SECTION 5: ADDITIONAL INFORMATION
5.17 ORGANISATION AND RESPONSIBILITY FOR RESPONSE
b)0. . . GENERAL
In addition to the provision required by regulation 26 of Annex I of the MARPOL 73/78 Convention, local requirements, insurance company or owner/operator policies, etc., may dictate the provision of additional guidance.
Therefore, for example, the following additional information material may be attached to the Plan and documented in the form that the Master/company considers most effective:
- Plans and diagrams/ship’s plans (e.g. general arrangement plan, midship section plan, lines plan/tables of offsets, tank tables, load line assignment, light ship characteristic etc.),
- Availability of response equipment (on board spill equipment) and its location on board
- Guidance for the keeping of appropriate records of the pollution incident (e.g. for liability, compensation and reimbursement issues),
- Reference material (e.g. industry guidelines issued by various industry organization like ICS, OCIMF, SIGTTO, Intertanko etc.).
These additional information material included in the Plan is at the owner’s discretion and not required by regulation 26 Annex I of MARPOL 73/78.
But it should be kept in mind, that such additional information material may be of help for the Master when responding to an oil pollution incident or an emergency situation as well as may be required by local Authorities in ports visited by the ship.
b)0. . . DATA
This section to include data on cargo carried including oil specification. This would form the voyage details.
b). . . DRAWINGS
The following drawings are appended to the Plan: - General arrangement
- Capacity plan - Midship section - F.O. piping diagram - Ballast piping diagram - Bilge piping diagram
Following data should be also available in the First Officer cabin: - Trim, stability and loading instruction book
- Operation manual for cargo handling system - Sounding tables
- Body lines plan
- “Ship to ship Transfer Guide (Petroleum)”
A copy of the following data will be kept with the Plan - Cargo stowage plan for the voyage
- Bunker Quantities and disposition detail
b). . . RESPONSE EQUIPMENT ON BOARD
Following equipment should be permanently stored in a pollution response locker designated by the MASTER:
- portable submersible pump; - scupper plugs; - chemical cleaners; - cotton waste; - rags; - sawdust; - buckets; - dust pans;
- drums of 200 liters each for disposal of used equipment - ship to ship transfer equipment and fittings.
5.5 SHORESIDE SPILL RESPONSE CO-ORDINATOR OR QUALIFIED INDIVIDUAL
Vessel´Operators/Managers have arranged in advance for a Shoreside Spill Response Co-Ordinator or Qualified Individual, who will ensure the proper spill response is carried out, so that the Master and crew are free to handle the problems on the vessel.
When a Shoreside Spill Response Co-Ordinator or Qualified Individual is engaged on scene, the Master should initially communicate directly with this individual, should there be a situation where a spill has occurred or there is a possibility of a potential oil spill.
Some coastal States require ships to have contracts with “response contractors” when ships enter into such States’ ports. When ships sail toward such States, it is recommended that response resources (personnel and equipment) and capabilities are identified in advance for each potential port State.
b)0. . . PLANNING STANDARDS
To facilitate forethought about the amount of response resourceswhich should be requested (i.e. booms, barges, skimmers, oil spill response vessel, etc.), possible scenarios should be analysed and accordingly planned for.
b)0. . . PUBLIC AFFAIRS
Master is not allowed, without Operator’s permission, to give any information regarding incident to public. The Master must direct all media-related enquires to nominated public relation person in Operator’s Head Office.
b)0. . . RECORD-KEEPING, SAMPLING
It is very important that accurate details of any incident, actions, reports and all other events are recorded in logbook.
The observed movement of the spilled oil should be recorded together with details of prevailing wind, current and sea conditions. If the spill occurs in port, details of the affected areas should be noted.
The use of photographs is recommended but care should be taken not to contravene local regulations.
Samples of oil from the water (spilled area) should always be taken, particularly if the oil is not from your vessel. The taking of samples, labeling and sealing should be witnessed. It is recommended to draw two samples on each occasion, one to be retained on board.
b)0. . . PLAN REVIEW
This plan will be regularly reviewed by the Owner and Master to ensure that specific information contained therein is current. This review will incorporate the following:
1. A review at least year to ensure that any changes in law, policy, contact names and numbers, ship’s characteristics or Company Policy is up-dated.
2. A review following the activation of the plan to evaluate its effectiveness, modifications being made if found necessary.
b)0. . . PLAN TESTING
This plan will be regularly exercised to ensure that all components function correctly as expected and that contacts and communications specified are accurate. All exercise will be logged accordingly. (See appendix APP 5.)
5.11 SALVAGE
When the vessel is partially or fully disable, the master shall determine if salvage assistance should be obtained. The decision process should include:
- Nearest land or hazard to navigation; - Vessel’s set and drift;
- Location and time of impact with hazard based on vessel’s set and drift; - Estimated time of casualty repair; and
- Determination of the nearest capable assistance and its response time (i.e. or tug assistance, the time it will take to get on scene and secure the tow). When a casualty occurs to a vessel underway that reduces its manoeuvrability, the master needs to determine his window of opportunity considering the response time of assistance, regardless of the estimated time to repair. It would not be prudent to hesitate in calling for assistance when time needed to repair something goes beyond the window of opportunity
- Safety of personnel
- Weather and sea conditions - Current and tide
- Nature of seabed and shoreline - Potential for safe anchoring
- Damage already sustained by the ship - Risk of further damage to the ship - Threat of pollution
b)0. . . CHARACTERISTIC OF OIL SPILLED
As well as giving details of the exact name of the oil lost, it will assist those involved in organizing the clean-up response if the precise characteristic of the oil are advised to shore authorities, owners and P & I Club. This information should include the following, if available:
1. Loading Point.
2. Specific Gravity, either in terms of API gravity or grams per c.c.
3. Viscosity at one or more temperatures, with the units and temperatures specified. 4. Pour Point.
5. Wax and Asphaltene content. 6. Distillation characteristics.
b)0. . . SMALL OPERATIONAL SPILLS
In most instances, the ship’s initial report will trigger the mobilization of the local response organization. It is not normally practical for ship’s personnel to be directly involved in the clean-up activities and their prime role must be toprovide as much information as is necessary to assist the response and to cooperate fully with the clean-up personnel.
However, where there is no local response or there is a delay in it being activated, the Master should consider the use of available shipboard materials to clean-up or contain the spilled oil by, for example, using ship-stocked sorbents or utilizing mooring ropes or air-filled fire hoses as make shift booms.
In the case of small operational spills, the ship should take whatever actions are necessary to prevent oil escaping overside and, having done so, will need to take action to clean up the oil contained on deck.This could usefully include sorbent material, degreasant, dispersant and portable pumps, all of which should be maintained ready to respond rapidly to minor spills.
It must be stressed that spilled oil should never be washed overside, nor should dispersants or degreasants be used on oil spilt in the water as their use could contravene local regulations. Once the oil is in the water, there is very little what the ship can do to respond practically, and reliance must be placed on shore authorities and organizations.
b)0. . . LARGER SPILLS
In the case of larger spills, the ship is even more restricted as to what action it can take to respond practically to the spill. In the case of a casualty, the safety of the ship and crow will always take priority. Invariably, therefore, ship’s action will be limited to reporting details to the relevant Authorities, Owners and P & I Club, and to requesting the appropriate clean-up response.
The Master will act as the Operator’s on-scene representative and will be responsible for overseeing the actions of any salvage or oil spill contractors employed until such time as he is formally advised by the Operator that he has been relieved of these responsibilities.
b)0. . . PREDICION OF SLICK MOVEMENT
As important piece of information that is often lacking following an oil spill is the expected movement of the resulting slick under the influence of winds and currents.
Ship’s personnel may be in a good position to make an initial estimation of likely movement either by observation or computation by a simple plot, provided the necessary information on local wind
b)0. . . SPILL RESPONSE TECHNIQUES
The method used to combat spills depends on the type and quantity of oil involved, the location of the accident and the policy of the Country in which the spill occurs. A knowledge of the various response techniques and their strengths and weaknesses is considered useful for vessel Owners and Crews, especially for situations where the spiller wishes, or is required, to organize the response operation.
The options are:
b) Leave the oil to dissipate naturally and monitor slick movement. b) Chemically disperse the oil on the water.
b) Contain and recover oil from water.
b) Protect specific sensitive sites and clean up contaminated shorelines.
Often a combination of two or more of these approaches is appropriate. It is generally accepted that if winds and currents are likely to take the oil away from coastlines and sensitive resources, the best thing is to leave the oil to dissipate naturally. However as many spills tend to occur in coastal waters, this option is frequently not possible.
b)0. . . ORGANISATION AND RESPONSIBILITY FOR RESPONSE
Most Countries recognize that it is unreasonable and impractical to except a vessel owner or crew to respond to a spill from the ship, and therefore a Government agency or port Authority will normally take charge and recover their costs afterwards. In a relatively few Countries, for example USA and Japan, vessel owner are required to organize the clean-up of a spill from one of their ships, and this will usually necessitate employing a local oil spill clean-up contractor or oil industry clean-up cooperative. A number of developing nations lack both specialized resources and contingency plans and may rely on help from a variety of sources outside the country to assist with clean-up.
In such cases it may be in the owner’s best interest to seek an active involvement in the spill response organization. However, it should be recognized that the actual response adopted by a country to a particular incident will depend upon a number of factors such as the location of the spill, the type and quantity of oil involved and the Owner of both the ship and the cargo.
b)0. . . LIABILITY ISSUES
In addition to compesation issues, the MASTER of a ship causing, or suspected of causing a spill of persistent oil or other product may be faced with criminal proceedings or summary action leading to fines and even imprisonment.
Faced with complex questions of compensation and liability the MASTER and crew of a ship involved in an incident would be wise to seek expert advise before giving statements or expressing opinions on such issues to representatives of Government
Authorities, other parties involved in the incident or the media. Such advise will normally be readily available in the form of a local lawyer instructed by the vessel’s owner or by the P & I Club, usually through their local correspondents or agents. This should not, however, prevent the MASTER and crew offering full co-operation to the authorities or other parties involved in the response operation.
APPENDICIES:
PAGE
APP. 1 REPORTING EXAMPLE-SHIP IN PORT 91
APP. 2 LIST OF COASTAL STATE CONTACTS 97
APP. 3 PORT CONTACTS LIST 171
APP. 4 SHIP INTEREST CONTACTS LIST 172
APP..5 DAMAGED STRESS AND STABILITY CALCULATIONS 174
APP. 6 PLAN/EXERCISES/USE TABLE 180
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 020930 (2nd, 09.30 hours)
(bravo)
Ship’s position
State port, anchorage, terminal, berth etc. DD
Radiocommunications
State in full details of radio stations and frequencies being quarded. MM VHF 12 or Inmarsat No.123456 Atlantic North Satellite (mike)
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 Fuel oil tank overflow during bunkering. ( ovemb) 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 Heavy fuel oil port side tank overflow. About 200 liters of fuel oil spill overboard, (romeo) remainder contained on deck. Slick estimated 100 m2. No further pollution. No movement
observed.
Operator’s address *
TT Operator: MARINVEST SHIPPING AB
(tango) Address: VIKTOR RYDBERGSGATAN 10
S-41132 GOTEBORG, SWEDEN Phone: +46 31 817250 or 812690
Fax: +46 31 812622 Telex:
Ship size and type *
UU Length: 228,50 m
(uniform) Breadth: 32,24 m
Summer deadweight: 74968 t Type: Oil tanker double hull
Give other details if requested, or if connected with pollution.
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 020930 (2nd 09.30 hours)
(bravo)
Ship’s position If navigating:
A 4-digit group giving latitude (degrees and minutes) suffixed with N or S and a 5-digit group giving longitude (degrees and minutes) suffixed with E or W.
CC 3125N 02241W (31025’N, 22041’W)
(charlies) or
Giving position by true bearing (first 3 digits) and distance from a clearly identified landmark (state landmark)
DD 130, five miles, Cabo de Sao Vicente (delta)
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 135(1350)
(echo)
Speed
Speed in knots and tenths of knots; a 3-digit group.
FF 12.6 (12.6 knots)
(foxtrot)
Route
Intended track information. LL
(lima)
Radiocommunications
State in full details of radio stations and frequencies being quarded.
MM Lisabon Radio 500 kHz or Inmarst No.123456 Atlantic North (mike)
Time of next report
A 6-digit group: day of month (first two digits), hours and minutes (last four digits).
PP 80000 tones crude oil (papa)
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 Collision with m/v Fire, Tank no.2 ctr. Breached.
(queceb) 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 Loosing oil from tank, presently estimate 6000 t lost, discharge continuing, slick, appear to (romeo) be drifting NE.
Weather conditions
Brief details of weather and sea condition, wind force and direction, current details, visibility etc.
SS Weather cloudy, wind NW 30 kts, sea moderate, visibility poor, tide setting SW 3.5 knts. (sierra)
Operator’s address *
TT Operator: Operator: MARINVEST SHIPPING AB
(tango) Address: VIKTOR RYDBERGSGATAN 10
S-41132 GOTEBORG, SWEDEN Phone: +46 31 817250 or 812690
Fax: +46 31 812622 Telex:
Ship size and type *
UU Length: 228,50 m
(uniform) 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.
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.
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”).
APP.3
PORT CONTACTS LIST
The following table provides an example as to how port contacts information could be presented:
NAME OF PORT CONTACTS
ADDRESS MEANS OF CONTACT REMARKS
Port Authority (Harbour Master etc.)
Phone: ... Fax: ... VHF-Channel: ...
Terminal/Jetty Officials
Company’s Local Agent
P&I Club and Correspondents
Cleanup Contractor
APP.4
SHIP INTEREST CONTACTS
b) Owner/operator contact NAME OF INSTITUTION/ PERSON TO BE CONTACTED ADDRESS MEANS OF CONTACT REMARKS Owner/operator Phone: ... Fax: ... Telex: ... INMARSAT- Telex: ... INMARSAT- Fax: ...
b) Other ship interest contacts NAME OF INSTITUTION/ PERSON TO BE CONTACTED ADDRESS MEANS OF CONTACT REMARKS Charterer Local agent
P & I Club and correspondents
DNV Emergency Response Service (ERS)
Det Norske Veritas AS Veritasvelen 1 N-1322 Hovik Norway E mail:[email protected] Fax: +47 67 57 99 11 Attn:ERS Web: ers.dnv.com
Tor Jo Landheim, Project Responsible (ERS)
Det Norske Veritas AS Veritasvelen 1 N-1322 Hovik Norway Phone: +47 67 57 80 62 E mail: [email protected] Fax: +47 67 57 99 11 Attn:ERS Web: ers.dnv.com
APP 5.
DAMAGED STRESS AND STABILITY CALCULATIONS
The following lists are enclosed to provide the quidance to ship operators and masters on the type of information that would be required by a shore organization in order to make calculations on damage longitudinal strength or damage stability that are beyond the resources of the ship. In the above case it is Master’s duty to perfume relevant data in this format and proceide it to the Company. The company will than undertake further actions.
Ship name:
Section A: Voyage Particulars
Departure Port: ………..
Destination: ……… Via ……….
Departure Date: ………. Time(GMT) ………..
Section B: Ship Condition Immediately Before Casualty
Mean Draughts Fwd …………..Metres Aft ………Metres KG (Solid) /KG (Fluid) of Ship (if known) ………..Metres
Section C: Ship Condition Immediately Before Casualty (Continued)
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