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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 DRUTVO / 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. Krekovi

BRODOGRADILITE d.o.o.

ing. D. Luin
07.2007

SPLIT - HRVATSKA

dipl. ing.
.Krstulovi-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

267739

Shipboard Oil Pollution Emergency Plan

Page:

TABLE OF CONTENT / INDEX OF SECTIONS

SHIPS PARTICULARS

SUBJECT
Letter of acceptance from the DET NORSKE VERITAS
Revision page

5
6

INTRODUCTION
SECTION 1: PREAMBLE
SUMMARY FLOWCHART

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)

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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

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84
85
85
85
86
86
86
86
87
87
87
87
88
88
88
89
89
89

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PAGE
APPENDICES:

APP. 1 REPORTING EXAMPLE-SHIP IN PORT


APP. 2 LIST OF COASTAL STATE CONTACTS
APP. 3 PORT CONTACTS LIST
APP. 4 SHIP INTEREST CONTACTS LIST
APP. 5 DAMAGED STRESS AND STABILITY CALCULATIONS
APP. 6 PLAN/EXERCISES/USE TABLE
APP. 7 DRAWINGS

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97
171
172
174
180
181

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SHIPBOARD OIL POLLUTION EMERGENCY PLAN


in accordance with Regulation 37 Annex I of MARPOL 73/78

SHIPS IDENTIFICATION
Name of ship. MARI UGLAND
Official number..
Call Sign
IMO ID number. 9326885
Type of ship.. OIL PRODUCT TANKER
Port of registry..

Larvik

Flag. NORWAY

II

OWNERS INFORMATION
Owner:

Name LR ICE SHIPPING EIGHT LTD


c/o MARINVEST SHIPPING AB
Address. VIKTOR RYDBERGSGATAN 10
S-41132 GOTEBORG, SWEDEN
Phone+46 31 817250 or 812690
Fax+46 31 812622
24 Hour Contact...+46 31 827251 / +46 705 812690 (MR.LM)

Operator:

Name MARINVEST SHIPPING AB


Address. VIKTOR RYDBERGSGATAN 10
S-41132 GOTEBORG, SWEDEN
Phone+46 31 817250 or 812690
Fax+46 31 812622
E-mail.. office @ marinvest.se
24 Hour Contact+46 31 827251 / +46 705 812690 (MR.LM)

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Letter of Acceptance by DET NORSKE VERITAS

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REVISION PAGE

Revision

Page(s)

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Date

Summary of Changes

Initial

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INTRODUCTION
1. This Shipboard Oil Pollution Emergency Plan (hereafter referred to as the Plan) is written in
accordance with the requirements of Regulation 37 of Annex I of the International Convention for
the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating there to.
2. The purpose of the Plan is to provide quidance to the Master and officers on board the ship with
respect to the steps to be taken when an oil pollution incident has occured or is likely to occur.
3. The Plan contains all information and operational instructions as required by the Guidelines for the
development of the Shipboard Marine Pollution Emergency Plan as developed by the Organization
(IMO) and published under MEPC.85 (44) and MEPC.54(32), amended by MEPC.86(44). The
APPENDICES contain names, telephone, telex numbers, etc., of all contacts referenced in the Plan,
as well as other reference material
4. The plan has been approved by DET NORSKE VERITAS on behalf of the Flag State
Administration and, except as provided below, no alteration or revision shall be made toany part of
it without the prior approval of the Administration.

5. Changes to SECTION 5 and the APPENDICES will not be required to be approved by the Flag
State Administration. The APPENDICES should be maintained up to date by the OWNERS,
OPERATORS and MANAGERS.

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SECTION 1: PREAMBLE

1.1 This Plan is available to assist the ships personnel in dealing with an unexpected discharge of oil. Its
primary purpose is to set in motion the necessary actions to stop or minimize the discharge of oil and
to mitigate its effects.
1.2 Effective planning ensures that the necessary actions are taken in a structured, logical, safe and timely
manner.

1.3 The primary objectives of this Plan are to:


prevent oil pollution,
stop or minimize oil outflows when a damage to the ship or its equipment occurs,
stop or minimize oil outflows when an operational spill occurs in excess of the quantity or
instantaneous rate permitted under the present Convention.
1.4 Further, the purpose of the Plan is to provide the Master, officers and certain crew members with a
practical guide to the prevention of oil spills and in carrying out the responsibilities associated with
regulation 26 of Annex I of MARPOL 73/78
reporting procedures to report an oil pollution incident,
Coastal State contacts (focal points) to be contacted in the event of an oil pollution incident,
response actions to reduce or control the discharge of oil following an incident,
co-ordination with national and local Authorities in combating oil pollution.
1.5 In summary, the Plan will serve to promote a practiced response when the ships personnel is faced
with an oil spill.
1.6 Although the Plan is designed as a ship-specific tool it also must be considered as an additional
instrument and as a link to shore-based plans. With this the Plan allowed an efficient co-ordination
between the ship and shore-based Authorities/organizations in mitigating the effects of an oil pollution
incident.
1.7 The Plan includes a Summary flowchart (see page 10) to quide the MASTER through reporting and
acting procedures required during an oil pollution incident response.
1.8 The Plan iswritten in English which is the working language understood by the Master and the
officers. A change in the Master and the officers which brings about on attendant change on their
working language or languages understood would require the issuance of the Plan in the new
languages.
1.9 Without interfering with shipowners liability, some coastal States consider that it is their
responsibility to define techniques and means to be taken against an oil pollution incident and approve
such operations which might cause further pollution, i.e., lightening. States are in general entitled to do
so under the International Convention relating to Intervention on the High Seas of Oil Pollution
Casualties, 1969 (Intervention Convention).

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SHIPBOARD OIL POLLUTION EMERGENCY PLAN SUMMARY FLOWCHART


This flow diagram is an outline of the course of action that shipboard personnel should follow in responding to a
pollution emergency based on the guidelines published by the Organization. This diagram is not exhaustive and
should not be used as a sole reference in response. Consideration should be given for inclusion of specific reference to
the Plan. The steps are designed to assist ship personnel in action to stop or minimize the discharge of oil and mitigate
its effects. These steps fall into two main categories reporting and action.
Discharge of Oil
Probable or Actual
Assessment of the Nature of Incident
Actions required
Alert crew members
Identify spill source
Personell Protection
Spill Assessment
Vapour Monitoring
Evacuation
REPORTING
By Master and/ or designated crew member
When to report
All probable and actual spills
How to report
- By quickest means to coastal radio
station
- Designated ship movement reporting
station or
- Rescue Co-ordination Centre (at sea)
- By quickest available means to local
autho-rities
Whom to report
- Nearest Coastal State Harbour and
termi-nal operators (in port)
- Shipowners manager; P & I insurer
- Head Charterer; Cargo owner
- Refer to contact lists

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

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STEPS TO INITIATE EXTERNAL RESPONSE


-

Refer to Costal Port State listings for local assistance


Refer to ship interest contact list
External clean-up resources required
Continued monitoring of activities

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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

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11
11
12
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10

Shipboard Oil Pollution Emergency Plan

2.1

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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.

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Therefore, it is recommended that, at least, the following events:


- damage, failure or breakdown which affects the safety of the ship (e.g. collision, grounding, fire
explosion, structural failure, flooding, cargo shifting etc. );
or
- failure or breakdown of machinery or equipment which results in impairment of the safety of
navigation (e.g. failure or breakdown of steering gear, propulsion, electrical generating system,
essential shipborne navigation aids etc.) are carefully considered by the MASTER - taking into
account the nature of the damage failure or breakdown of the ship, machinery or equipment as well
as the ships location, proximity to land, weather, state of the sea and traffic density - as cases in
which a probable discharge of oil is most likely.
If in doubt, the MASTER should always make a report in aforementioned cases.
In all cases the Authorities should be kept informed by the MASTER as how the situation
progresses and be advised when all threat of pollution has passed.

2.2.2

Information Required
As required in article 8 and Protocol I of the MARPOL 73/78 - Convention the MASTER or other
persons having charge of the ship should report the particulars of an oil pollution incident. In this
context the International Maritime Organization (IMO), on 27 November 1997, adopted Resolution
A.851(20) General Principles for Ship Reporting Systems and Ship Reporting Requirements,
including Guidelines for Reporting Incidents Involving Dangerous Goods, Harmful Substances
and/or Marine Pollutants.
The intent of The Resolution aforementioned is to enable Coastal States and other interested
parties to be informed, without delay, of any incident giving rise to oil pollution, or threat of oil
pollution, of the marine environment, as well as of assistance and salvage measures, so that
appropriate action may be taken.
Nothing in this chapter relieves the MASTER in using sound judgement to make sure that any
incident or probable discharge of oil is reported as quick as possible in the prevailing situation.
When transmitting initial reports to the authorities of the nearest Coastal State the MASTER or
other persons dealing with such a transmission should take note of Resolution A.851(20). All
reporting whether initial or follow - up, should follow IMOs reporting format as outlined at page
15.

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2.2.2.1

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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.)

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= ACTION

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2.2.2.2

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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 (ships particulars, on-board facilities and equipment, etc.) should be reported
once, be retained in the system and be updated by the ship when changes occur in the basic
information reported;
the purpose of the system should be clearly defined;
Governments establishing a ship reporting system should notify marines of full details of the
requirements to be met and procedures to be followed. Details of types of ships and areas of
applicability, of times and geographical positions for submitting reports, of shore establishments
responsible for operation of the system and of the services provided should be clearly specified.
Chartlets depicting boundaries of the system and providing other necessary information should
be made available to mariners;
the establishment and operation of a ship reporting system should take into account:
international as well as national responsibilities and requirements;
the cost to ship operators and responsible authorities;

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navigational hazards;
existing and proposed aids to safety; and
the need for early and continuing consultation with interested parties, including a sufficient
period to allow for trial, familiarization and assessment to ensure satisfactory operation and to
allow necessary changes to be made to the system;
Governments should ensure that shore establishments responsible for operation of system;
Governments should consider the interrelationship between ship reporting system and other
systems;
ship reporting systems should preferably use a single operating ratio frequency; where
additional frequencies are necessary, the number of frequencies should be restricted to the
minimum required for the effective operation of the system;
information provided by the system to ship should to be restricted to the necessary for the
proper operation of the system and for safety;
ship reporting system and requirements should provide for special reports from ships
concerning defects or deficiencies with respect to their hull, machinery, equipment or manning,
or concerning other limitations which could adversely affect navigation for special reports
concerning incidents of actual or probable marine pollution;
Governments should issue instructions to their shore establishments responsible for the
operation of the ship reporting system to ensure that any reports involving pollution, actual or
probable, are relayed without delay to the officer or agency nominated to receive and process
such reports, and to ensure that such an officer or agency relays these reports without delay to
the flag State of the ship involved and to any other State which may be affected;
States which are affected or likely to be affected by pollution incidents and may require
information relevant to the incident should take into account the circumstances in which the
master is placed, and should endeavour to limit their requests for additional information;
The appendix to this annex does not apply to danger messages referred to under regulation V/2
of the 1974 SOLAS Convention, as amended. The present practice of transmitting such
messages should remain unchanged.
B. GUIDELINES FOR REPORTING INCIDENTS INVOLVING DANGEROUS GOODS
The intent of these Guidelines and those contained in the appendix is to enable coastal States and
other interested parties to be informed without delay when any incident occurs involving the loss,
or likely loss, overboard of packaged dangerous goods into the sea.
Reports should be transmitted to the nearest coastal State. When the ship is within or near an area
for which a ship reporting system has been established, reports should be transmitted to the
designated shore station of the system.

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C.

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GUIDELINES FOR REPORTING INCIDENTS INVOLVING HARMFUL SUBSTANCES


AND/OR MARINE POLLUTANTS
The intentof these Guidelines and thosecontainedin the appendix is to enable coastal States and
other interested parties to be informed without delay of any incident giving rise to pollution, or
threat of pollution, of the marine environment, as wellas of assistance and salvage measures, so
that appropriate action may be taken.
In accordance with article V(1) of protocol of MARPOL73/78,a report shall be made to the nearest
Costal State.
Whenever a ship is engaged in or requested to engage in an operation to render assistance to or
undertake salvage of a ship involved in an incident referred to in 1(a) or (b) of article II of
Protocol 1 of MARPOL 73/78, as amended, the master of the former ship should report, without
delay, the particular of the action undertaken or planned. The coastal States should also be kept
informed of developments.
The probability of a discharge resulting from damage to the ship or its equipment is a reason for
making report.

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APPENDIX OF ANNEX TO RESOLUTION A.851(20)

1. PROCEDURES
Report should be sent as follows:
Sailing plan (SP)
Position report (PR)
Deviation report (DR)
Final report (FR)
Dangerous goods report
(DG)
Harmful substances report
(HS)
Marine pollutants report
(MP)
Any other report

Before or as near as possible to the time of departure from a port within a


system or when entering the area covered by a system.
When necessary to ensure effective operation of the system.
When the ships position varies significantly from the position that would
have been predicted from previous reports, when changing the reported route,
or as decided by the master.
On arrival at destination and when leaving the area covered by a system.
When an incident takes place involving theloss or likely loss overboard of
packaged dangerous goods, including those in freight containers, portable
tanks, road and rail vehicles and shipborne barges, into the sea.
When an incident takes place involving the discharge or probable discharge
of oil (Annex I of MARPOL 73/78) or noxious liquid substances in bulk
(Annex II of MARPOL 73/78).
In the case of loss or likely loss overboard of harmful substances in packaged
form, including those in freight containers, portable tanks, road and rail
vehicles and shipborne barges, identified in the International Maritime
Dangerous Goods Code as marine pollutants (Annex III of MARPOL 73/78).
Any other report should be made in accordance with the system procedures as
notified in accordance with paragraph 9 of the General Principles.

2. STANDARD REPORTING FORMAT AND PROCEDURES


2.1

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.

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Telegraphy
Name of system
(e.g. AMVER)
AUSREP /MAREP/
ECAREG/JASREP

Telephone
(alternative)
Name of system
(e.g. AMVER/
AUSREP/MAREP
ECAREG/JASREP
State in full

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

Information required

System identifier

SP

18

Ship
(alpha)

Time
(bravo)

Position
(charlie)

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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

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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

Speed
(foxtrot)

Speed in knots and tenths


of knots

A 3-digit group

Departed
(golf)

Port of departure

Name of last port of call

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)

Destination and ETA


(india)

Destination and expected


time of arrival

Name of port and date and


time group expressed as in
(B)

Pilot
(juliet)

Pilot

State whether a deep-sea or


local pilot is board

Exit
(kilo)

Date, time and point of


exit from system or
arrival at the ships
destination

Route
(lima)

Route information

Radiocommunications
(mike)

Radiocommunications

Next report
(november)

Time of next report

Position
(delta)

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

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

Agent
(tango)

Ships representative
and/or owner

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 ships
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:

Medic
(victor)

Medical personnel

Persons
(whiskey)

Total number of persons


on board

21

Doctor, physicians
assistant, nurse, personnel
without
medical training
State number

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)

Relay
(yankee)

Request to relay report to


another system, e.g.,
AMVER, AUSREP,
JASREP, MAREP, etc.

Content of report

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

Correct technical name or names of goods

UN number or numbers

IMO hazard class or classes

Names of manufacturers of goods when known, or consignee or consignor.

Types of packages, including identification marks. Specify whether portable tank


or tank vehicle, or whether vehicle or freight container or other cargo transport
unit containing packages. Include official registration marks and numbers assigned
to the unit.

An estimate of the quantity and likely condition of the goods.

Whether lost goods floated or sank.

Whether loss is continuing.

Cause of loss.

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

Correct technical name or names of goods.

UN number or numbers.

IMO hazard class or classes.

Names of manufacturers of goods when known, or consignee or consignor.

Types of packages, including identification marks. Specify whether portable tank


or tank vehicle, or whether vehicle or freight container or other cargo transport
unit containing packages. Include official registration marks and numbers assigned
to the unit.

An estimate of the quantity and likely condition of the goods.

Particulars not immediately available should be inserted in a supplementary message or messages.

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

Type of oil or the correct technical name of the noxious liquid substances onboard.

UN number or numbers.

Pollution category (A, B, C or D), for noxious liquid substances.

Names of manufactures of substances, if appropriate, when known, or consignee


or consignor.

Quantity.

Condition of the ship as relevant.

Ability to transfer cargo/ballast/fuel.

Type of oil or the correct technical name of the noxious liquid discharged into the
sea.

UN number or numbers.

Pollution category (A, B, C or D), for noxious liquid substances.

Names of manufactures of substances, if appropriate, when known, or consignee


or consignor.

An estimate of the quantity of the substances.

Weather lost substances floated or sank.

Whether loss continuing.

Cause of loss.

Estimate of the movement of the discharge or lost substances, giving current


conditions if known.

10

Estimate of the surface area of the spill if possible.

Name, address, telex and telephone number of the ships owner and representative,
(charterer, manager or operator of the ship or their agent).

Action being taken with regard to the discharge and the movement of the ship.

Assistance or salvage efforts which have been requested of which have been
provided by others.

The master of an assisting or salvaging ship should report the particulars of the
action undertaken or planned.

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

Correct technical name or names of goods.

UN number or numbers.

IMO hazard class or classes.

Names of manufacturers of goods when known, or consignee or consignor.

Types of packages, including identification marks. Specify whether portable tank


or tank vehicle, or whether vehicle or freight container or other cargo transport
unit containing packages. Include official registration marks and numbers assigned
to the unit.

An estimate of the quantity and likely condition of the goods.

Condition of the ship as relevant.

Ability to transfer cargo/ballast/fuel.

Correct technical name or names of goods.

UN number or numbers.

IMO hazard class or classes.

Names of manufacturers of goods when known, or consignee or consignor.

Types of packages, including identification marks. Specify whether portable tank


or tank vehicle, or whether vehicle or freight container or other cargo transport
unit containing packages. Include official registration marks and numbers assigned
to the unit.

An estimate of the quantity and likely condition of the goods.

Weather lost goods floated or sank.

Weather loss is continuing.

Cause of loss.

Shipyard "Split", Split Hrvatska

Dwg. No. 01-101-204

Shipboard Oil Pollution Emergency Plan

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

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

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

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 SHIPS OWNER/OPERATOR/AGENT)

VV (SHIP SIZE AND TYPE)


Lenght:

(m);

Breadth:

(m); Draught:

(m);

Type:

XX (ADDITIONAL INFORMATION)
Brief details of Incident:
Need for outside assistance:
Actions being taken:
Number of crew and details of any injuries:
Details of P&I club & local correspondent:
Others

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 ships stay in a port or at an oil terminal, whether
operational or as a result of an accident, the MASTER should inform the appropriate local agencies
(e.g.National Response Center, Terminal/ Port Authorities etc.) without undue delay.
If the ship is engaged in a regular service between ports/terminals the MASTER or any other
person aboard delegated by the MASTER should provide a list with the relevant Port Contact
addresses for each port served regularly of Authorities/persons and/ or terminals dealing with an oil
spill.
This list should be regularly updated.
The PORT CONTACT list is shown in the APPENDIX APP 3.
If a change in the ships range of trade or a change in the addresses of persons Authorities of the
ports/terminals served regularly takes place the MASTER or any other person aboard delegated by
the Master is required to issuance a new list.
Where ships service make it not feasible to carry out such a list the MASTER should seek
quidance concerning such local Port Contacts and local reporting procedures upon arriving in port.
Addresses obtained in this way should be documented aboard in the form that the MASTER
considers most effective and should be attached to the Plan.

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 Masters disposal in case of an
oil spill for informing the ships owner or operator, the local agent of the company, the appropriate
P & I-Club and correspondents, clean-up contractors etc.
This information should be provided in the form of a so called Ship Interest Contact list.
The ship INTEREST CONTACT LIST is shown in the APPENDIX APP 4.
To avoid a duplication of reports and to co-ordinate the Plan and Company Shoreside plan,
responsible for informing the various Ship Interested Contact is vessels OPERATOR.

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.
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

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 Ships mooring

Duty Officer

5.

Put towing wires into position - fore


- aft

First Officer
Second Officer

6.

Check access between the Ship and shore

Duty Officer

7.

Make ship ready to move under its own power

Master

8.

Person responsible for loading/discharging

First Officer

9.

Person responsible for bunkering

Chief Engineer

10.

Read local cargo handling/bunkering regulations

Master, First Officer


Chief Engineer

Shipyard "Split", Split Hrvatska

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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 ships 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 radars

Third Officer

24.

Disconnect from power electrical cables to portable electrical


equipment

Electrician

25.

Close all external doors and ports in accommodation leading on to


or overlooking the tank deck

A.B. on duty

26.

Close air condition intakes which may permit the entry of cargo
vaporous

First Officer

27.

Prohibit smoking, use of naked fire

First Officer

28.

Observe the requirements for use of galley and other cooking


appliances

Electrician

29.

Make available emergency escapes

Duty Engineer

30.

Exhibit International Code signals for carriage of dangerous


cargoes

Duty Officer

31.

Keep sufficient personnel on board to deal / with an emergency

Master

32.

Put in place adequate insulating means in the ship/shore


connection

First Officer

33.

Ensure sufficient pumproom ventilation

First Officer

34.

Prepare report for transmission to coast radio station and the


operator in case of oil spill

Master

35.

Inform the Port Authority if tank cleaning operations planned


during the ship stay alongside the shore installation

Master

Shipyard "Split", Split Hrvatska

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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

PIPE LEAKAGE

ACTION TO BE TAKEN

CREW MEMBER

Inform Coastal State Authorities

Master

Inform Contact List in Section 2

Master

Activate Clean-Up Procedures

Master

Take Photographs

Master

Obtain Names of Shore Personnel

Master

Secure Statements

Master

Monitor containment and clean-up act.

Stop product flow

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

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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

TANK
OVERFLOW

ACTION TO BE TAKEN

CREW MEMBER

Inform Coastal State Authorities

Master

Inform Contact List in Section 2

Master

Activate Clean-Up Procedures

Master

Take Photographs

Master

Obtain Names of Shore Personnel

Master

Secure Statements

Master

Monitor containment and clean-up act.

Stop product flow

Master
First Officer
Chief Engineer

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

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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 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

Shipyard "Split", Split Hrvatska

Dwg. No. 01-101-204

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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 SHIPS STABILITY AND STRESS


-

Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.

EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Contact have to be with OPERATORS HEAD OFFICE
ERS will require following information to make damage stability and damage longitudinal stress
assessment calculation:
- Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such)
- Fuel oil, amount and distribution
- Location and extent of damage observed (identify by frames, bulkheads, deck)
- Location and extent of damage surmised (identify by frames, bulkheads, deck)
- Draft (fore, aft, mid port, mid stb.)
- Loss or change in amounts of cargo/bunker and disposition
- Detail any action already taken
- Wind, strength and direction
- Sea and swell, height and direction
- Current, speed and direction
- Weather forecast
- Air and sea temperature
- Other locally significant features
Having received these informations the OPERATOR will contact ERS and after ERS assessment
calculation advise Master what action can be safety taken to minimize the damage and prevent
further pollution.

Shipyard "Split", Split Hrvatska

Dwg. No. 01-101-204

Shipboard Oil Pollution Emergency Plan

Page:

3.2.4.5 ACTION CHECK LIST

PROBLEM

CREW MEMBER

Inform Coastal State Authorities

Master

Inform Contact List in Section 2

Master

Activate Clean-Up Procedures

Master

Take Photographs

Master

Obtain Names of Shore Personnel

Master

Secure Statements

Master

Monitor containment and clean-up act.

Master

Prevention of fire and explosion

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 vessels 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

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44

Shipboard Oil Pollution Emergency Plan

3.3

Page:

45

SPILLS RESULTING FROM CASUALTIES


In responding to a casualty the MASTERS priority will be to ensure the safety of personnel and
the ship and to take action to prevent escalation of theincident whilst minimizing pollution.
As this Plan deals with oil pollution incident this section is limited to the casualties which
consequences are ACTUAL or PROBABLE OIL DISCHARGE.

3.3.1

GROUNDING
In the event of the vessel grounding the MASTERS first priority must be to the safety of personnel
and the ship and to initiate action which may prevent escalation of the incident.
When grounding occurs:
- sound GENERAL ALARM immediately
- the personnel muster at their designated MUSTER STATION
As this Plan deals with oil pollution incident this section is limited to the grounding which
consequences are ACTUAL or PROBABLE oil discharge.
The MASTER must inform the Coastal Authorities of the occurrence of an actual or probable
discharge due to grounding and take immediate action to stop or minimize spill and to minimize
hazards from fire and explosion.
The MASTER should consider:
- danger to the crew if the ship should slide off grounding site
- danger of ship being broken down by heavy seas or swells
- health hazards to the crew and surrounding population due to release of hazardous substances
in dangerous concentrations
- that fire may start due to released flammable substances caused by uncontrolled ignition
sources
- is the ship constantly being strucke in the seaway?
- is the ship exposed to torsion?
- is there large difference in the tidal ranges at the grounding site?
- are there strong tidal current in the grounding area?
- may the ship drift further up on the shore due to high tides, wind and waves?
The MASTER should also evaluate the question of refloating the vessel by own means. Before
such an attempt is made, it must be determined:
- Whether the ship is damaged in such a way that it may sink, break up or capsize after getting
off;
- Whether the ship after getting off may have maneuvering problems upon leaving the dangerous
area by own means
- Whether machinery, rudder or propeller are damaged due to grounding or may be damaged by
trying to get off ground by own means,
- Whether the ship may be trimmed or lightened sufficiently to avoid damage to other tanks in
order to reduce additional pollution from bunker spillage
- Weather evaluation: whether there is time/reason to await improvements in weather or tide

Shipyard "Split", Split Hrvatska

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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

3.3.1.1 PREVENTION OF FIRE AND EXPLOSION


All possible sources of ignition should be eliminated.
Action taken to prevent flammable vapours entering accommodation and engine room spaces:
- shut all none essential air intakes
- shut down ventilation
- close all external doors and ports in accommodation
- alter course upwind of the slick (if at sea)

3.3.1.2 ASSESS THE EXTENT OF DAMAGE


-

Visual inspection all compartment


Check for visible oil along hull or in wake of the ship.
At night a stick with white cloth around it may be lowered into sea water along side the ship to
check for oil leakages.
Sound all cargo, bunker and ballast tanks and all other compartments which have contact with
the sea.
Sounding to be compared with last soundings to check for possible oil leakages.
Prohibit indiscriminate openings of ullage plugs, sounding caps, ports etc. which could results
in loss of buoyancy.
Sound to be taken around the ship to establish the ship position on the grounding area.

3.3.1.3 PROCEDURES TO REDUCE OR STOP OUTFLOW OF OIL


When significant damage is sustained in the way of cargo or fuel tank this tank will be released
fairly rapidly until hydrostatic balance is achieved and the rate of release will be reduce and be
governed by the rate at which oil is displaced by the water flowing in under the oil. Especially if
the damage is severe the time available for preventive action will be limited.
If it is not possible to identify the specific tank(s) from which leakage is occurring the necessary
actions are:
- Reduce the level of all tanks in the vicinity.
Do not forget the impact on ships stability and stress.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
This action will need to be taken promptly if it is to have significant impact on the oil or
released from tanks that are already open the sea.
Upon identification of the leaking tank(s) the necessary actions are:
- Reduce the level in the tank(s) if full
Do not forget the impact on ships stability and stress.
- Isolate damaged tank by hermetically closing the tank, if possible.

Shipyard "Split", Split Hrvatska

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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

3.3.1.4 SHIPS STABILITY AND STRESS


-

Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.

EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Contact have to be with OPERATORS HEAD OFFICE
ERS will require following information to make damage stability and damage longitudinal stress
assessment calculation:
-

Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such)
Fuel oil, amount and distribution
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

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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

Sound General Alarm


Muster the personnel at their designated Muster
Station

Inform Coastal State Authorities

Master

Inform Contact List in Section 2

Master

Activate Clean-Up Procedures

Master

Take Photographs

Master

Obtain Names of Shore Personnel

Master

Secure Statements

Master

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 vessels 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 MASTERS first priority must be to the safety of personnel
and the ship and to take action to prevent escalation of the incident.
Should a fire and explosion occur on board:
- sound GENERAL ALARM immediately
- further action should be initiated in accordance with the Ships MUSTER LIST

As this Plan deals with oil pollution incident this section is limited to the fires and explosion
which consequences are ACTUAL or PROBABLE oil discharge.
The MASTER must inform the Coastal Authorities of occurrence of an actual or probable
discharge and take immediate action to stop or minimize spill and to minimize hazards from fire
and explosion.

3.3.2.1 THE FOLLOWING PRIORITY ACTIONS MUST BE TAKEN:


-

stop all operations (loading/discharging, bunkering, ballasting, tank washing etc.)


close all valves
stop all ventilation
shut all openings of enclosed spaces (engine room, accommodation, cargo tanks, deck houses
etc.)
stand by to disconnect hoses or arms (if in ports)
bring engines to stand by (if in ports)
remove any craft if alongside
alter course upwind of the slick (if at sea)

3.3.2.2 ASSESS THE EXTENT OF DAMAGE


-

Visual inspection all compartment


Find out if there are any tanks damaged above or below waterline
Check for visible oil along hull or in wake of the ship.
At night a stick with white cloth around it may be lowered into sea water along side the ship to
check for oil or leakages.
Sound all cargo, bunker and ballast tanks and all other compartments which have contact with
the sea.
Sounding to be compared with last soundings to check for possible oil leakages.
Prohibit indiscriminate openings of ullage plugs, sounding caps, ports etc. which could results
in loss of buoyancy.

Shipyard "Split", Split Hrvatska

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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 ships stability and stress.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
This action will need to be taken promptly if it is to have significant impact on the oil released
from tanks that are already open the sea.
Upon identification of the leaking tank(s) the necessary actions are:
- Reduce the level in the tank(s) if full
Do not forget the impact on ships stability and stress.
- Isolate damaged tank by hermetically closing the tank, if possible.
- If the leakage is from a side damage below the water line in order to lessen the inrush the sea
water it may be necessary to raise the damage area. The transfer of ballast or cargo may have to
be undertaken to bring the damaged area out of water.
Do not forget the impact on ships stability and stress.
- If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level
in the tank, if full, and then pump sea water into the bottom of the damaged tank.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
- Close inert gas valves serving those tanks which are damaged.
- Transfer of cargo/bunker internally from damaged to intact tank provided shipboard piping
system is in operational condition.
Do not forget the impact on ships stability and stress.
- Evaluate the necessity of transferring cargo and/or bunker to barges or other ship and request
such assistance accordingly.
Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER GUIDE.
Do not forget the impact on ships stability and stress.
- If the ship has a list due to lose of ballast, cargo, bunker or buoyancy rearrange the bunker or
ballast by internal transfer operation to get ship level.
Do not forget the impact on ships stability and stress.
3.3.2.4 SHIPS STABILITY AND STRESS
- Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
- When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.
EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Contact have to be with OPERATORS HEAD OFFICE
ERC will require following information to make damage stability and damage longitudinal stress
assessment calculation:
- Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such)
- Fuel oil, amount and distribution
- Draft prior to structural damage
- Location and extent of damage observed (identify by frames, bulkheads, deck)
- Location and extent of damage surmised (identify by frames, bulkheads, deck)
- Draft (fore, aft, mid port, mid stb.)
- Loss or change in amounts of cargo/bunker and disposition

Shipyard "Split", Split Hrvatska

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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

FIRE/EXPLOSION

ACTION TO BE TAKEN

CREW MEMBER

Master

Sound General Alarm


Muster the personnel at their designated Muster
Station

Inform Coastal State Authorities

Master

Inform Contact List in Section 2

Master

Activate Clean-Up Procedures

Master

Take Photographs

Master

Obtain Names of Shore Personnel

Master

Secure Statements

Master

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

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53

Shipboard Oil Pollution Emergency Plan

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.

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 ships stability and stress.
- Isolate damaged tank by hermetically closing the tank, if possible.
- If the leakage is from a side damage below the water line in order to lessen the inrush the sea
water it may be necessary to raise the damage area. The transfer of ballast or cargo may have to
be undertaken to bring the damaged area out of water.
Do not forget the impact on ships stability and stress.
- If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level
in the tank, if full, and then pump sea water into the bottom of the damaged tank.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
- Close inert gas valves serving those tanks which are damaged.
- Transfer of cargo/bunker internally from damaged to intact tank provided shipboard piping
system is in operational condition.
Do not forget the impact on ships stability and stress.
- Evaluate the necessity of transfering cargo and/or bunker to barges or other ship and request
such assistance accordingly.
Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER
GUIDE.
Do not forget the impact on ships stability and stress.
- If the ship has a list due to lose of ballast, cargo, bunker or buoyancy rearrange the cargo/bunk
or ballast by internal transfer operation to get ship level.
Do not forget the impact on ships stability and stress.

3.3.3.4 SHIPS STABILITY AND STRESS


-

Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.

EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)

Shipyard "Split", Split Hrvatska

Dwg. No. 01-101-204

Shipboard Oil Pollution Emergency Plan

Page:

56

Contact have to be with OPERATORS HEAD OFFICE


ERC will require following information to make damage stability and damage longitudinal stress
assessment calculation:
- Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such)
- Fuel oil, amount and distribution
- Draft prior to structural damage
- Location and extent of damage observed (identify by frames, bulkheads, deck)
- Location and extent of damage surmised (identify by frames, bulkheads, deck)
- Draft (fore, aft, mid port, mid stb.)
- Loss or change in amounts of cargo/bunker and disposition
- Detail any action already taken
- Wind, strength and direction
- Sea and swell, height and direction
- Current, speed and direction
- Weather forecast
- Air and sea temperature
- Other locally significant features
Having received these informations the OPERATOR will contact ERS and after ERS assessment
calculation advise Master what action can be safety taken to minimize the damage and prevent
further pollution.
3.3.3.5 JETTISON OF CARGO WITHOUT CHANGING STRESS SITUATION
The jettison of cargo is an extreme measure justified only as a means of saving lifeat sea or for
the safety of the vessel. A decision to jettison cargo should therefore not be taken until all the
alternative options have been considered in the light of available information upon stability and
reserve buoyancy.
In that case following precautions should be taken:
- alert engine room personnel
- consider changing E.R. intakes from high to low level
- prevention of fire and explosion
- all non essential inlets should be closed
- rig flexible hoses (for discharge from manifold) to extend below the water surface
- broadcast a radio warning
3.3.3.6 CO-ORDINATE WITH COASTAL AUTHORITIES
Quick, efficient co-ordination between the ship and the Coastal Authorities is vital in
mitigating the effect of pollution.
Authorization prior to undertaking mitigating action must always be received from the Coastal
Authorities:
- Any cargo and/or bunker ship to ship transfer procedure should be followed and co-ordinated
with the Coastal Authorities.
- Separation to be undertaken only with consent of and in co-operation with Coastal Authorities
- After separation take place if it is possible to manoeuvre, the MASTER in conjunction with
Coastal Authorities may consider moving the vessel to a move suitable location in order for
example, to facilitate emergency repair work or lightening operations, or to reduce the threat
posed to any particularly sensitive shoreline areas.
-

If it is find out necessary to jettison of cargo or bunker coastal State must permission this action.

CHEMICALS SHOULD NOT BE USED TO DISPERSE THE OIL UNLESS ACCEPTABLE TO


THE LOCAL AUTHORITIES

Shipyard "Split", Split Hrvatska

Dwg. No. 01-101-204

Shipboard Oil Pollution Emergency Plan

Page:

3.3.3.7 ACTION CHECK LIST

PROBLEM

CREW MEMBER

Master

Sound General Alarm


Muster the personnel at their designated Muster
Station

Inform Coastal State Authorities

Master

Inform Contact List in Section 2

Master

Activate Clean-Up Procedures

Master

Take Photographs

Master

Obtain Names of Shore Personnel

Master

Secure Statements

Master

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 vessels 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
MASTERS first priority must be to the safety of personnel and ship and to take action to prevent
escalation of the incident.
When casualties occurs:
- sound GENERAL ALARM immediately
- the personnel muster at their designated MUSTER STATION
- the MASTER should determine if immediate evacuation is necessary
- Life boats to be prepared for launching, as per vessel's muster List
- the GMDSS general operation on duty should broadcast distress alert and message under
MASTER'S instructions
- The MASTER should order ship's abandonment if he consider that this is the best course
of action for the safety of lives, due to weather conditions and the vessel's situation
(vessel's seaworthines)

As this Plan deals with oil pollution incident this section is limited to the hull failure which
Consequences are ACTUAL or PROBABLE oil discharge.
The MASTER must inform the Coastal Authorities of the occurrence of an actual or probable
discharge due to hull failure and take immediate action to stop or minimize spill and to minimize
hazards from fire and explosion.

3.3.4.1 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 ships stability and stress.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
This action will need to be taken promptly if it is to have significant impact on the oil released from
tanks that are already open the sea.

Upon identification of the leaking tank(s) the necessary actions are:


Reduce the level in the tank(s) if full
Do not forget the impact on ships stability and stress.
Isolate damaged tank by hermetically closing the tank, if possible.
If the leakage is from a side damage below the water line in order to lessen the inrush the sea
water it may be necessary to raise the damage area. The transfer of ballast or sea water it may
be necessary to raise the damage area. The transfer of ballast or cargo may have to be
undertaken to bring the damaged area out of water.
If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level
in the tank, if full, and then pump sea water into the bottom of the damaged tank.
Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
Close inert gas valves serving those tanks which are damaged.
Transfer of cargo/bunker internally from damaged to intact tank provided shipboard piping
system is in operational condition.
Do not forget the impact on ships stability and stress.
Evaluate the necessity of transfering cargo and/or bunker to barges or other ship and request
such assistance accordingly.
Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER
GUIDE.
Do not forget the impact on ships stability and stress.
If the ship has a list due to lose of ballast, cargo bunker or buoyancy rearrange the cargo/bunker
or ballast by internal transfer operation to get ship level.
Do not forget the impact on ships stability and stress.

3.3.4.4 SHIPS STABILITY AND STRESS


-

Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.

EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Contact have to be with OPERATORS HEAD OFFICE
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

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

Activate Clean-Up Procedures

Master

Take Photographs

Master

Obtain Names of Shore Personnel

Master

Secure Statements

Master

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 vessels list

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

Shipyard "Split", Split Hrvatska

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61

Shipboard Oil Pollution Emergency Plan

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.

3.3.5.1 PREVENTION OF FIRE AND EXPLOSION


All possible sources of ignition should be eliminated.
Action taken to prevent flammable vapours entering accommodation and engine room spaces:
- shut down none essential air intakes
- shut off all ventilation
- close all external doors and ports in accommodation
- alter course upwind of the slick (if at sea)

3.3.5.2 PREVENTION OF FLOODING EMPTY SPACES


-

close all openings on upper deck and accommodation


secure ventilation pipe
prohibit ullage plugs openings, sounding caps and filling pipes on upper deck

3.3.5.3 CHECK REASON(s) FOR LIST


.1 THE EXCESSIVE LIST CAUSED BY OPERATIONAL PROCEDURE FAILURE
Loss of stability become evident during:
- loading/deballasting
- discharging/ballasting
- bunkering
- transfer of cargo and/or bunker ashore
- transfer of cargo and/or bunker into a barge or other ship
.1.1

ACTIONS TAKEN TO RECTIFY THE SITUATION AND TO STABILIZE THE SHIPS


CONDITION
- STOP ALL OPERATIONS
- Disconnect the loading arms or hoses
- Sound all ballast and cargo/bunker tanks
If there are any unsymmetrical distribution of ballast and cargo or bunker due to failure with valves
handling or some other reasons, change to corrective tank for rectifying the situation.
In other case:
Particular care should be taken to ensure that the total free surface effects of cargo and ballast tanks
is keep within safe limits, otherwise a sudden and violent change of list could occur. In compliance
with government requirements the vessel is supplied with stability data and loading and unloading
instructions. These instructions were carefully studied and SHOULD BE FOLLOWED.

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 vessels original center of gravity
NO ATTEMPT SHOULD BE MADE TO CORRECT A LIST BY FILLING COMPARTMENTS
ON THE HIGH SIDE
This is likely to results in a violent change of list to a opposite side
CONTROL A LIST BY ADDUSTING MOORING ROPE TENSION COULD BE DANGEROUS

.2

THE EXCESSIVE LIST CAUSED BY DAMAGE


Reason for excessive list is lose of ballast, cargo, bunker or buoyancy due to ships damage in
casualty such as:
- grounding
- explosion
- collision
- hull failure, etc.

.2.1

ACTIONS TAKEN TO RECTIFY THE SITUATION AND TO STABILIZE THE SHIPS


CONDITION
-

Rearrange the cargo, bunker or ballast by internal transfer operation to get ship level
Evaluate the necessity of transferring cargo and/or bunker to barges or other ship or onshore (if
in port) and request such assistance accordingly.
Do not forget the impact on ship stability and stress.
- Evaluate the necessity to jettison of cargo or bunker
The jettison of cargo is an extreme measure justified only as a means of saving life at sea or for the
safety of the vessel. A decision to jettison cargo should therefore not be taken until all the
alternative options have been considered in the light of available information upon stability and
reserve buoyancy.
In that case following precautions should be taken:
-

alert engine room personnel;


consider changing E.R intakes from high to low level;
prevention of fire and explosion;
all non essential inlets should be closed;
rig flexible hoses (for discharge from manifold) to extend below the water surface;
broadcast a radio warning.

Shipyard "Split", Split Hrvatska

Dwg. No. 01-101-204

Shipboard Oil Pollution Emergency Plan

Page:

64

3.3.5.4 SHIPS STABILITY AND STRESS


-

Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.

EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Contact have to be with OPERATORS HEAD OFFICE
ERC will require following information to make 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

CREW MEMBER

Sound General Alarm


Muster the personnel at their designated Muster
Station

Stop all operations immediately

First Officer
Chief Engineer

Inform Coastal State Authorities

Master

Inform Contact List in Section 2

Master

Activate Clean-Up Procedures

Master

Take Photographs

Master

Obtain Names of Shore Personnel

Master

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 vessels 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

2
3

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

Inform coastal state authorities

Master

Inform contact list in section 2

Master

Shipyard "Split", Split Hrvatska

Dwg. No. 01-101-204

Shipboard Oil Pollution Emergency Plan

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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 ships draught: e.g. breakdown of radar installation in dense fog during navigation in English Channel.
Under certain circumstances only of the mentioned factors can affect safety of navigation, e.g. gyro
compass breakdown (with unreliable magnetic compass or with compass with deviations rarely checked) in
an area of dense traffic.

.1

ACTION CHECK LIST

PROBLEM

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

Exhibit visual or give sound signals as necessary

Second Engineer

Transmit urgency signal on VHF CHANNEL 16

Duty officer

Inform coastal state authorities

Master

Inform contact list in section 2

Master

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

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

Safety of the crew

Master

Alter course upwind to slick (if at sea)

Master

Shut all none essential air intakes

First Officer

First Officer

Shut down ventilation


Close all external doors and ports in
accommodation

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 MASTERS first priority must be to the
safety of personnel and the ship and to initiate action which may prevent escalation of the incident.
When casualties occurs:
- sound GENERAL ALARM immediately
- the personnel muster at their designated MUSTER STATION
- the MASTER should determine if immediate evacuation is necessary
- Life boats to be prepared for launching, sa per vessel's muster List
- the GMDSS general operation on duty should broadcast distress alert and message under
MASTER'S instructions
- The MASTER should order ship's abandonment if he consider that this is the best course of
action for the safety of lives, due to weather conditions and the vessel's situation (vessel's
seaworthines)

As this Plan deals with oil pollution incident this section is limited to the grounding which
consequences are ACTUAL or PROBABLE oil discharge.
3.3.8.1 PREVENTION OF FIRE AND EXPLOSION
All possible sources of ignition should be eliminated.
Action taken to prevent flammable vapours entering accommodation and engine room spaces:
- shut all none essential air intakes
- shut down ventilation
- close all external doors and ports in accommodation
- alter course upwind of the slick (if at sea)

3.3.8.2 ASSESS THE EXTENT OF DAMAGE


-

Visual inspection all compartment


Find out are any tanks damaged above or below waterline.
Check for visible oil along hull or in wake of the ship.
At night a stick with white cloth around it may be lowered into sea water along side the ship to
check for oil leakages.
Sound all cargo, bunker and ballast tanks and all other compartments which have contact with
the sea.
Sounding to be compared with last soundings to check for possible oil leakages.
Prohibit indiscriminate openings of ullage plugs, sounding caps, ports etc. which could results
in loss of buoyancy.

3.3.8.3 PROCEDURES TO REDUCE OR STOP OUTFLOW


When significant damage is sustained in the way of cargo or fuel tank this tank will be released
fairly rapidly until hydrostatic balance is achieved and the rate of release will be reduce and be
governed by the rate at which oil is displaced by the water flowing in under the oil. Especially if
the damage is severe the time available for preventive action will be limited.

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If it is not possible to identify the specific tank(s) from which leakage is occurring the necessary
actions are:
- Reduce the level of all tanks in the vicinity.
Do not forget the impact on ships stability and stress.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
This action will need to be taken promptly if it is to have significant impact on the oil released
from tanks that are already open the sea.
Upon identification of the leaking tank (s) the necessary actions are:
- Reduce the level in the tank (s) if full
Do not forget the impact on ships stability and stress.
- Isolate damaged tank by hermetically closing the tank, if possible.
- If the leakage is from a side damage below the water line in order to lessen the inrush the sea
water it may be necessary to raise the damage area. The transfer of ballast or sea water it may
be necessary to raise the damage area. The transfer of ballast or cargo may have to be
undertaken to bring the damaged area out of water.
- If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level
in the tank, if full and than pumping a water bottom into the damaged tank.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
- Close inert gas valves serving those tanks which are damaged.
- Transfer of cargo/bunker internally from damaged to intact tank provided shipboard piping
system is in operational condition.
Do not forget the impact on ships stability and stress.
- Evaluate the necessity of transfering cargo and/or bunker to barges or other ship and request
such assistance accordingly.
Any ship to ship transfer shall be carried in comply with SHIP TO SHIP TRANSFER
GUIDE.
Do not forget the impact on ships stability and stress.
- If the ship has a list due to lose of ballast, cargo bunker or buoyancy rearrange the
cargo/bunker or ballast by internal transfer operation to get ship level.
Do not forget the impact on ships stability and stress.
3.3.8.4

SHIPS STABILITY AND STRESS


-

Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full
appreciation of the likely impact on the vessels stability and stress.
When the damages is extensive, the impact of internal transfer on stability and stress may be
impossible for the vessels personnel to assess.

EMERGENCY RESPONSE SERVICE (ERS) is shore base service for prompt access to
computerized damage stability and residual strength calculation. (see App 4 Ship interest contact)
Contact have to be with OPERATORS HEAD OFFICE
ERC will require following information to make damage stability and damage longitudinal stress
assessment calculation:
- Cargo and ballast disposition (for each tank, in tones; empty tanks to be described as such)
- Fuel oil, amount and distribution
- Draft prior to structural damage
- Location and extent of damage observed (identify by frames, bulkheads, deck)
- Location and extent of damage surmised (identify by frames, bulkheads, deck)
- Draft (fore, aft, mid port, mid stb.)
- Loss or change in amounts of cargo/bunker and disposition
- Detail any action already taken
- Wind, strength and direction
- Sea and swell, height and direction

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Current, speed and direction


Weather forecast
Air and sea temperature
Other locally significant features

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

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Shipboard Oil Pollution Emergency Plan

3.3.8.7

ACTION CHECK LIST

PROBLEM

Page:

SUBMERGED/
FOUNDERED

ACTION TO BE TAKEN

CREW MEMBER

Stop engine

Officer on duty
Master

Sound General Alarm


Muster the personnel at their designated Muster
Station

Inform Coastal State Authorities

Master

Inform Contact List in Section 2

Master

Activate Clean-Up Procedures

Master

Take Photographs

Master

Obtain Names of Shore Personnel

Master

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 vessels list

First Officer
Chief Engineer
First Officer
Chief Engineer
First Officer
Chief Engineer

19
20

21
22

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Master / Third Officer

First Officer
Chief Engineer

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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

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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 ships 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 leakages.
Sound all cargo, bunker and ballast tanks and all other compartments which have contact with
the sea.
Sounding to be compared with last soundings to check for possible oil leakages.
Prohibit indiscriminate openings of ullage plugs, sounding caps, ports etc. which could results
in loss of buoyancy.
Sound to be taken around the ship to establish the ship position on the grounding area.

PROCEDURES TO REDUCE OR STOP OUTFLOW


When significant damage is sustained in the way of cargo or fuel tank this tank will be released
fairly rapidly until hydrostatic balance is achieved and the rate of release will be reduce and be
governed by the rate at which oil is displaced by the water flowing in under the oil. Especially if
the damage is severe the time available for preventive action will be limited.
If it is not possible to identify the specific tank(s) from which leakage is occurring the necessary
actions are:
- Reduce the level of all tanks in the vicinity.
Do not forget the impact on ships stability and stress.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
This action will need to be taken promptly if it is to have significant impact on the oil released
from tanks that are already open the sea.
Upon identification of the leaking tank(s) the necessary actions are:
- Reduce the level in the tank(s) if full
Do not forget the impact on ships stability and stress.
- Isolate damaged tank by hermetically closing the tank, if possible.
- If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level
in the tank, if full and than pumping a water bottom into the damaged tank.
- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.
- close inert gas valves serving those tanks which are damaged.

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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

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.

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Shipboard Oil Pollution Emergency Plan

b).0.. . .

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

Page:

ACTION TO BE TAKEN

CREW MEMBER

Sound General Alarm

Master

Stop engine

Master

Master the personnel at their designated Muster


Station

Master

Inform Coastal State Authorities

Master

Inform Contact List in Section 2

Master

Activate Clean-Up Procedures

Master

Take Photographs

Master

Obtain Names of Shore Personnel

Master

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

21
22
23

WRECKED /
STRANDING

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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

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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

Inform Contact List in Section 2

Master

Activate Clean-Up Procedures (if on deck)

Master

Alter course upwind to slick (if at sea)

Master

Shut all none essential air intakes

First Officer

First Officer

Shut down ventilation


Close all external doors and ports in
accommodation

Personnel protection equipment

Second Officer

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

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First Officer

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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.

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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

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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

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83

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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/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.

Shipyard "Split", Split Hrvatska

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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.

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Shipboard Oil Pollution Emergency Plan

5.5

Page:

86

SHORESIDE SPILL RESPONSE CO-ORDINATOR OR QUALIFIED INDIVIDUAL

VesselOperators/Managers have arranged in advance for a Shoreside Spill Response Co-Ordinator


or Qualified Individual, who will ensure the proper spill response is carried out, so that the Master
and crew are free to handle the problems on the vessel.
When a Shoreside Spill Response Co-Ordinator or Qualified Individual is engaged on scene, the
Master should initially communicate directly with this individual, should there be a situation where
a spill has occurred or there is a possibility of a potential oil spill.
Some coastal States require ships to have contracts with response contractors when ships enter
into such States ports. When ships sail toward such States, it is recommended that response
resources (personnel and equipment) and capabilities are identified in advance for each potential
port State.

b)0. . . . . . .

PLANNING STANDARDS

To facilitate forethought about the amount of response resourceswhich should be requested (i.e.
booms, barges, skimmers, oil spill response vessel, etc.), possible scenarios should be analysed and
accordingly planned for.

b)0. . . . . . .

PUBLIC AFFAIRS

Master is not allowed, without Operators permission, to give any information regarding incident to
public. The Master must direct all media-related enquires to nominated public relation person in
Operators Head Office.

b)0. . . . . . .

RECORD-KEEPING, SAMPLING

It is very important that accurate details of any incident, actions, reports and all other events are
recorded in logbook.
The observed movement of the spilled oil should be recorded together with details of prevailing
wind, current and sea conditions. If the spill occurs in port, details of the affected areas should be
noted.
The use of photographs is recommended but care should be taken not to contravene local
regulations.
Samples of oil from the water (spilled area) should always be taken, particularly if the oil is not
from your vessel. The taking of samples, labeling and sealing should be witnessed. It is
recommended to draw two samples on each occasion, one to be retained on board.

Shipyard "Split", Split Hrvatska

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Shipboard Oil Pollution Emergency Plan

b)0. . . . . . .

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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:
-

Nearest land or hazard to navigation;


Vessels set and drift;
Location and time of impact with hazard based on vessels set and drift;
Estimated time of casualty repair; and
Determination of the nearest capable assistance and its response time (i.e. or tug assistance,
the time it will take to get on scene and secure the tow). When a casualty occurs to a vessel
underway that reduces its manoeuvrability, the master needs to determine his window of
opportunity considering the response time of assistance, regardless of the estimated time to
repair. It would not be prudent to hesitate in calling for assistance when time needed to repair
something goes beyond the window of opportunity
Safety of personnel
Weather and sea conditions
Current and tide
Nature of seabed and shoreline
Potential for safe anchoring
Damage already sustained by the ship
Risk of further damage to the ship
Threat of pollution

b)0. . . . . . .

CHARACTERISTIC OF OIL SPILLED

As well as giving details of the exact name of the oil lost, it will assist those involved in organizing
the clean-up response if the precise characteristic of the oil are advised to shore authorities, owners
and P & I Club. This information should include the following, if available:

Shipyard "Split", Split Hrvatska

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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 ships initial report will trigger the mobilization of the local response
organization. It is not normally practical for ships personnel to be directly involved in the clean-up
activities and their prime role must be toprovide as much information as is necessary to assist the
response and to cooperate fully with the clean-up personnel.
However, where there is no local response or there is a delay in it being activated, the Master
should consider the use of available shipboard materials to clean-up or contain the spilled oil by,
for example, using ship-stocked sorbents or utilizing mooring ropes or air-filled fire hoses as make
shift booms.
In the case of small operational spills, the ship should take whatever actions are necessary to
prevent oil escaping overside and, having done so, will need to take action to clean up the oil
contained on deck. This could usefully include sorbent material, degreasant, dispersant and portable
pumps, all of which should be maintained ready to respond rapidly to minor spills.
It must be stressed that spilled oil should never be washed overside, nor should dispersants or
degreasants be used on oil spilt in the water as their use could contravene local regulations. Once
the oil is in the water, there is very little what the ship can do to respond practically, and reliance
must be placed on shore authorities and organizations.
b)0. . . . . . .

LARGER SPILLS

In the case of larger spills, the ship is even more restricted as to what action it can take to respond
practically to the spill. In the case of a casualty, the safety of the ship and crow will always take
priority. Invariably, therefore, ships action will be limited to reporting details to the relevant
Authorities, Owners and P & I Club, and to requesting the appropriate clean-up response.
The Master will act as the Operators on-scene representative and will be responsible for
overseeing the actions of any salvage or oil spill contractors employed until such time as he is
formally advised by the Operator that he has been relieved of these responsibilities.
b)0. . . . . . .

PREDICION OF SLICK MOVEMENT

As important piece of information that is often lacking following an oil spill is the expected
movement of the resulting slick under the influence of winds and currents.
Ships personnel may be in a good position to make an initial estimation of likely movement either
by observation or computation by a simple plot, provided the necessary information on local wind
and current speed is available.
It has been found that floating oil will move downwind at about 3% of the wind speed. It will be
further influenced by the 100% of the prevailing current speed and direction, and the estimated
actual movement of the slick will be in a direction and at a speed indicated by the vector formed
when combining wind and current forces.

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b)0. . . . . . .

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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 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.

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

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90

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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)

Ships position
State port, anchorage, terminal, berth etc.
DD
(delta)

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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.

Operators address *
TT
(tango)

Operator: MARINVEST SHIPPING AB


Address: VIKTOR RYDBERGSGATAN 10
S-41132 GOTEBORG, SWEDEN
Phone: +46 31 817250 or 812690
Fax:
+46 31 812622
Telex:

Ship size and type *


UU
(uniform)

Length: 228,50 m
Breadth: 32,24 m
Summer deadweight: 74968 t
Type: Oil tanker double hull

Give other details if requested, or if connected with pollution.

Miscellaneous
Give other details i.e. action being taken to limit further discharge, assistance requested, information of
other ships involved in the incident, personnel injuries sustained, any medical assistance required etc.
XX
(x-ray)

Crew cleaning deck.

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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)

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)

3125N 02241W (31025N, 22041W)

or
Giving position by true bearing (first 3 digits) and distance from a clearly identified landmark (state
landmark)

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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

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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.

Operators address *
TT
(tango)

Operator: Operator: MARINVEST SHIPPING AB


Address: VIKTOR RYDBERGSGATAN 10
S-41132 GOTEBORG, SWEDEN
Phone: +46 31 817250 or 812690
Fax:
+46 31 812622
Telex:

Ship size and type *


UU
(uniform)

Length: 228,50 m
Breadth: 32,24 m
Summer deadweight: 74968 t
Type: Oil tanker double hull

Give other details if requested or if connected with pollution.


Miscellaneous
Give other details i.e. action being taken to limit further discharge, assistance or salvage, personnel injuries
sustained, any medical assistance required etc.
Remark: It is most important that should no outside assistance be required this is clearly stated!
XX

Oil being transferred to heavy fuel oil tank port.

(x-ray)

Shipyard "Split", Split Hrvatska

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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.

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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

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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

Companys Local Agent

P&I Club and


Correspondents

Cleanup Contractor

Salvage Company

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APP.4

SHIP INTEREST CONTACTS

b)

Owner/operator contact

NAME OF INSTITUTION/
PERSON TO BE CONTACTED

Owner/operator

Shipyard "Split", Split Hrvatska

ADDRESS

MEANS OF
CONTACT

REMARKS

Phone: ......................
Fax: ..........................
Telex: .......................
INMARSATTelex: .......................
INMARSATFax: ..........................

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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:ers@dnv.com
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: ers@dnv.com
Fax: +47 67 57 99 11 Attn:ERS
Web: ers.dnv.com

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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
Masters duty to perfume relevant data in this format and proceide it to the Company. The company will
than undertake further actions.

Relevant data to be forwarded to the address:

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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

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Section C: Ship Condition Immediately Before Casualty


(Continued)
ID

Compartment

Shipyard "Split", Split Hrvatska

S.G

Tones

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180

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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

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Section E: Reported Damage

Details of each damaged compartment known to be open to the sea, including those damaged above the
present waterline.
Compartment

Estimated Cargo Weight


(tones)

Permeability of Cargo
(%)

Comments

Extent and location of structural damage in way of the above compartments. (Attach sketch)

Extent of additional damage to pipes, valves, hatches, doors etc. and list of compartments which may be
subject to progressive floodingas a result.

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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)

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Page:

APP.6

PLAN / EXERCISES / USE


A

DATE

EXERCISE

USE

REMARKS

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18

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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

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

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

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

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

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

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

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

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