Oil product tanker SOPEP(ship oil pollution emergency plan)...
m/v ” MARI UGLAND” OIL PRODUCT TANKER
SHIPBOARD OIL POLLUTION EMERGENCY PLAN
IMO ID: 9326885 DNV CODE: SOP
Izmjena Index
Opis Description
Datum Date
Napomena: Ovaj nacrt je jednak nacrtu br. Note: This drawing is identical to drawing No. NACIONALNE VLASTI / FLAG STATE AUTHORITIES
index index
Ime Name
za NOV for NB
KLASIFIKACIJSKO DRUŠTVO / CLASSIF. SOCIETY VLASNIK / OWNER Dopis br. / Letter No
Odobreno od / Approved by Datum Date
Pom. projek. Assist. Projektant Designer Sam.projekt. Sen. designer Ruk. odjela Head of office Mjerilo/Scale
Ime Name
Datum / Date
Potpis Signature
Veza nacrt/Conn.dwg
BRODOSPLIT dipl. ing. I. Kreković
BRODOGRADILIŠTE d.o.o.
ing. D. Lučin 07.2007
SPLIT - HRVATSKA
dipl. ing. Ž.Krstulović-Opara
NOV / NB 450
Naziv nacrta / Drawing title
SHIPBOARD OIL POLLUTION
PR / PROJECT
Klasif.broj / Dwg. No
01-101-A-204
EMERGENCY PLAN
Listova/Pgs
List/Pg
Ident br./ Reg. No
189
0
267739
Shipboard Oil Pollution Emergency Plan
1
Page:
TABLE OF CONTENT / INDEX OF SECTIONS
SHIP’S PARTICULARS
4
SUBJECT Letter of acceptance from the DET NORSKE VERITAS Revision page
5 6
INTRODUCTION SECTION 1: PREAMBLE SUMMARY FLOWCHART
7 8 9
SECTION 2: REPORTING REQUIREMENTS
10
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
11 11 11 11 11 12 26 29 29 29 30
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
SECTION 3: STEPS TO CONTROL DISCHARGE
31
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
32 33 33 36 39 42 45 45 50 54 58 62 66 69 70 74 79 81
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
TABLE OF CONTENT / INDEX OF SECTION (cont)
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
PAGE
SECTION 4: NATIONAL AND LOCAL COORDINATION
82
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
Shipyard "Split", Split – Hrvatska
84 85 85 85 86 86 86 86 87 87 87 87 88 88 88 89 89 89
Dwg. No. 01-101-204
2
Shipboard Oil Pollution Emergency Plan
Page:
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
Shipyard "Split", Split – Hrvatska
91 97 171 172 174 180 181
Dwg. No. 01-101-204
3
Shipboard Oil Pollution Emergency Plan
Page:
SHIPBOARD OIL POLLUTION EMERGENCY PLAN in accordance with Regulation 37 Annex I of MARPOL 73/78
I
SHIP’S 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
OWNER’S 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)
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
4
Shipboard Oil Pollution Emergency Plan
Page:
Letter of Acceptance by DET NORSKE VERITAS
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
5
Shipboard Oil Pollution Emergency Plan
Page:
REVISION PAGE
Revision
Page(s)
Shipyard "Split", Split – Hrvatska
Date
Summary of Changes
Initial
Dwg. No. 01-101-204
6
Shipboard Oil Pollution Emergency Plan
Page:
7
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
8
SECTION 1: PREAMBLE
1.1 This Plan is available to assist the ship’s 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 ship’s 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).
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
9
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) - Shipowner´s manager; P & I insurer - Head Charterer; Cargo owner - Refer to contact lists
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
-
Safety assessment and precaution
-
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
-
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)
-
-
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
Shipyard "Split", Split – Hrvatska
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
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
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
11 11 11 12 29
Dwg. No. 01-101-204
10
Shipboard Oil Pollution Emergency Plan
2.1
Page:
11
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
12
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 ship’s 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 IMO’s reporting format as outlined at page 15.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
2.2.2.1
Page:
13
REPORTING PROCEDURES FLOWCHART
HAS THERE BEEN AN ACCIDENT OR HAZARDOUS OCCURRENCE ?
YES
NO
IS THERE ACTUAL OIL SPILL ? (see 2.2.1.1)
YES
NO REPORT REQUIRED
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.)
Shipyard "Split", Split – Hrvatska
= ACTION
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
2.2.2.2
Page:
14
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 (ship’s 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;
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
15
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
C.
Page:
16
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
17
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 ship’s 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
Sections of the ship reporting format which are inappropriate should be omitted from the report.
2.2
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.
2.3
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
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
Page:
Function
Ship reporting system or nearest appropriate coast radio station
Type of report
Type of report: Sailing plan Position report
PR
Deviation report
DR
Final report
FR
Dangerous goods report
DG
Harmful substances report
HS
Marine pollutants report
MP
Any other report
Give in full
B
C
Information required
System identifier
SP
A
18
Ship (alpha)
Time (bravo)
Position (charlie)
Shipyard "Split", Split – Hrvatska
Ship
Date and time of event
Position
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
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
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
19
Position
True bearing (first 3 digits) and distance (state distance in nautical miles) from a clearly identified landmark (state landmark)
Course (echo)
True course
A 3-digit group
F
Speed (foxtrot)
Speed in knots and tenths of knots
A 3-digit group
G
Departed (golf)
Port of departure
Name of last port of call
H
Entry (hotel)
Date, time and point of entry into system
Entry time expressed as in (B) and entry position expressed as in (C) or (D)
I
Destination and ETA (india)
Destination and expected time of arrival
Name of port and date and time group expressed as in (B)
J
Pilot (juliet)
Pilot
State whether a deep-sea or local pilot is board
K
Exit (kilo)
Date, time and point of exit from system or arrival at the ship’s destination
L
Route (lima)
Route information
M
Radiocommunications (mike)
Radiocommunications
N
Next report (november)
Time of next report
D
Position (delta)
E
Shipyard "Split", Split – Hrvatska
Exit time expressed as in (B) and exit position expressed as in (C) or (D) Intended track
State in full names of stations/frequencies guarded Date time group expressed as in (B)
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
O
P
Q
R
S
Draught (oscar)
Cargo (papa)
Defect, damage deficiency,limitations (quebec)
Pollution / dangerous goods lost overboard (romeo)
Weather (sierra)
Page:
Maximum present static draught in metres
Cargo on board
Defects/damage /deficiencies/ other limitations
Description of pollution or dangerous goods lost overboard
Weather conditions
T
Agent (tango)
Ship’s representative and/or owner
U
Size and type (uniform)
Ship size and type
Shipyard "Split", Split – Hrvatska
20
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 ship’s representative or owner or both for provision of information (see detailed reporting requirements) Details of length, breadth, tonnage, and type, etc., as required
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
V
Medic (victor)
Medical personnel
W
Persons (whiskey)
Total number of persons on board
21
Doctor, physician’s assistant, nurse, personnel without medical training State number
X
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)
Y
Relay (yankee)
Request to relay report to another system, e.g., AMVER, AUSREP, JASREP, MAREP, etc.
Content of report
Z
End of report (zulu)
End of report
No further information required
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
22
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
Correct technical name or names of goods
2
UN number or numbers
3
IMO hazard class or classes
4
Names of manufacturers of goods when known, or consignee or consignor.
5
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.
6
An estimate of the quantity and likely condition of the goods.
7
Whether lost goods floated or sank.
8
Whether loss is continuing.
9
Cause of loss.
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
Correct technical name or names of goods.
2
UN number or numbers.
3
IMO hazard class or classes.
4
Names of manufacturers of goods when known, or consignee or consignor.
5
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.
6
An estimate of the quantity and likely condition of the goods.
Particulars not immediately available should be inserted in a supplementary message or messages.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
23
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
Q
R
1
Type of oil or the correct technical name of the noxious liquid substances onboard.
2
UN number or numbers.
3
Pollution category (A, B, C or D), for noxious liquid substances.
4
Names of manufactures of substances, if appropriate, when known, or consignee or consignor.
5
Quantity.
1
Condition of the ship as relevant.
2
Ability to transfer cargo/ballast/fuel.
1
Type of oil or the correct technical name of the noxious liquid discharged into the sea.
2
UN number or numbers.
3
Pollution category (A, B, C or D), for noxious liquid substances.
4
Names of manufactures of substances, if appropriate, when known, or consignee or consignor.
5
An estimate of the quantity of the substances.
6
Weather lost substances floated or sank.
7
Whether loss continuing.
8
Cause of loss.
9
Estimate of the movement of the discharge or lost substances, giving current conditions if known.
10
Estimate of the surface area of the spill if possible.
T
1
Name, address, telex and telephone number of the ship’s owner and representative, (charterer, manager or operator of the ship or their agent).
X
1
Action being taken with regard to the discharge and the movement of the ship.
2
Assistance or salvage efforts which have been requested of which have been provided by others.
3
The master of an assisting or salvaging ship should report the particulars of the action undertaken or planned.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
24
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
Q
R
1
Correct technical name or names of goods.
2
UN number or numbers.
3
IMO hazard class or classes.
4
Names of manufacturers of goods when known, or consignee or consignor.
5
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.
6
An estimate of the quantity and likely condition of the goods.
1
Condition of the ship as relevant.
2
Ability to transfer cargo/ballast/fuel.
1
Correct technical name or names of goods.
2
UN number or numbers.
3
IMO hazard class or classes.
4
Names of manufacturers of goods when known, or consignee or consignor.
5
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.
6
An estimate of the quantity and likely condition of the goods.
7
Weather lost goods floated or sank.
8
Weather loss is continuing.
9
Cause of loss.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
25
T
1
Name, address, telex and telephone number of the ship’s owner and representative, (charterer, manager or operator of the ship or their agent).
X
1
Action being taken with regard to the discharge and the movement of the ship.
2
Assistance or salvage efforts which have been requested of which have been provided by others.
3
The master of an assisting or salvaging ship should report the particulars of the action undertaken or planned.
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
the nature of the damage, failure or breakdown of the ship, machinery or equipment; and
.2
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
.4
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
26
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
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)
OR
DD (BEARING, DISTANCE FROM LANDMARK)
l___l___l___l___lN__lS__l d d m m
l___l___l___l d d d
l_____l N miles
l___l___l___l___l___lE__lW __l
EE (COURSE)
FF (SPEED, KNOTS)
l___l___l___l d d d
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)
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
27
Shipboard Oil Pollution Emergency Plan
Page:
SS 0(BRIEF DETAILS OF WEATHER AND SEA CONDITIONS)
Wind
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
TT (CONTACT DETAILS OF SHIP’S 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
28
Shipboard Oil Pollution Emergency Plan
2.2.3
Page:
29
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 ship’s 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 ship’s 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 ship’s 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
30
2.2.3.3 Ship Interest Contacts For Ship Interest Contacts it is necessary to have information at the Master’s disposal in case of an oil spill for informing the ship’s 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 vessel’s OPERATOR.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
SECTION 3 - STEPS TO CONTROL DISCHARGE
PAGE
3.1 3.2 3.3
GENERAL OPERATION SPILLS SPILLS RESULTING FROM CASUALTIES
Shipyard "Split", Split – Hrvatska
32 33 45
Dwg. No. 01-101-204
31
Shipboard Oil Pollution Emergency Plan
3.1
Page:
32
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. Ship’s 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
2.
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
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
3.2
OPERATIONAL SPILLS
3.2.1.
OPERATIONAL SPILL PREVENTION
Page:
SHIP/SHORE SAFETY CHECK LIST
ACTION TO BE TAKEN
CREW MEMBER
Bosun
1.
Prepare cleaning equipment
2.
Check general alarm
Third Officer
3.
Organize and check communication - loading place - bridge - engine room
First Officer Third Officer Duty engineer
4.
Check Ship’s 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
33
Shipboard Oil Pollution Emergency Plan
Page:
11.
Agree ship-shore communication (get phone numbers and/or VHF/UHF channels to be used and keep recorded on the appropr. form)
Duty Officer
12.
Agree procedures for cargo and ballast handling
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 ship’s main aerials
GMSDSS General operator on duty
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
34
Shipboard Oil Pollution Emergency Plan
Page:
23.
Switch off radar’s
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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
35
Shipboard Oil Pollution Emergency Plan
3.2.2
Page:
36
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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
37
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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
3.2.2.4 ACTION CHECK LIST
PROBLEM
1
PIPE LEAKAGE
ACTION TO BE TAKEN
CREW MEMBER
Inform Coastal State Authorities
Master
2
Inform Contact List in Section 2
Master
3
Activate Clean-Up Procedures
Master
4
Take Photographs
Master
5
Obtain Names of Shore Personnel
Master
6
Secure Statements
Master
7
Monitor containment and clean-up act.
8
Stop product flow
9
Locate Leakage
10
Secure Leakage
11
Repair Leakage
Master First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
12
In charge of clean-up operations
First Officer
13
Prevention of fire and explosion
First Officer
14
Liaison with Shore Clean-up team
First Officer
15
Determine quantity of oil lost
16
Have at hand oil Specification
17
Oil record book available
First Officer First Officer Chief Engineer First Officer Chief Engineer
18
Obtain sample of oil from deck
Second Engineer
19
Obtain sample of oil from water
Second Engineer
20
Remove clean-up material to shore
Second Engineer
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
38
Shipboard Oil Pollution Emergency Plan
3.2.3
Page:
39
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
-
Page:
40
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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
3.2.3.4 ACTION CHECK LIST
PROBLEM
1
TANK OVERFLOW
ACTION TO BE TAKEN
CREW MEMBER
Inform Coastal State Authorities
Master
2
Inform Contact List in Section 2
Master
3
Activate Clean-Up Procedures
Master
4
Take Photographs
Master
5
Obtain Names of Shore Personnel
Master
6
Secure Statements
Master
7
Monitor containment and clean-up act.
8
Stop product flow
Master First Officer Chief Engineer
9
Prevention of fire and explosion
10
Remove level Of Oil from Tank
11
Prepare to run Oil into other Tank
12
Prepare to Pump Oil Ashore
13
Determine quantity of Oil Lost
14
Have at Hand Oil Specifications
15
Oil record book available
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
16
In charge of Clean-up Operations
First Officer
17
Liaison with Shore Clean-up team
First Officer
18
Obtain sample of oil from deck
Second Engineer
19
Obtain sample of oil from water
Second Engineer
20
Remove clean-up material to shore
Second Engineer
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
41
Shipboard Oil Pollution Emergency Plan
3.2.4
Page:
42
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 ship’s 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 ship’s 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 ship’s 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 ship’s 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 ship’s 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 ship’s stability and stress. DO NOT RE-COMMENCE OPERATION UNTIL SOURCE OF SPILL IS IDENTIFIED AND REMOVED OR RECTIFIED
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
43
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 SHIP’S 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 vessel’s 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 OPERATOR’S 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
3.2.4.5 ACTION CHECK LIST
PROBLEM
1
CREW MEMBER
Inform Coastal State Authorities
Master
2
Inform Contact List in Section 2
Master
3
Activate Clean-Up Procedures
Master
4
Take Photographs
Master
5
Obtain Names of Shore Personnel
Master
6
Secure Statements
Master
7
Monitor containment and clean-up act.
Master
8
Prevention of fire and explosion
9
Sound all cargo/oil tanks
10
Note Quantities of oil Onboard
11
Prepare to run oil into other Tank
12
Prepare to Pump oil Ashore
13
Determine quantity of oil Lost
14
Have at Hand oil Specifications
15
Oil record book available
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
16
In charge of Clean-up Operations
First Officer
17
In charge of damage control and repair
Chief Engineer
18
Obtain sample of oil from the Water Reduce the levels of all tanks in vicinity by internal transfer or discharge onshore
Second Engineer First Officer Chief Engineer
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 vessel’s list
First Officer First Officer Chief Engineer First Officer Chief Engineer
19 20 21
22 23
HULL LEAKAGE
ACTION TO BE TAKEN
Shipyard "Split", Split – Hrvatska
First Officer Chief Engineer
Dwg. No. 01-101-204
44
Shipboard Oil Pollution Emergency Plan
3.3
Page:
45
SPILLS RESULTING FROM CASUALTIES In responding to a casualty the MASTER’S 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 MASTER’S 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
46
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 ship’s 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 leakage’s. 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 ship’s 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 ship’s stability and stress. - Isolate damaged tank by hermetically closing the tank, if possible.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
-
-
-
Page:
47
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 ship’s 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 ship’s 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 ship’s stability and stress
3.3.1.4 SHIP’S 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 vessel’s 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 OPERATOR’S 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
48
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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
3.3.1.7 ACTION CHECK LIST
PROBLEM 1
CREW MEMBER Master
2
Sound General Alarm Muster the personnel at their designated Muster Station
3
Inform Coastal State Authorities
Master
4
Inform Contact List in Section 2
Master
5
Activate Clean-Up Procedures
Master
6
Take Photographs
Master
7
Obtain Names of Shore Personnel
Master
8
Secure Statements
Master
9
Monitor containment and clean-up activities
Master
10
Prevention of fire and explosion
First Officer
11
Assess extent of damage
First Officer
12
In charge of Pollution Control
First Officer
13
In charge of stability and stress
First Officer
14
Sound around the vessel
Second Officer
15
Sound Ballast and Cargo tanks
Third Officer
16
Sound all oil tanks
Third Engineer
17
Determine state of tides
Second Officer
18
In charge of ballast, cargo/bunker transfer
Second Engineer
19
In charge of damage control and repaired
Chief Engineer
20
Reduce the levels of all tanks in vicinity by internal transfer or discharge onshore
First Officer Chief Engineer
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 vessel’s list
First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
21 22 23
GROUNDING
ACTION TO BE TAKEN
Shipyard "Split", Split – Hrvatska
Master
Dwg. No. 01-101-204
49
Shipboard Oil Pollution Emergency Plan
3.3.2
Page:
50
FIRE AND EXPLOSION In the event of a fire and explosion the MASTER’S 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 Ship’s 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
51
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 ship’s 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 ship’s 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 ship’s 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 ship’s 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 ship’s 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 ship’s stability and stress. 3.3.2.4 SHIP’S 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 vessel’s 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 OPERATOR’S 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
-
Page:
52
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.
3.3.2.5 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
3.3.2.7 ACTION CHECK LIST
PROBLEM
1
FIRE/EXPLOSION
ACTION TO BE TAKEN
CREW MEMBER
Master
2
Sound General Alarm Muster the personnel at their designated Muster Station
3
Inform Coastal State Authorities
Master
4
Inform Contact List in Section 2
Master
5
Activate Clean-Up Procedures
Master
6
Take Photographs
Master
7
Obtain Names of Shore Personnel
Master
8
Secure Statements
Master
9
Monitor containment and clean-up activities
Master
10
Direct Fire fighting Operations
Master
11
Assess extent of damage
First Officer
12
Prevention of fire and explosion
First Officer
13
In charge of Pollution Control
First Officer
14
In charge of stability and stress
First Officer
15
Sound Ballast and Cargo tanks
Third Officer
16
Sound all oil tanks
Third Engineer
17
In charge of damage control and repairs
Chief Engineer
18
In charge of ballast, cargo/bunker transfer
Second Engineer
Shipyard "Split", Split – Hrvatska
Master
Dwg. No. 01-101-204
53
Shipboard Oil Pollution Emergency Plan
3.3.3
Page:
54
COLLISION In the event of a collision MASTER’S 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.
3.3.3.1 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)
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
55
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 ship’s 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 ship’s 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 ship’s 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 ship’s 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 ship’s stability and stress.
3.3.3.4 SHIP’S 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 vessel’s 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)
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
56
Contact have to be with OPERATOR’S 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
3.3.3.7 ACTION CHECK LIST
PROBLEM
1
CREW MEMBER
Master
2
Sound General Alarm Muster the personnel at their designated Muster Station
3
Inform Coastal State Authorities
Master
4
Inform Contact List in Section 2
Master
5
Activate Clean-Up Procedures
Master
6
Take Photographs
Master
7
Obtain Names of Shore Personnel
Master
8
Secure Statements
Master
9
Monitor containment and clean-up activities
Master
10
Prevention of fire and explosion
First Officer
11
Assess extent of damage
First Officer
12
In charge of Pollution Control
First Officer
13
In charge of stability and stress
First Officer
14
Sound Ballast and Cargo tanks
Third Officer
15
Sound all oil tanks
Third Engineer
16
In charge of damage control and repairs
Chief Engineer
17
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 vessel’s list
Second Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
18 19 20 21
COLLISION
ACTION TO BE TAKEN
Shipyard "Split", Split – Hrvatska
Master / Third Officer
Dwg. No. 01-101-204
57
Shipboard Oil Pollution Emergency Plan
3.3.4
Page:
58
HULL FAILURE In the event of hull failure (loose of one or more shell plating, major cracks, severe damage) the MASTER’S 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.
3.3.4.1 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)
3.3.4.2 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
59
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 ship’s 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 ship’s 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 ship’s 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 ship’s 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 ship’s stability and stress.
3.3.4.4 SHIP’S 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 vessel’s 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 OPERATOR’S 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
-
Page:
60
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
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.
3.3.4.5 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
3.3.4.7 ACTION CHECK LIST
PROBLEM
1
CREW MEMBER
Sound General Alarm
Master
Muster the personnel at their designated Muster Station
Master/Third Officer
3 3 4
Inform Coastal State Authorities
Master
Inform Contact List in Section 2
Master
5
Activate Clean-Up Procedures
Master
6
Take Photographs
Master
7
Obtain Names of Shore Personnel
Master
8
Secure Statements
Master
9
Monitor containment and clean-up activities
Master
10
Prevention of fire and explosion
First Officer
11
Assess extent of damage
First Officer
12
In charge of Pollution Control
First Officer
13
In charge of stability and stress
First Officer
14
Sound Ballast and Cargo tanks
Third Officer
15
Sound all oil tanks
Third Engineer
16
In charge of damage control and repairs
Chief Engineer
17
In charge of ballast, cargo/bunker transfer
Second Engineer
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 vessel’s list
First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
2
18 19 20 21
HULL FAILURE
ACTION TO BE TAKEN
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
61
Shipboard Oil Pollution Emergency Plan
3.3.5
Page:
62
EXCESSIVE LIST In the event of a excessive list MASTER’S 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 SHIP’S 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
63
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 vessel’s 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 ship’s damage in casualty such as: - grounding - explosion - collision - hull failure, etc.
.2.1
ACTIONS TAKEN TO RECTIFY THE SITUATION AND TO STABILIZE THE SHIP’S 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
64
3.3.5.4 SHIP’S 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 vessel’s 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 OPERATOR’S 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
3.3.5.6 ACTION CHECK LIST
PROBLEM
1
CREW MEMBER
2
Sound General Alarm Muster the personnel at their designated Muster Station
3
Stop all operations immediately
First Officer Chief Engineer
4
Inform Coastal State Authorities
Master
5
Inform Contact List in Section 2
Master
6
Activate Clean-Up Procedures
Master
7
Take Photographs
Master
8
Obtain Names of Shore Personnel
Master
9
Secure Statements
Master
10
Monitor containment and clean-up activities
Master
11
Prevention of fire and explosion
12
Check reason for list
First Officer First Officer Chief Engineer
13
Assess extent of damage
First Officer
14
In charge of Pollution Control
First Officer
15
In charge of stability and stress
First Officer
16
Sound Ballast and Cargo tanks
Third Officer
17
Sound all oil tanks
Third Engineer
18
In charge of damage control and repairs
Chief Engineer
19
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 vessel’s list
Second Engineer First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
20 21
22 23
EXCESSIVE LIST
ACTION TO BE TAKEN
Shipyard "Split", Split – Hrvatska
Duty officer Master
First Officer Chief Engineer
Dwg. No. 01-101-204
65
Shipboard Oil Pollution Emergency Plan
Page:
3.3.6
CONTAINMENT SYSTEM FAILURE
3.3.6.1
FAILURE OF STEERING GEAR
66
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
1
2 3
4
FAILURE OF STEERING GEAR
ACTION TO BE TAKEN
CREW MEMBER
Exhibit prescribed signals “not Under command”
Duty officer
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.
Duty officer Second Engineer
Master
5
Inform coastal state authorities
Master
6
Inform contact list in section 2
Master
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
67
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
2 3 4
ACTION TO BE TAKEN
CREW MEMBER
Exhibit prescribed signals “not under command” FAILURE OF PROPULSION SYSTEM & ELECTRICAL GENERATING SYSTEM
Duty officer
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
Shipyard "Split", Split – Hrvatska
Master Master Master
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
68
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 ship’s 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
1
FAILURE OF ESSENTIAL SHIPBORNE NAVIGATION AL AIDS
ACTION TO BE TAKEN
CREW MEMBER
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
Master
If possible ask vessel traffic system position for anchoring.
Master
3
Exhibit visual or give sound signals as necessary
Second Engineer
4
Transmit urgency signal on VHF CHANNEL 16
Duty officer
5
Inform coastal state authorities
Master
6
Inform contact list in section 2
Master
2
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
69
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
1
Los of tank environmental control
ACTION TO BE TAKEN
CREW MEMBER
Inform Coastal State Authorities
Master
Inform Contact List in Section 2 Consult Data Sheet
Master Master
4
Safety of the crew
Master
5
Alter course upwind to slick (if at sea)
Master
6
Shut all none essential air intakes
First Officer
7
First Officer
8
Shut down ventilation Close all external doors and ports in accommodation
9
Personnel protection equipment
Second Officer
10
Prevention of fire and explosion
First Officer
11
Monitor containment and clean-up act
12
Stop product flow
Master First Officer Chief Engineer
13
In charge of Clean-up Operations
First Officer
14
Liaison with Shore Clean-up team
First Officer
15
Remove clean-up material to shore
Second Engineer
2 3
Shipyard "Split", Split – Hrvatska
First Officer
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
3.3.8
Page:
70
SUBMERGED / FOUNDERED In the event of the vessel submerged/foundered the MASTER’S 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
71
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 ship’s 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 ship’s 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 ship’s 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 ship’s 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 ship’s stability and stress. 3.3.8.4
SHIP’S 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 vessel’s 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 OPERATOR’S 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
-
Page:
72
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.
3.3.8.5 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
3.3.8.7
ACTION CHECK LIST
PROBLEM
1
Page:
SUBMERGED/ FOUNDERED
ACTION TO BE TAKEN
CREW MEMBER
Stop engine
Officer on duty Master
3
Sound General Alarm Muster the personnel at their designated Muster Station
4
Inform Coastal State Authorities
Master
5
Inform Contact List in Section 2
Master
6
Activate Clean-Up Procedures
Master
7
Take Photographs
Master
8
Obtain Names of Shore Personnel
Master
9
Secure Statements
Master
10
Monitor containment and clean-up activities
Master
11
Prevention of fire and explosion
First Officer
12
Assess extent of damage
First Officer
13
In charge of Pollution Control
First Officer
14
In charge of stability and stress
First Officer
15
Sound Ballast and Cargo tanks
Third Officer
16
Sound all oil tanks
Third Engineer
17
In charge of damage control and repairs
Chief Engineer
18
In charge of ballast, cargo/bunker transfer
Second Engineer
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 vessel’s list
First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
2
19 20
21 22
Shipyard "Split", Split – Hrvatska
Master / Third Officer
First Officer Chief Engineer
Dwg. No. 01-101-204
73
Shipboard Oil Pollution Emergency Plan
3.3.9
Page:
74
WRECKED / STRANDING
In the event of casualty the Master’s 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
-
3.3.9.1
Page:
75
by dropping anchors (adequate water depth and anchor ground provided) by taking ballast into empty tanks, if possible. Do not forget the impact on ship’s stability and stress
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 -
-
3.3.9.3
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 leakage’s. 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.
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 ship’s 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 ship’s 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
-
-
-
3.3.9.4
Page:
76
Transfer of cargo/bunker internally from damaged to intact tank provided shipboard piping system is in operational condition. Do not forget the impact on ship’s 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 ship’s 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 ship’s stability and stress
SHIP’S 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 vessel’s 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 OPERATOR’S 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
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
b).0.. . . گ
ņ
Page:
77
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.
-
b).0.. . .
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
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 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
b).0.. . .
ACTION CHECK LIST
PROBLEM
1
Page:
ACTION TO BE TAKEN
CREW MEMBER
Sound General Alarm
Master
Stop engine
Master
3
Master the personnel at their designated Muster Station
Master
4
Inform Coastal State Authorities
Master
5
Inform Contact List in Section 2
Master
6
Activate Clean-Up Procedures
Master
7
Take Photographs
Master
8
Obtain Names of Shore Personnel
Master
9
Secure Statements
Master
10
Monitor containment and clean-up activities
Master
11
Prevention of fire and explosion
First Officer
12
Assess extent of damage
First Officer
13
In charge of Pollution Control
First Officer
14
In charge of stability and stress
First Officer
15
Sound around the vessel
Second Officer
16
Sound Ballast and Cargo tanks
Third Officer
17
Sound all oil tanks
Third Engineer
18
Determine state of tides
Second Officer
19
In charge of ballast, cargo/bunker transfer
First Officer Chief Engineer
20
In charge of damage control and repaired
Chief Engineer
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
First Officer Chief Engineer First Officer Chief Engineer First Officer Chief Engineer
2
21 22 23
WRECKED / STRANDING
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
78
Shipboard Oil Pollution Emergency Plan
b).. . . . .
Page:
79
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. b).0.. . .
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)
b).0.. . . -
-
ON DECK CLEAN – UP PROCEDURE 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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
b).0.. . .
ACTION CHECK LIST
PROBLEM HAZARDOUS VAPOURS RELEASE
Page:
ACTION TO BE TAKEN
CREW MEMBER
Inform Coastal State Authorities
Master
2
Inform Contact List in Section 2
Master
3
Activate Clean-Up Procedures (if on deck)
Master
4
Alter course upwind to slick (if at sea)
Master
5
Shut all none essential air intakes
First Officer
6
First Officer
7
Shut down ventilation Close all external doors and ports in accommodation
8
Personnel protection equipment
Second Officer
9
Prevention of fire and explosion
First Officer
10
Secure Statements
Master
11
Monitor containment and clean-up act
12
Stop product flow
13
Have at Hand oil Specifications
Master First Officer Chief Engineer First Officer Chief Engineer
14
In charge of Clean-up Operations
First Officer
15
Liaison with Shore Clean-up team
First Officer
16
Obtain sample of oil from deck
Second Engineer
17
Obtain sample of oil from water
Second Engineer
18
Remove clean-up material to shore
Second Engineer
1
Shipyard "Split", Split – Hrvatska
First Officer
Dwg. No. 01-101-204
80
Shipboard Oil Pollution Emergency Plan
b)0. . . . . . . 3.4.1
Page:
81
MITIGATING ACTIVITIES
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
82
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
SECTION 5: ADDITIONAL INFORMATION (NON MANDATORY)
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
Shipyard "Split", Split – Hrvatska
Page:
83
84 85 85 85 86 86 86 86 87 87 87 87 88 88 88 89 89 89
Dwg. No. 01-101-204
83
Shipboard Oil Pollution Emergency Plan
b)0. . . . . . .
Page:
84
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/ship’s 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 owner’s 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
b)0. . . . . . .
Page:
85
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
5.5
Page:
86
SHORESIDE SPILL RESPONSE CO-ORDINATOR OR QUALIFIED INDIVIDUAL
Vessel´Operators/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 Operator’s permission, to give any information regarding incident to public. The Master must direct all media-related enquires to nominated public relation person in Operator’s 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
b)0. . . . . . .
Page:
87
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, ship’s 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; Vessel’s set and drift; Location and time of impact with hazard based on vessel’s 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:
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
1. 2. 3. 4. 5. 6.
Page:
88
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.
b)0. . . . . . .
SMALL OPERATIONAL SPILLS
In most instances, the ship’s initial report will trigger the mobilization of the local response organization. It is not normally practical for ship’s 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, ship’s 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 Operator’s 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. Ship’s 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
b)0. . . . . . .
Page:
89
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 owner’s 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 vessel’s 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
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
Shipyard "Split", Split – Hrvatska
91 97 171 172 174 180 181
Dwg. No. 01-101-204
90
Shipboard Oil Pollution Emergency Plan
Page:
91
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)
Ship’s position State port, anchorage, terminal, berth etc. DD (delta)
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
92
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.
Operator’s 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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
93
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)
Ship’s 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)
3125N 02241W (31025’N, 22041’W)
or Giving position by true bearing (first 3 digits) and distance from a clearly identified landmark (state landmark)
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
DD (delta)
Page:
94
130, five miles, Cabo de Sao Vicente
If in port, anchorage, terminal etc.: b)
State name of port, anchorage, berth no.etc.
DD (delta)
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)
021000 (2nd 10.00 hours)
Cargo Brief details of cargo. For dangerous cargo and harmful substances see Standard Reporting Format and Procedures!
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
PP (papa)
Page:
95
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)
Collision with m/v Fire, Tank no.2 ctr. Breached. All essential shipboard systems operational including ability to transfer fuel.
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.
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.
Operator’s 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
Oil being transferred to heavy fuel oil tank port.
(x-ray)
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
96
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
97
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)
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
APP.3
PORT CONTACTS LIST
The following table provides an example as to how port contacts information could be presented:
NAME OF PORT CONTACTS
Port Authority (Harbour Master etc.)
ADDRESS
MEANS OF CONTACT
REMARKS
Phone: ........................... Fax: ............................... VHF-Channel: ..............
Terminal/Jetty Officials
Company’s Local Agent
P&I Club and Correspondents
Cleanup Contractor
Salvage Company
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
175
Shipboard Oil Pollution Emergency Plan
Page:
APP.4
SHIP INTEREST CONTACTS
b)
Owner/operator contact
NAME OF INSTITUTION/ PERSON TO BE CONTACTED
Owner/operator
Shipyard "Split", Split – Hrvatska
ADDRESS
MEANS OF CONTACT
REMARKS
Phone: ...................... Fax: .......................... Telex: ....................... INMARSATTelex: ....................... INMARSATFax: ..........................
Dwg. No. 01-101-204
176
Shipboard Oil Pollution Emergency Plan
177
Page:
b) Other ship interest contacts
NAME OF INSTITUTION/ PERSON TO BE CONTACTED
ADDRESS
MEANS OF CONTACT
Det Norske Veritas AS Veritasvelen 1 N-1322 Hovik Norway Det Norske Veritas AS Veritasvelen 1 N-1322 Hovik Norway
E mail:
[email protected] Fax: +47 67 57 99 11 Attn:ERS Web: ers.dnv.com
REMARKS
Charterer
Local agent
P & I Club and correspondents
DNV Emergency Response Service (ERS) Tor Jo Landheim, Project Responsible (ERS)
Shipyard "Split", Split – Hrvatska
Phone: +47 67 57 80 62 E mail:
[email protected] Fax: +47 67 57 99 11 Attn:ERS Web: ers.dnv.com
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
178
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 Master’s 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:
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
179
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
KG (Solid) /KG (Fluid) of Ship (if known) LCG of Ship (if known) ………………………
Shipyard "Split", Split – Hrvatska
Aft ………………Metres ………………..Metres Metres from Midships or AP
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
Section C: Ship Condition Immediately Before Casualty (Continued) ID
Compartment
Shipyard "Split", Split – Hrvatska
S.G
Tones
Dwg. No. 01-101-204
180
Shipboard Oil Pollution Emergency Plan
Page:
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
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
181
Shipboard Oil Pollution Emergency Plan
Page:
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.
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
182
Shipboard Oil Pollution Emergency Plan
Page:
183
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:
Metres
…………………………………….. ……………………………………..
………………………. ……………………….
Best Estimate of Depth of Water (For Grounding) Location
Port (Metres)
Starboard (Metres)
………………………….
………………………….
…………………………
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
Shipboard Oil Pollution Emergency Plan
Page:
APP.6
PLAN / EXERCISES / USE A
B
C
D
DATE
EXERCISE
USE
REMARKS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
Shipyard "Split", Split – Hrvatska
Dwg. No. 01-101-204
184
Shipboard Oil Pollution Emergency Plan
Page:
APP. 7
DRAWINGS
-
Shipyard "Split", Split – Hrvatska
GENERAL ARRANGEMENT CAPACITY PLAN MIDSHIP SECTION CARGO OIL PIPING DIAGRAM FUEL OIL PIPING DIAGRAM BALLAST PIPING DIAGRAM BILGE PIPING DIAGRAM
Dwg. No. 01-101-204
185
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
m
m
m4
195,057 195,091 167,983 168,008 139,211 139,236 110,411 110,436 81,611 81,636 52,951 52,977
11,888 11,889 11,574 11,575 11,576 11,576 11,576 11,576 11,576 11,576 11,672 11,673
-5,686 5,683 -6,985 6,982 -7,001 6,998 -7,001 6,998 -7,001 6,998 -6,936 6,933
4071 4079 6627 6637 6676 6686 6676 6686 6676 6686 6636 6646
35,553 35,541 35,420
12,700 12,564 12,076
-7,947 6,550 -1,427
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
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
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
3
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
m
m
m4
20,577 28,475 21,308 28,385 22,800 24,400 27,600
13,650 12,790 13,538 13,259 15,032 15,032 15,032
-11,650 -11,525 11,796 11,858 9,972 9,972 9,972
174 160 174 162 4 4 13
30,418 30,112
7,067 1,411
11,167 1,285
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
m4
10,569 9,600 -10,367 -10,368
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
m
m
m4
3,611 23,604 5,050 26,300 3,000 3,000
19,497 1,200 19,497 13,55 19,496 19,496
1,548 0,001 2,800 -6,200 4,400 6,000
12 12 1 1 2 2
10,000 11,600 24,700
9,825 1,639 13,55
-2,800 0,000 -6,200
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
m
m
m4
-2,058 3,072 3,016
16,626 16,622 13,733
8,855 10,601 0,046
280 245 10882
24,231 10,300 10,300
1,409 22,210 22,210
-3,313 8,750 10,000
28 0 0
1
