Professional Documents
Culture Documents
Izmjena
Index
Opis
Description
Datum
Date
index
index
Ime
Name
za NOV
for NB
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. Krekovi
BRODOGRADILITE d.o.o.
ing. D. Luin
07.2007
SPLIT - HRVATSKA
dipl. ing.
.Krstulovi-Opara
NOV / NB
450
PR / PROJECT
Klasif.broj / Dwg. No
01-101-A-204
EMERGENCY PLAN
Listova/Pgs
List/Pg
189
267739
Page:
SHIPS PARTICULARS
SUBJECT
Letter of acceptance from the DET NORSKE VERITAS
Revision page
5
6
INTRODUCTION
SECTION 1: PREAMBLE
SUMMARY FLOWCHART
7
8
9
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
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
Page:
PAGE
82
83
5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
5.9
5.10
5.11
5.12
5.13
5.14
5.15
5.16
5.17
5.18
GENERAL
DATA
DRAWINGS
RESPONSE EQUIPMENT ON BOARD
SHORESIDE SPILL RESPONSE CO-ORDINATOR OR
QUALIFIED INDIVIDUAL
PLANING STANDARDS
PUBLIC AFFAIRS
RECORD-KEEPING, SAMPLING
PLAN REVIEW
PLAN TESTING
SALVAGE
CHARACTERISTIC OF OIL SPILLED
SMALL OPERATIONAL SPILLS
LARGER SPILLS
PREDICTION OF SLICK MOVEMENT
SPILL RESPONSE TECHNIQUES
ORGANISATION AND RESPONSIBILITY FOR RESPONSE
LIABILITY ISSUES
84
85
85
85
86
86
86
86
87
87
87
87
88
88
88
89
89
89
Page:
PAGE
APPENDICES:
91
97
171
172
174
180
181
Page:
SHIPS IDENTIFICATION
Name of ship. MARI UGLAND
Official number..
Call Sign
IMO ID number. 9326885
Type of ship.. OIL PRODUCT TANKER
Port of registry..
Larvik
Flag. NORWAY
II
OWNERS INFORMATION
Owner:
Operator:
Page:
Page:
REVISION PAGE
Revision
Page(s)
Date
Summary of Changes
Initial
Page:
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.
Page:
SECTION 1: PREAMBLE
1.1 This Plan is available to assist the ships personnel in dealing with an unexpected discharge of oil. Its
primary purpose is to set in motion the necessary actions to stop or minimize the discharge of oil and
to mitigate its effects.
1.2 Effective planning ensures that the necessary actions are taken in a structured, logical, safe and timely
manner.
Page:
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
Page:
2.1
2.2
2.2.1
2.2.2
2.2.3
GENERAL
REPORTING PROCEDURES
When to report
Information required
Whom to contact
11
11
11
12
29
10
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.
Page:
12
2.2.2
Information Required
As required in article 8 and Protocol I of the MARPOL 73/78 - Convention the MASTER or other
persons having charge of the ship should report the particulars of an oil pollution incident. In this
context the International Maritime Organization (IMO), on 27 November 1997, adopted Resolution
A.851(20) General Principles for Ship Reporting Systems and Ship Reporting Requirements,
including Guidelines for Reporting Incidents Involving Dangerous Goods, Harmful Substances
and/or Marine Pollutants.
The intent of The Resolution aforementioned is to enable Coastal States and other interested
parties to be informed, without delay, of any incident giving rise to oil pollution, or threat of oil
pollution, of the marine environment, as well as of assistance and salvage measures, so that
appropriate action may be taken.
Nothing in this chapter relieves the MASTER in using sound judgement to make sure that any
incident or probable discharge of oil is reported as quick as possible in the prevailing situation.
When transmitting initial reports to the authorities of the nearest Coastal State the MASTER or
other persons dealing with such a transmission should take note of Resolution A.851(20). All
reporting whether initial or follow - up, should follow IMOs reporting format as outlined at page
15.
2.2.2.1
Page:
13
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
= QUESTION
= DECISION
PREPARE FOLLOW-UP REPORTS
(use format in 2.2.2.2.)
= ACTION
2.2.2.2
Page:
14
A.
GENERAL PRINCIPLES
Ship reporting system and reporting requirements are used to provide, gather or exchange
information through ratio reports. The information is used to provide data for many purposes,
including search and rescue, vessel traffic services, weather forecasting and prevention of marine
pollution. Ship reporting system and reporting requirements should, as far as practicable, comply
with the following principles:
reports should contain only information essential to achieve the objectives of the system;
reports should be simple and use the standard international ship reporting format and
procedures; where language difficulties may exist, the languages used should include English,
using where possible the Standard Marine Navigational Vocabulary, or alternatively the
International Code of Signals. The standard reporting format and procedures to be used are
given in the appendix to this annex;
the number of reports should be kept to a minimum;
no charge should be made for communication of reports;
safety or pollution-related reports should be made without delay; however, the time and place
of making non-urgent reports should be sufficiently flexible to avoid interference with essential
navigational duties;
information obtained from the system should be made available to other systems when required
for distress, safety and pollution purposes;
basic information (ships particulars, on-board facilities and equipment, etc.) should be reported
once, be retained in the system and be updated by the ship when changes occur in the basic
information reported;
the purpose of the system should be clearly defined;
Governments establishing a ship reporting system should notify marines of full details of the
requirements to be met and procedures to be followed. Details of types of ships and areas of
applicability, of times and geographical positions for submitting reports, of shore establishments
responsible for operation of the system and of the services provided should be clearly specified.
Chartlets depicting boundaries of the system and providing other necessary information should
be made available to mariners;
the establishment and operation of a ship reporting system should take into account:
international as well as national responsibilities and requirements;
the cost to ship operators and responsible authorities;
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.
C.
Page:
16
Page:
17
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
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.
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
Type of report
Type of report:
Sailing plan
Position report
PR
Deviation report
DR
Final report
FR
DG
HS
MP
Give in full
Information required
System identifier
SP
18
Ship
(alpha)
Time
(bravo)
Position
(charlie)
Ship
Position
Page:
19
Position
Course
(echo)
True course
A 3-digit group
Speed
(foxtrot)
A 3-digit group
Departed
(golf)
Port of departure
Entry
(hotel)
Pilot
(juliet)
Pilot
Exit
(kilo)
Route
(lima)
Route information
Radiocommunications
(mike)
Radiocommunications
Next report
(november)
Position
(delta)
Draught
(oscar)
Cargo
(papa)
Defect, damage
deficiency,limitations
(quebec)
Pollution / dangerous
goods lost overboard
(romeo)
Weather
(sierra)
Page:
Cargo on board
Defects/damage
/deficiencies/
other limitations
Description of pollution
or dangerous goods lost
overboard
Weather
conditions
Agent
(tango)
Ships representative
and/or owner
20
Page:
Medic
(victor)
Medical personnel
Persons
(whiskey)
21
Doctor, physicians
assistant, nurse, personnel
without
medical training
State number
Remarks
(x-ray)
Miscellaneous
Relay
(yankee)
Content of report
End of report
(zulu)
End of report
No further information
required
Page:
22
UN number or numbers
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
UN number or numbers.
Page:
23
Type of oil or the correct technical name of the noxious liquid substances onboard.
UN number or numbers.
Quantity.
Type of oil or the correct technical name of the noxious liquid discharged into the
sea.
UN number or numbers.
Cause of loss.
10
Name, address, telex and telephone number of the ships owner and representative,
(charterer, manager or operator of the ship or their agent).
Action being taken with regard to the discharge and the movement of the ship.
Assistance or salvage efforts which have been requested of which have been
provided by others.
The master of an assisting or salvaging ship should report the particulars of the
action undertaken or planned.
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
UN number or numbers.
UN number or numbers.
Cause of loss.
Page:
25
Name, address, telex and telephone number of the ships owner and representative,
(charterer, manager or operator of the ship or their agent).
Action being taken with regard to the discharge and the movement of the ship.
Assistance or salvage efforts which have been requested of which have been
provided by others.
The master of an assisting or salvaging ship should report the particulars of the
action undertaken or planned.
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
Page:
26
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.
Page:
OR
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)
27
Page:
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
(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
28
2.2.3
Page:
29
Whom to Contact
Page:
30
Page:
PAGE
3.1
3.2
3.3
GENERAL
OPERATION SPILLS
SPILLS RESULTING FROM CASUALTIES
32
33
45
31
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.
Ships personnel will almost always be in the best position to take quick action to mitigate or
control the discharge of oil from the ship. This Plan provides the MASTER with clear guidance on
how to accomplish this mitigation for a variety of situations.
The Plan not only outlines action to be taken, but also identifies who onboard is responsible so that
confusion during the emergency can be avoided.
Discharges can be as categorized into two main headings and a number of subheadings, these are:
1.
OPERATIONAL DISCHARGES
PIPE LEAKAGE
TANK OVERFLOW
HULL LEAKAGE
2.
CASUALTY DISCHARGES
GROUNDING
FIRE/EXPLOSION
COLLISION
HULL FAILURE
EXCESSIVE LIST
SUBMERGED/ FOUNDERED
WRECKED / STRANDED
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.
3.2
OPERATIONAL SPILLS
3.2.1.
Page:
ACTION TO BE TAKEN
CREW MEMBER
Bosun
1.
2.
Third Officer
3.
First Officer
Third Officer
Duty engineer
4.
Duty Officer
5.
First Officer
Second Officer
6.
Duty Officer
7.
Master
8.
First Officer
9.
Chief Engineer
10.
33
Page:
11.
Duty Officer
12.
First Officer
13.
Chief engineer
14.
First Officer
15.
A.B. on duty
16.
Third Engineer
17.
A.B. on duty
18.
Third Engineer
19.
Close and lash sea overboard dish valves when not in use
First Officer
20.
Third Engineer
21.
Third Officer
22.
GMSDSS General
operator on duty
34
Page:
23.
Third Officer
24.
Electrician
25.
A.B. on duty
26.
Close air condition intakes which may permit the entry of cargo
vaporous
First Officer
27.
First Officer
28.
Electrician
29.
Duty Engineer
30.
Duty Officer
31.
Master
32.
First Officer
33.
First Officer
34.
Master
35.
Master
35
3.2.2
Page:
36
PIPE LEAKAGE
Page:
37
Page:
PROBLEM
PIPE LEAKAGE
ACTION TO BE TAKEN
CREW MEMBER
Master
Master
Master
Take Photographs
Master
Master
Secure Statements
Master
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
First Officer
13
First Officer
14
First Officer
15
16
17
First Officer
First Officer
Chief Engineer
First Officer
Chief Engineer
18
Second Engineer
19
Second Engineer
20
Second Engineer
38
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
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
Page:
PROBLEM
TANK
OVERFLOW
ACTION TO BE TAKEN
CREW MEMBER
Master
Master
Master
Take Photographs
Master
Master
Secure Statements
Master
Master
First Officer
Chief Engineer
10
11
12
13
14
15
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
First Officer
17
First Officer
18
Second Engineer
19
Second Engineer
20
Second Engineer
41
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
-
If it is not possible to identify the specific tank from which leakage is occurring the necessary
actions are:
- Sound all cargo/bunker tanks.
Sounding to be compared with last sounding
Water finding paste or other means used to locate the area of hull leakage.
If necessary divers will have to be called in.
- Reduce the levels of all tanks in the vicinity by internal transfer or discharge on shore.
Do not forget the impact on ships stability and stress.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
This action will need to be taken promptly if it is to have significant impact on the oil released
from tanks that are already open the sea.
Upon identification of the leaking tank(s) necessary actions are:
- Reduce the level in the tank(s) if full
Do not forget the impact on ships stability and stress.
- Isolate damaged tank by hermetically closing the tank, if possible.
If the leakage is from a side damage below the water line in order to lessen the inrush the sea
water it may be necessary to raise the damage area. The transfer of ballast or cargo may have to
be undertaken to bring damage area out of the water.
Do not forget the impact on ships stability and stress.
- If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level
in the tank, if full and than pumping a water bottom into the damaged tank.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
- Close inert gas valves serving those tanks which are damaged
- Evaluate the necessity of transferring cargo/bunker internally from damaged to intact tank.
Do not forget the impact on ships stability and stress.
- Evaluate the necessity of transferring cargo and/or bunker onshore, or to barges or othership
and request such assistance accordingly.
Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER
GUIDE.
Do not forget the impact on ships stability and stress.
- If the ship has a list due to loose of ballast, by cargo, bunker, or buoyancy rearrange the
cargo/bunker or ballast by internal transfer operation to get ship level.
Do not forget the impact on ships stability and stress.
DO NOT RE-COMMENCE OPERATION UNTIL SOURCE OF SPILL IS IDENTIFIED AND
REMOVED OR RECTIFIED
Page:
43
Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Contact have to be with OPERATORS HEAD OFFICE
ERS will require following information to make damage stability and damage longitudinal stress
assessment calculation:
- Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such)
- Fuel oil, amount and distribution
- Location and extent of damage observed (identify by frames, bulkheads, deck)
- Location and extent of damage surmised (identify by frames, bulkheads, deck)
- Draft (fore, aft, mid port, mid stb.)
- Loss or change in amounts of cargo/bunker and disposition
- Detail any action already taken
- Wind, strength and direction
- Sea and swell, height and direction
- Current, speed and direction
- Weather forecast
- Air and sea temperature
- Other locally significant features
Having received these informations the OPERATOR will contact ERS and after ERS assessment
calculation advise Master what action can be safety taken to minimize the damage and prevent
further pollution.
Page:
PROBLEM
CREW MEMBER
Master
Master
Master
Take Photographs
Master
Master
Secure Statements
Master
Master
10
11
12
13
14
15
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
First Officer
17
Chief Engineer
18
Second Engineer
First Officer
Chief Engineer
First Officer
First Officer
Chief Engineer
First Officer
Chief Engineer
19
20
21
22
23
HULL LEAKAGE
ACTION TO BE TAKEN
First Officer
Chief Engineer
44
3.3
Page:
45
3.3.1
GROUNDING
In the event of the vessel grounding the MASTERS first priority must be to the safety of personnel
and the ship and to initiate action which may prevent escalation of the incident.
When grounding occurs:
- sound GENERAL ALARM immediately
- the personnel muster at their designated MUSTER STATION
As this Plan deals with oil pollution incident this section is limited to the grounding which
consequences are ACTUAL or PROBABLE oil discharge.
The MASTER must inform the Coastal Authorities of the occurrence of an actual or probable
discharge due to grounding and take immediate action to stop or minimize spill and to minimize
hazards from fire and explosion.
The MASTER should consider:
- danger to the crew if the ship should slide off grounding site
- danger of ship being broken down by heavy seas or swells
- health hazards to the crew and surrounding population due to release of hazardous substances
in dangerous concentrations
- that fire may start due to released flammable substances caused by uncontrolled ignition
sources
- is the ship constantly being strucke in the seaway?
- is the ship exposed to torsion?
- is there large difference in the tidal ranges at the grounding site?
- are there strong tidal current in the grounding area?
- may the ship drift further up on the shore due to high tides, wind and waves?
The MASTER should also evaluate the question of refloating the vessel by own means. Before
such an attempt is made, it must be determined:
- Whether the ship is damaged in such a way that it may sink, break up or capsize after getting
off;
- Whether the ship after getting off may have maneuvering problems upon leaving the dangerous
area by own means
- Whether machinery, rudder or propeller are damaged due to grounding or may be damaged by
trying to get off ground by own means,
- Whether the ship may be trimmed or lightened sufficiently to avoid damage to other tanks in
order to reduce additional pollution from bunker spillage
- Weather evaluation: whether there is time/reason to await improvements in weather or tide
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 ships stability and stress
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 ships stability and stress.
Evaluate the necessity of transfering cargo and/or bunker to barges or other ship and request
such assistance accordingly.
Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER
GUIDE.
Do not forget the impact on ships stability and stress.
If the ship has a list (after refloating action take place) due to lose of ballast, cargo, bunker or
buoyancy rearrange the bunker or ballast by internal transfer operation to get ship level.
Do not forget the impact on ships stability and stress
Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Contact have to be with OPERATORS HEAD OFFICE
ERS will require following information to make damage stability and damage longitudinal stress
assessment calculation:
-
Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such)
Fuel oil, amount and distribution
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.
Page:
48
Page:
PROBLEM
1
CREW MEMBER
Master
Master
Master
Master
Take Photographs
Master
Master
Secure Statements
Master
Master
10
First Officer
11
First Officer
12
First Officer
13
First Officer
14
Second Officer
15
Third Officer
16
Third Engineer
17
Second Officer
18
Second Engineer
19
Chief Engineer
20
First Officer
Chief Engineer
First Officer
Chief Engineer
First Officer
Chief Engineer
First Officer
Chief Engineer
21
22
23
GROUNDING
ACTION TO BE TAKEN
Master
49
3.3.2
Page:
50
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.
Page:
51
Page:
52
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.
Page:
PROBLEM
FIRE/EXPLOSION
ACTION TO BE TAKEN
CREW MEMBER
Master
Master
Master
Master
Take Photographs
Master
Master
Secure Statements
Master
Master
10
Master
11
First Officer
12
First Officer
13
First Officer
14
First Officer
15
Third Officer
16
Third Engineer
17
Chief Engineer
18
Second Engineer
Master
53
3.3.3
Page:
54
COLLISION
In the event of a collision MASTERS first priority must be to a safety of personnel, the ship
and ship which his own ship has been in collision with.
When casualties occurs:
- sound GENERAL ALARM immediately
- the personnel muster at their designated MUSTER STATION
- the MASTER should determine if immediate evacuation is necessary
- Life boats to be prepared for launching, as per vessel's muster List
- the GMDSS general operation on duty should broadcast distress alert and message under
MASTER'S instructions
- The MASTER should order ship's abandonment if he consider that this is the best course of
action for the safety of lives, due to weather conditions and the vessel's situation (vessel's
seaworthines)
As this Plan deals with oil pollution incident this section is limited to the collisions which
consequences are ACTUAL or PROBABLE oil DISCHARGE.
The MASTER must inform the Coastal Authorities of the occurrence of an actual or probable
discharge and take immediate action to stop or minimize spill and to minimize hazards from fire
and explosion.
The following check list should assist the MASTER in assessing the situation:
- Are any tanks penetrated above or below the waterline
- If ship are dead in the water and interlocked, what is most prudent, to stay interlocked or
separate?
- Is there any oil spill at present - small or large?
- Will a separation of the interlocked ships create a larger oil spill than if the ship stay
interlocked?
- If there is an oil spill, will the separation of the ships cause sparks that can ignite the spilled oil
or other flammable substances leaked out from the ships?
- Are the ships creating a greater danger to other traffic in the area if they are interlocked than if
separated?
- Is the ships are separated, how is the maneuverability of the own ship?
If separation take place, take following action to mitigate the damage and pollution.
Page:
55
Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Page:
56
If it is find out necessary to jettison of cargo or bunker coastal State must permission this action.
Page:
PROBLEM
CREW MEMBER
Master
Master
Master
Master
Take Photographs
Master
Master
Secure Statements
Master
Master
10
First Officer
11
First Officer
12
First Officer
13
First Officer
14
Third Officer
15
Third Engineer
16
Chief Engineer
17
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
57
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
MASTERS first priority must be to the safety of personnel and ship and to take action to prevent
escalation of the incident.
When casualties occurs:
- sound GENERAL ALARM immediately
- the personnel muster at their designated MUSTER STATION
- the MASTER should determine if immediate evacuation is necessary
- Life boats to be prepared for launching, as per vessel's muster List
- the GMDSS general operation on duty should broadcast distress alert and message under
MASTER'S instructions
- The MASTER should order ship's abandonment if he consider that this is the best course
of action for the safety of lives, due to weather conditions and the vessel's situation
(vessel's seaworthines)
As this Plan deals with oil pollution incident this section is limited to the hull failure which
Consequences are ACTUAL or PROBABLE oil discharge.
The MASTER must inform the Coastal Authorities of the occurrence of an actual or probable
discharge due to hull failure and take immediate action to stop or minimize spill and to minimize
hazards from fire and explosion.
Page:
59
Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Contact have to be with OPERATORS HEAD OFFICE
ERC will require following information to make damage stability and damage longitudinal stress
assessment calculation:
- Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such)
- Fuel oil, amount and distribution
- Draft prior to structural damage
Page:
60
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.
Page:
PROBLEM
CREW MEMBER
Master
Master/Third Officer
3
3
4
Master
Master
Master
Take Photographs
Master
Master
Secure Statements
Master
Master
10
First Officer
11
First Officer
12
First Officer
13
First Officer
14
Third Officer
15
Third Engineer
16
Chief Engineer
17
Second Engineer
First Officer
Chief Engineer
First Officer
Chief Engineer
First Officer
Chief Engineer
First Officer
Chief Engineer
18
19
20
21
HULL FAILURE
ACTION TO BE TAKEN
61
3.3.5
Page:
62
EXCESSIVE LIST
In the event of a excessive list MASTERS first priority must be the safety of personnel and
the ship and the prevention of incident escalation.
The MASTER must inform the Coastal Authorities of the occurrence of an actual or probable
discharge due to list and take immediate action to stop or minimize spill and to minimize hazard
from fire and explosion.
Page:
63
.2
.2.1
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:
-
Page:
64
Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Contact have to be with OPERATORS HEAD OFFICE
ERC will require following information to make 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
Page:
PROBLEM
CREW MEMBER
First Officer
Chief Engineer
Master
Master
Master
Take Photographs
Master
Master
Secure Statements
Master
10
Master
11
12
First Officer
First Officer
Chief Engineer
13
First Officer
14
First Officer
15
First Officer
16
Third Officer
17
Third Engineer
18
Chief Engineer
19
Second Engineer
First Officer
Chief Engineer
First Officer
Chief Engineer
First Officer
Chief Engineer
20
21
22
23
EXCESSIVE LIST
ACTION TO BE TAKEN
Duty officer
Master
First Officer
Chief Engineer
65
Page:
3.3.6
3.3.6.1
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.
PROBLEM
2
3
FAILURE OF
STEERING
GEAR
ACTION TO BE TAKEN
CREW MEMBER
Duty officer
Duty officer
Second Engineer
Master
Master
Master
Page:
67
.1
PROBLEM
1
2
3
4
ACTION TO BE TAKEN
CREW
MEMBER
Duty officer
Master
Master
Master
Page:
68
.1
PROBLEM
FAILURE OF
ESSENTIAL
SHIPBORNE
NAVIGATION
AL AIDS
ACTION TO BE TAKEN
CREW MEMBER
Master
Master
Second Engineer
Duty officer
Master
Master
Page:
69
3.3.7.1
PROBLEM
Los of tank
environmental
control
ACTION TO BE TAKEN
CREW MEMBER
Master
Master
Master
Master
Master
First Officer
First Officer
Second Officer
10
First Officer
11
12
Master
First Officer
Chief Engineer
13
First Officer
14
First Officer
15
Second Engineer
2
3
First Officer
3.3.8
Page:
70
SUBMERGED / FOUNDERED
In the event of the vessel submerged/foundered the MASTERS first priority must be to the
safety of personnel and the ship and to initiate action which may prevent escalation of the incident.
When casualties occurs:
- sound GENERAL ALARM immediately
- the personnel muster at their designated MUSTER STATION
- the MASTER should determine if immediate evacuation is necessary
- Life boats to be prepared for launching, sa per vessel's muster List
- the GMDSS general operation on duty should broadcast distress alert and message under
MASTER'S instructions
- The MASTER should order ship's abandonment if he consider that this is the best course of
action for the safety of lives, due to weather conditions and the vessel's situation (vessel's
seaworthines)
As this Plan deals with oil pollution incident this section is limited to the grounding which
consequences are ACTUAL or PROBABLE oil discharge.
3.3.8.1 PREVENTION OF FIRE AND EXPLOSION
All possible sources of ignition should be eliminated.
Action taken to prevent flammable vapours entering accommodation and engine room spaces:
- shut all none essential air intakes
- shut down ventilation
- close all external doors and ports in accommodation
- alter course upwind of the slick (if at sea)
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 ships stability and stress.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
This action will need to be taken promptly if it is to have significant impact on the oil released
from tanks that are already open the sea.
Upon identification of the leaking tank (s) the necessary actions are:
- Reduce the level in the tank (s) if full
Do not forget the impact on ships stability and stress.
- Isolate damaged tank by hermetically closing the tank, if possible.
- If the leakage is from a side damage below the water line in order to lessen the inrush the sea
water it may be necessary to raise the damage area. The transfer of ballast or sea water it may
be necessary to raise the damage area. The transfer of ballast or cargo may have to be
undertaken to bring the damaged area out of water.
- If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level
in the tank, if full and than pumping a water bottom into the damaged tank.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
- Close inert gas valves serving those tanks which are damaged.
- Transfer of cargo/bunker internally from damaged to intact tank provided shipboard piping
system is in operational condition.
Do not forget the impact on ships stability and stress.
- Evaluate the necessity of transfering cargo and/or bunker to barges or other ship and request
such assistance accordingly.
Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER
GUIDE.
Do not forget the impact on ships stability and stress.
- If the ship has a list due to lose of ballast, cargo bunker or buoyancy rearrange the
cargo/bunker or ballast by internal transfer operation to get ship level.
Do not forget the impact on ships stability and stress.
3.3.8.4
Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Contact have to be with OPERATORS HEAD OFFICE
ERC will require following information to make damage stability and damage longitudinal stress
assessment calculation:
- Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such)
- Fuel oil, amount and distribution
- Draft prior to structural damage
- Location and extent of damage observed (identify by frames, bulkheads, deck)
- Location and extent of damage surmised (identify by frames, bulkheads, deck)
- Draft (fore, aft, mid port, mid stb.)
- Loss or change in amounts of cargo/bunker and disposition
- Detail any action already taken
- Wind, strength and direction
- Sea and swell, height and direction
Page:
72
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.
3.3.8.7
PROBLEM
Page:
SUBMERGED/
FOUNDERED
ACTION TO BE TAKEN
CREW MEMBER
Stop engine
Officer on duty
Master
Master
Master
Master
Take Photographs
Master
Master
Secure Statements
Master
10
Master
11
First Officer
12
First Officer
13
First Officer
14
First Officer
15
Third Officer
16
Third Engineer
17
Chief Engineer
18
Second Engineer
First Officer
Chief Engineer
First Officer
Chief Engineer
First Officer
Chief Engineer
19
20
21
22
First Officer
Chief Engineer
73
3.3.9
Page:
74
WRECKED / STRANDING
In the event of casualty the Masters primary concerns are to ensure the safety of personnel and to prevent
escalation of the situation whilst minimizing pollution.
When casualties occurs:
- sound GENERAL ALARM immediately
- the personnel muster at their designated MUSTER STATION
- the MASTER should determine if immediate evacuation is necessary
- Life boats to be prepared for launching, as per vessel's muster List
- the GMDSS general operation on duty should broadcast distress alert and message under
MASTER'S instructions
- The MASTER should order ship's abandonment if he consider that this is the best course of
action for the safety of lives, due to weather conditions and the vessel's situation (vessel's
seaworthines)
As this Plan deals with oil pollution incident this section is limited to the wrecked/stranding
which consequences are ACTUAL or PROBABLE oil discharge.
The MASTER must inform the Coastal Authorities of the occurrence of an actualor probable
discharge due to wrecked/stranding and take immediate action to stop or minimize spill and to
minimize hazards from fire and explosion.
The MASTER should consider:
- danger to the crew if the ship should slide off grounding site
- danger of ship being broken down by heavy seas or swells
- health hazards to the crew and surrounding population due to release of hazardous substances
in dangerous concentrations
- that fire may start due to released flammable substances caused by uncontrolled ignition
sources
- is the ship constantly being struck in the seaway?
- is the ship exposed to torsion?
- is there large difference in the tidal ranges at the grounding site?
- are there strong tidal current in the grounding area?
- may the ship drift further up on the shore due to high tides, wind and waves?
The MASTER should also evaluate the question of refloating the vessel by own means. Before
such an attempt is made, it must be determined:
- Whether the ship is damaged in such a way that it may sink, break up or capsize after getting
off;
- Whether the ship after getting off may have maneuvering problems upon leaving the dangerous
area by own means
- Whether machinery, rudder or propeller are damaged due to grounding or may be damaged by
trying to get off ground by own means,
- Whether the ship may be trimmed or lightened sufficiently to avoid damage to other tanks in
order to reduce additional pollution from bunker spillage
- Weather evaluation: whether there is time/reason to await improvements in weather or tide.
If the risk of further damage to the ship is greater in an attempt to refloat the ship by own means,
than in remaining aground until professional assistance has been obtained the MASTER should try
to prevent the ship from moving from its present position
3.3.9.1
Page:
75
3.3.9.2
3.3.9.3
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 ships stability and stress.
Evaluate the necessity of transferring cargo and/or bunker to barges or other ship and request
such assistance accordingly.
Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER
GUIDE.
Do not forget the impact on ships stability and stress.
If the ship has a list (after refloating action take place) due to lose of ballast, cargo, bunker or
buoyancy rearrange the bunker or ballast by internal transfer operation to get ship level.
Do not forget the impact on ships stability and stress
Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Contact have to be with OPERATORS HEAD OFFICE
ERC will require following information to make damage stability and damage longitudinal stress
assessment calculation:
-
Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such)
Fuel oil, amount and distribution
Draft when a float (prior to grounding)
Location and extent of damage observed (identify by frames, bulkheads, deck)
Location and extent of damage surmised (identify by frames, bulkheads, deck)
Extent to which aground (if applicable)
Draft (fore, aft, mid port, mid stb.)
Loss or change in amounts of cargo/bunker and disposition
Detail any action already taken
Tide, range of tide, falling or rising
Wind, strength and direction
Sea and swell, height and direction
Current, speed and direction
Weather forecast
Air and sea temperature
Nature of the bottom
Other locally significant features
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.
b).0.. . .
Page:
77
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.. . .
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
b).0.. . .
PROBLEM
Page:
ACTION TO BE TAKEN
CREW MEMBER
Master
Stop engine
Master
Master
Master
Master
Master
Take Photographs
Master
Master
Secure Statements
Master
10
Master
11
First Officer
12
First Officer
13
First Officer
14
First Officer
15
Second Officer
16
Third Officer
17
Third Engineer
18
Second Officer
19
First Officer
Chief Engineer
20
Chief Engineer
First Officer
Chief Engineer
First Officer
Chief Engineer
First Officer
Chief Engineer
21
22
23
WRECKED /
STRANDING
78
b).. . . . .
Page:
79
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.. . .
b).0.. . .
-
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
b).0.. . .
PROBLEM
HAZARDOUS
VAPOURS
RELEASE
Page:
ACTION TO BE TAKEN
CREW MEMBER
Master
Master
Master
Master
First Officer
First Officer
Second Officer
First Officer
10
Secure Statements
Master
11
12
13
Master
First Officer
Chief Engineer
First Officer
Chief Engineer
14
First Officer
15
First Officer
16
Second Engineer
17
Second Engineer
18
Second Engineer
First Officer
80
b)0. . . . . . .
3.4.1
Page:
81
MITIGATING ACTIVITIES
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
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
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 all recovered oil and contaminated clean up materials should always be in accordance with
Marpol 73/77 and the Vessels Garbage Management Plan.
Page:
82
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.
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
Page:
83
84
85
85
85
86
86
86
86
87
87
87
87
88
88
88
89
89
89
83
b)0. . . . . . .
Page:
84
GENERAL
Plans and diagrams/ships plans (e.g. general arrangement plan, midship section plan, lines
plan/tables of offsets, tank tables, load line assignment, light ship characteristic etc.),
Availability of response equipment (on board spill equipment) and its location on board
Guidance for the keeping of appropriate records of the pollution incident (e.g. for liability,
compensation and reimbursement issues),
Reference material (e.g. industry guidelines issued by various industry organization like ICS,
OCIMF, SIGTTO, Intertanko etc.).
These additional information material included in the Plan is at the owners discretion and not
required by regulation 26 Annex I of MARPOL 73/78.
But it should be kept in mind, that such additional information material may be of help for the
Master when responding to an oil pollution incident or an emergency situation as well as may be
required by local Authorities in ports visited by the ship.
b)0. . . . . . .
Page:
85
DATA
b). . . . . . .
DRAWINGS
General arrangement
Capacity plan
Midship section
F.O. piping diagram
Ballast piping diagram
Bilge piping diagram
b). . . . . . .
5.5
Page:
86
b)0. . . . . . .
PLANNING STANDARDS
To facilitate forethought about the amount of response resourceswhich should be requested (i.e.
booms, barges, skimmers, oil spill response vessel, etc.), possible scenarios should be analysed and
accordingly planned for.
b)0. . . . . . .
PUBLIC AFFAIRS
Master is not allowed, without Operators permission, to give any information regarding incident to
public. The Master must direct all media-related enquires to nominated public relation person in
Operators Head Office.
b)0. . . . . . .
RECORD-KEEPING, SAMPLING
It is very important that accurate details of any incident, actions, reports and all other events are
recorded in logbook.
The observed movement of the spilled oil should be recorded together with details of prevailing
wind, current and sea conditions. If the spill occurs in port, details of the affected areas should be
noted.
The use of photographs is recommended but care should be taken not to contravene local
regulations.
Samples of oil from the water (spilled area) should always be taken, particularly if the oil is not
from your vessel. The taking of samples, labeling and sealing should be witnessed. It is
recommended to draw two samples on each occasion, one to be retained on board.
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,
ships characteristics or Company Policy is up-dated.
2. A review following the activation of the plan to evaluate its effectiveness, modifications being
made if found necessary.
b)0. . . . . . .
PLAN TESTING
This plan will be regularly exercised to ensure that all components function correctly as expected
and that contacts and communications specified are accurate. All exercise will be logged
accordingly. (See appendix APP 5.)
5.11
SALVAGE
When the vessel is partially or fully disable, the master shall determine if salvage assistance should
be obtained. The decision process should include:
-
b)0. . . . . . .
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:
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. . . . . . .
In most instances, the ships initial report will trigger the mobilization of the local response
organization. It is not normally practical for ships personnel to be directly involved in the clean-up
activities and their prime role must be toprovide as much information as is necessary to assist the
response and to cooperate fully with the clean-up personnel.
However, where there is no local response or there is a delay in it being activated, the Master
should consider the use of available shipboard materials to clean-up or contain the spilled oil by,
for example, using ship-stocked sorbents or utilizing mooring ropes or air-filled fire hoses as make
shift booms.
In the case of small operational spills, the ship should take whatever actions are necessary to
prevent oil escaping overside and, having done so, will need to take action to clean up the oil
contained on deck. This could usefully include sorbent material, degreasant, dispersant and portable
pumps, all of which should be maintained ready to respond rapidly to minor spills.
It must be stressed that spilled oil should never be washed overside, nor should dispersants or
degreasants be used on oil spilt in the water as their use could contravene local regulations. Once
the oil is in the water, there is very little what the ship can do to respond practically, and reliance
must be placed on shore authorities and organizations.
b)0. . . . . . .
LARGER SPILLS
In the case of larger spills, the ship is even more restricted as to what action it can take to respond
practically to the spill. In the case of a casualty, the safety of the ship and crow will always take
priority. Invariably, therefore, ships action will be limited to reporting details to the relevant
Authorities, Owners and P & I Club, and to requesting the appropriate clean-up response.
The Master will act as the Operators on-scene representative and will be responsible for
overseeing the actions of any salvage or oil spill contractors employed until such time as he is
formally advised by the Operator that he has been relieved of these responsibilities.
b)0. . . . . . .
As important piece of information that is often lacking following an oil spill is the expected
movement of the resulting slick under the influence of winds and currents.
Ships personnel may be in a good position to make an initial estimation of likely movement either
by observation or computation by a simple plot, provided the necessary information on local wind
and current speed is available.
It has been found that floating oil will move downwind at about 3% of the wind speed. It will be
further influenced by the 100% of the prevailing current speed and direction, and the estimated
actual movement of the slick will be in a direction and at a speed indicated by the vector formed
when combining wind and current forces.
b)0. . . . . . .
Page:
89
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)
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. . . . . . .
Most Countries recognize that it is unreasonable and impractical to except a vessel owner or crew
to respond to a spill from the ship, and therefore a Government agency or port Authority will
normally take charge and recover their costs afterwards. In a relatively few Countries, for example
USA and Japan, vessel owner are required to organize the clean-up of a spill from one of their
ships, and this will usually necessitate employing a local oil spill clean-up contractor or oil industry
clean-up cooperative. A number of developing nations lack both specialized resources and
contingency plans and may rely on help from a variety of sources outside the country to assist with
clean-up.
In such cases it may be in the owners best interest to seek an active involvement in the spill
response organization. However, it should be recognized that the actual response adopted by a
country to a particular incident will depend upon a number of factors such as the location of the
spill, the type and quantity of oil involved and the Owner of both the ship and the cargo.
b)0. . . . . . .
LIABILITY ISSUES
In addition to compesation issues, the MASTER of a ship causing, or suspected of causing a spill
of persistent oil or other product may be faced with criminal proceedings or summary action
leading to fines and even imprisonment.
Faced with complex questions of compensation and liability the MASTER and crew of a ship
involved in an incident would be wise to seek expert advise before giving statements or expressing
opinions on such issues to representatives of Government
Authorities, other parties involved in the incident or the media. Such advise will normally be
readily available in the form of a local lawyer instructed by the vessels owner or by the P & I
Club, usually through their local correspondents or agents. This should not, however, prevent the
MASTER and crew offering full co-operation to the authorities or other parties involved in the
response operation.
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
91
97
171
172
174
180
181
90
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:
Ships position
State port, anchorage, terminal, berth etc.
DD
(delta)
Page:
92
Radiocommunications
State in full details of radio stations and frequencies being quarded.
MM
(mike)
Pollution
Brief details of pollution: to include cause of loss, type of oil, estimated quantity, whether loss is
continuing, area and movement of slick, current conditions.
RR
(romeo)
Heavy fuel oil port side tank overflow. About 200 liters of fuel oil spill overboard,
remainder contained on deck. Slick estimated 100 m2. No further pollution. No movement
observed.
Operators address *
TT
(tango)
Length: 228,50 m
Breadth: 32,24 m
Summer deadweight: 74968 t
Type: Oil tanker double hull
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)
Page:
93
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 *
Call sign:
Flag:
Ships position
If navigating:
A 4-digit group giving latitude (degrees and minutes) suffixed with N or S and a 5-digit group giving
longitude (degrees and minutes) suffixed with E or W.
CC
(charlies)
or
Giving position by true bearing (first 3 digits) and distance from a clearly identified landmark (state
landmark)
DD
(delta)
Page:
94
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)
Route
Intended track information.
LL
(lima)
Radiocommunications
State in full details of radio stations and frequencies being quarded.
MM
(mike)
NN
( ovember)
Cargo
Brief details of cargo. For dangerous cargo and harmful substances see Standard Reporting Format and
Procedures!
PP
(papa)
Page:
95
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.
Operators address *
TT
(tango)
Length: 228,50 m
Breadth: 32,24 m
Summer deadweight: 74968 t
Type: Oil tanker double hull
(x-ray)
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.
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)
Page:
APP.3
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
Cleanup Contractor
Salvage Company
175
Page:
APP.4
b)
Owner/operator contact
NAME OF INSTITUTION/
PERSON TO BE CONTACTED
Owner/operator
ADDRESS
MEANS OF
CONTACT
REMARKS
Phone: ......................
Fax: ..........................
Telex: .......................
INMARSATTelex: .......................
INMARSATFax: ..........................
176
177
Page:
NAME OF INSTITUTION/
PERSON TO BE CONTACTED
ADDRESS
MEANS OF
CONTACT
E mail:ers@dnv.com
Fax: +47 67 57 99 11 Attn:ERS
Web: ers.dnv.com
REMARKS
Charterer
Local agent
Phone: +47 67 57 80 62
E mail: ers@dnv.com
Fax: +47 67 57 99 11 Attn:ERS
Web: ers.dnv.com
Page:
178
APP 5.
Page:
179
Ship name:
Departure Port: ..
Destination:
Via .
Departure Date: .
Time(GMT) ..
Mean Draughts
Fwd ..Metres
Aft Metres
..Metres
Metres from Midships or AP
Page:
Compartment
S.G
Tones
180
Page:
Soundings from or estimates of amounts of flood water in spaces not directly open to sea.
Any other relevant information, details of action being undertaken or proposed course of action, salvage
operations etc.
181
Page:
Details of each damaged compartment known to be open to the sea, including those damaged above the
present waterline.
Compartment
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.
182
Page:
183
LAT: .
LONG: ..
Metres
..
..
.
.
Port (Metres)
Starboard (Metres)
Page:
APP.6
DATE
EXERCISE
USE
REMARKS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
184
Page:
APP. 7
DRAWINGS
GENERAL ARRANGEMENT
CAPACITY PLAN
MIDSHIP SECTION
CARGO OIL PIPING DIAGRAM
FUEL OIL PIPING DIAGRAM
BALLAST PIPING DIAGRAM
BILGE PIPING DIAGRAM
185
NB.448-451
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
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
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
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
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
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
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
t
563,8
574,6
520,0
460,4
21,9
21,9
65,6
2228,1
40,5
20,6
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
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
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
m4
10,569
9,600
-10,367
-10,368
16
2
16
8
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
t
30,1
18,3
7,6
4,4
23,9
23,9
108,1
22,3
4,1
9,7
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
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
t
110,9
135,1
424,3
670,3
42,9
1,4
2,6
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