TANK-S RESIDUAL TANK-P GRAND TOTAL FRAMES 91-100 91-100 82-91 82-91 73-82 73-82 64-73 64-73 55-64 55-64 46-55 46-55 44-46 44-46 44-46 CENTRE OF GRAVITY FROM MOMENT 100% 98% VOLUME VOLUME A.P. BASE L. C. LINE OF INERTIA m3 5591,5 5594,6 7223,4 7226,5 7239,8 7242,9 7239,8 7242,9 7239,8 7242,9 7144,0 7147,1 83375,2 1009,9 1286,9 278,1 85950,1 m3 5479,7 5482,7 7078,9 7082,0 7095,0 7098,0 7095,0 7098,0 7095,0 7098,0 7001,1 7004,2 81707,7 989,7 1261,2 272,5 84231,1 m 195,057 195,091 167,983 168,008 139,211 139,236 110,411 110,436 81,611 81,636 52,951 52,977 35,553 35,541 35,420 m 11,888 11,889 11,574 11,575 11,576 11,576 11,576 11,576 11,576 11,576 11,672 11,673 12,700 12,564 12,076 m -5,686 5,683 -6,985 6,982 -7,001 6,998 -7,001 6,998 -7,001 6,998 -6,936 6,933 -7,947 6,550 -1,427 m4 4071 4079 6627 6637 6676 6686 6676 6686 6676 6686 6636 6646 681 1324 10
CAPACITY OF WATER BALLAST TANKS (S.G.=1,025 t/m3)

TANK No. 16 17 18 19 20 21 22 23 24 25 26 27 28 29 COMPARTMENT FOREPEAK BALLAST TANK No.1-P BALLAST TANK No.1-S BALLAST TANK No.2-P BALLAST TANK No.2-S BALLAST TANK No.3-P BALLAST TANK No.3-S BALLAST TANK No.4-P BALLAST TANK No.4-S BALLAST TANK No.5-P BALLAST TANK No.5-S BALLAST TANK No.6-P BALLAST TANK No.6-S AFTERPEAK TOTAL FRAMES 100-ST 91-100 91-100 82-91 82-91 73-82 73-82 64-73 64-73 55-64 55-64 43-55 43-55 ST-14 CENTRE OF GRAVITY FROM MOMENT 100% 100% VOLUME WEIGHT A.P. BASE L. C. LINE OF INERTIA m3 1901,4 2505,8 2150,5 2150,3 2504,3 2502,8 2148,8 2148,7 2502,8 2502,6 2148,6 2717,0 3162,3 772,1 31818,0 t 1948,9 2568,4 2204,3 2204,1 2566,9 2565,4 2202,5 2202,4 2565,4 2565,2 2202,3 2784,9 3241,4 791,4 32613,4 m 215,716 197,430 197,435 169,102 169,024 140,211 140,286 111,486 111,411 82,611 82,687 49,814 49,791 1,998 m 11,000 7,401 8,202 6,697 6,108 6,050 6,630 6,630 6,050 6,050 6,631 6,990 6,363 12,005 m 0,000 -8,772 10,222 -12,102 10,373 -10,381 12,113 -12,113 10,381 -10,380 12,113 -11,735 10,068 0,044 m4 3008 7185 4096 7711 12613 12720 7788 7788 12720 12720 7788 7525 12621 12749
CAPACITY OF HEAVY FUEL OIL TANKS (S.G.=0,991 t/m )

TANK No. 30 31 32 33 34 35 36 37 38 COMPARTMENT HFO STORAGE TANK 1-P HFO STORAGE TANK 2-P HFO STORAGE TANK -S HFO LOW SULPH. STORAGE TANK-S HFO SERVICE TANK 1-S HFO SERVICE TANK 2-S HFO SETTLING TANK -S TOTAL FO OVERFLOW TANK-S FO & LO DRAIN TANK-S FRAMES 24-35 35-43 24-35 35-43 31-33 33-35 35-41 40-43 39-43 CENTRE OF GRAVITY FROM MOMENT 100% 98% VOLUME WEIGHT A.P. BASE L. C. LINE OF INERTIA m3 580,5 591,6 535,4 474,0 22,5 22,5 67,6 2294,2 41,7 21,2 t 563,8 574,6 520,0 460,4 21,9 21,9 65,6 2228,1 40,5 20,6 m 20,577 28,475 21,308 28,385 22,800 24,400 27,600 30,418 30,112 m 13,650 12,790 13,538 13,259 15,032 15,032 15,032 7,067 1,411 m -11,650 -11,525 11,796 11,858 9,972 9,972 9,972 11,167 1,285 m4 174 160 174 162 4 4 13 49 34
NB.448-451
CAPACITY OF DIESEL OIL TANKS (S.G.=0,900 t/m3)

TANK No. 39 40 41 42 COMPARTMENT D.O. STORAGE TANK-S D.O. SERVICE TANK-S D.M.A. STORAGE TANK-P D.M.A. SERVICE TANK-P TOTAL FRAMES 24-28 24-26 31-35 33-35 CENTRE OF GRAVITY FROM MOMENT 100% 98% VOLUME WEIGHT A.P. BASE L. C. LINE OF INERTIA m3 73,9 19,0 81,3 11,5 185,7 t 65,1 16,8 71,7 10,2 163,8 m 18,210 17,200 23,501 24,400 m 16,272 14,750 15,547 18,806 m 10,569 9,600 -10,367 -10,368 m4 16 2 16 8
CAPACITY OF LUBRICATING OIL TANKS (S.G.=0,900 t/m3)

TANK No. 43 44 45 46 47 48 49 50 51 COMPARTMENT M.E.L.O. STORAGE TANK-S M.E.L.O. CIRCULATING TANK-CTR. A.E. L.O. STORAGE TANK-S HYDRAULIC OIL STORAGE TANK-P CYLINDER L.O. STORAGE TANK 1-S CYLINDER L.O. STORAGE TANK 2-S TOTAL M.E.L.O. DRAIN TANK-P STERN TUBE L.O. DRAIN TANK-CTR. HYDRAULIC OIL DRAIN TANK-P FRAMES 3-10 28-38 7-0,1m-10 35+0,6m-37 0-10 0-10 14-18 17-19
33-35+0,6m
CENTRE OF GRAVITY FROM MOMENT 100% 98% VOLUME WEIGHT A.P. BASE L. C. LINE OF INERTIA m3 34,1 20,7 8,6 5,0 27,1 27,1 122,6 25,3 4,7 11,0 t 30,1 18,3 7,6 4,4 23,9 23,9 108,1 22,3 4,1 9,7 m 3,611 23,604 5,050 26,300 3,000 3,000 10,000 11,600 24,700 m 19,497 1,200 19,497 13,55 19,496 19,496 9,825 1,639 13,55 m 1,548 0,001 2,800 -6,200 4,400 6,000 -2,800 0,000 -6,200 m4 12 12 1 1 2 2 9 3 2
CAPACITY OF FRESH WATER TANKS (S.G.=1,000 t/m3)

TANK No. 52 53 54 55 56 57 COMPARTMENT FRESH WATER TANK-S FEED WATER TANK-S FRESH WATER WASH TANK-CTR. TOTAL BILGE WATER HOLDING TANK FOAM TANK 1-S (for ENGINE ROOM) FOAM TANK 2-S (for MAIN DECK) FRAMES -7-0 0-10 0-10 25-39 15+0,6m - 17 15+0,6m - 17 CENTRE OF GRAVITY FROM MOMENT 100% 100% VOLUME WEIGHT A.P. BASE L. C. LINE OF INERTIA m3 110,9 135,1 424,3 670,3 42,9 1,4 2,6 t 110,9 135,1 424,3 670,3 42,9 1,4 2,6 m -2,058 3,072 3,016 24,231 10,300 10,300 m 16,626 16,622 13,733 1,409 22,210 22,210 m 8,855 10,601 0,046 -3,313 8,750 10,000 m4 280 245 10882 28 0 0
!"#$ %&! #$'$ ()&

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m/v MARI UGLAND

OIL PRODUCT TANKER

SHIPBOARD OIL POLLUTION EMERGENCY PLAN

IMO ID: 9326885 DNV CODE: SOP

Opis Description index index za NOV for NB

Dopis br. / Letter No

Datum / Date Veza nacrt/Conn.dwg

SHIPBOARD OIL POLLUTION EMERGENCY PLAN

Shipboard Oil Pollution Emergency Plan

TABLE OF CONTENT / INDEX OF SECTIONS

TABLE OF CONTENT / INDEX OF SECTION (cont)

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91 97 171 172 174 180 181

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Shipboard Oil Pollution Emergency Plan

SHIPBOARD OIL POLLUTION EMERGENCY PLAN

Shipyard "Split", Split Hrvatska

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Shipboard Oil Pollution Emergency Plan

Letter of Acceptance by DET NORSKE VERITAS

Shipyard "Split", Split Hrvatska

Dwg. No. 01-101-204

Shipboard Oil Pollution Emergency Plan

Shipyard "Split", Split Hrvatska

Dwg. No. 01-101-204

Shipboard Oil Pollution Emergency Plan

Shipyard "Split", Split Hrvatska

Dwg. No. 01-101-204

Shipboard Oil Pollution Emergency Plan

Shipyard "Split", Split Hrvatska

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Shipboard Oil Pollution Emergency Plan

SHIPBOARD OIL POLLUTION EMERGENCY PLAN SUMMARY FLOWCHART

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Shipboard Oil Pollution Emergency Plan

SECTION 2 - REPORTING REQUIREMENTS PAGE

2.1 2.2 2.2.1 2.2.2 2.2.3

GENERAL REPORTING PROCEDURES When to report Information required Whom to contact

Shipyard "Split", Split Hrvatska

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Shipboard Oil Pollution Emergency Plan

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Shipboard Oil Pollution Emergency Plan

REPORTING PROCEDURES FLOWCHART

HAS THERE BEEN AN ACCIDENT OR HAZARDOUS OCCURRENCE ?

IS THERE ACTUAL OIL SPILL ? (see 2.2.1.1)

IS THERE A PROBALITY OF AN OIL SPILL ?

NOTIFY SHIP INTERESTS (see APP 4.)

MANDATORY INITIAL REPORTING ACTION NOW COMPLETE

= DECISION PREPARE FOLLOW-UP REPORTS (use format in 2.2.2.2.)

Shipyard "Split", Split Hrvatska

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Shipboard Oil Pollution Emergency Plan

BB (DATE AND TIME OF EVENT, UTC) l_l_l_l_l_l_l

CC (POSITION, LAT, LONG) l_l_l_l_lNlSl d d m m l_l_l_l_l_lElW __l

DD (BEARING, DISTANCE FROM LANDMARK) l_l_l_l d d d l___l N miles

FF (SPEED, KNOTS) l_l_l___l kn kn 1/10

NN (DATE AND TIME OF NEXT REPORT, VTC) l_l_l_l_l_l_l