Ship SOPEP

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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 Ime Name Napomena: Ovaj nacrt je jednak nacrtu br. index za NOV

Note: This drawing is identical to drawing No. index for NB NACIONALNE VLASTI / FLAG STATE AUTHORITIES

KLASIFIKACIJSKO DRUŠTVO / CLASSIF. SOCIETY VLASNIK / OWNER

Odobreno od / Approved by Dopis br. / Letter No Datum / Date Datum

Date

Ime Name

Potpis

Signature Veza nacrt/Conn.dwg

Pom. projek.

Assist. BRODOSPLIT

Projektant

Designer dipl. ing. I. Kreković BRODOGRADILIŠTE d.o.o. Sam.projekt.

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TABLE OF CONTENT / INDEX OF SECTIONS

SHIP’S PARTICULARS 4

SUBJECT

Letter of acceptance from the DET NORSKE VERITAS 5

Revision page 6

INTRODUCTION 7

SECTION 1: PREAMBLE 8

SUMMARY FLOWCHART 9

SECTION 2: REPORTING REQUIREMENTS 10

2.1 GENERAL 11 2.2 REPORTING PROCEDURES 11 2.2.1 WHEN TO REPORT 11 2.2.1.1 ACTUAL DISCHARGE 11 2.2.1.2 PROBABLE DISCHARGE 11 2.2.2 INFORMATION REQUIRED 12

2.2.2.1 SAMPLE FORMAT FOR INITIAL NOTIFICATION 26

2.2.3 WHOM TO CONTACT 29

2.2.3.1 COASTAL STATE CONTACTS 29

2.2.3.2 PORT CONTACTS 29

2.2.3.3 SHIP INTEREST CONTACTS 30

SECTION 3: STEPS TO CONTROL DISCHARGE 31

3.1 GENERAL 32

3.2 OPERATION SPILLS 33

3.2.1 OPERATION SPILL PREVENTION 33

3.2.2 PIPE LEAKAGE 36

3.2.3 TANK OVERFLOW 39

3.2.4 HULL LEAKAGE 42

3.3 SPILLS RESULTING FROM CASUALTIES 45

3.3.1 GROUNDING 45

3.3.2 FIRE / EXPLOSION 50

3.3.3 COLLISION 54

3.3.4 HULL FAILURE 58

3.3.5 EXCESSIVE LIST 62

3.3.6 CONTAINMENT SYSTEM FAILURE 66

3.3.7 LOSS OF TANK ENVIRONMENTAL CONTROL 69

3.3.8 SUBMERGED / FOUNDERED 70

3.3.9 WRECKED / STRANDING 74

3.3.10 HAZARDOUS VAPOURS RELEASE 79

3.4 MITIGATING ACTIVITIES 81

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PAGE

SECTION 4: NATIONAL AND LOCAL COORDINATION 82

SECTION 5: ADDITIONAL INFORMATION 83

(NON MANDATORY) 5.1 GENERAL 84

5.2 DATA 85

5.3 DRAWINGS 85 5.4 RESPONSE EQUIPMENT ON BOARD 85 5.5 SHORESIDE SPILL RESPONSE CO-ORDINATOR OR QUALIFIED INDIVIDUAL 86 5.6 PLANING STANDARDS 86 5.7 PUBLIC AFFAIRS 86 5.8 RECORD-KEEPING, SAMPLING 86 5.9 PLAN REVIEW 87 5.10 PLAN TESTING 87 5.11 SALVAGE 87

5.12 CHARACTERISTIC OF OIL SPILLED 87

5.13 SMALL OPERATIONAL SPILLS 88 5.14 LARGER SPILLS 88

5.15 PREDICTION OF SLICK MOVEMENT 88

5.16 SPILL RESPONSE TECHNIQUES 89

5.17 ORGANISATION AND RESPONSIBILITY FOR RESPONSE 89

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PAGE APPENDICES:

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

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SHIPBOARD OIL POLLUTION EMERGENCY PLAN

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

I SHIP’S IDENTIFICATION

Name of ship………. ”MARI UGLAND” Official number………..

Call Sign………

IMO ID number………….……… 9326885

Type of ship……….. OIL PRODUCT TANKER Port of registry……….. Larvik

Flag………. NORWAY

II OWNER’S INFORMATION

Owner: Name……… LR ICE SHIPPING EIGHT LTD

c/o MARINVEST SHIPPING AB

Address………. VIKTOR RYDBERGSGATAN 10 S-41132 GOTEBORG, SWEDEN

Phone………+46 31 817250 or 812690 Fax………+46 31 812622

24 Hour Contact………...+46 31 827251 / +46 705 812690 (MR.LM)

Operator: Name……… MARINVEST SHIPPING AB

Address………. VIKTOR RYDBERGSGATAN 10 S-41132 GOTEBORG, SWEDEN

Phone………+46 31 817250 or 812690 Fax………+46 31 812622

E-mail……….. office @ marinvest.se

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REVISION PAGE

Revision Page(s) Date Summary of Changes Initial

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INTRODUCTION

1. This Shipboard Oil Pollution Emergency Plan (hereafter referred to as the “Plan”) is written in accordance with the requirements of Regulation 37 of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating there to. 2. The purpose of the Plan is to provide quidance to the Master and officers on board the ship with

respect to the steps to be taken when an oil pollution incident has occured or is likely to occur. 3. The Plan contains all information and operational instructions as required by the “Guidelines for the

development of the Shipboard Marine Pollution Emergency Plan” as developed by the Organization (IMO) and published under MEPC.85 (44) and MEPC.54(32), amended by MEPC.86(44). The APPENDICES contain names, telephone, telex numbers, etc., of all contacts referenced in the Plan, as well as other reference material

4. The plan has been approved by DET NORSKE VERITAS on behalf of the Flag State Administration and, except as provided below, no alteration or revision shall be made toany part of it without the prior approval of the Administration.

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

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SECTION 1: PREAMBLE

1.1 This Plan is available to assist the ship’s personnel in dealing with an unexpected discharge of oil. Its primary purpose is to set in motion the necessary actions to stop or minimize the discharge of oil and to mitigate its effects.

1.2 Effective planning ensures that the necessary actions are taken in a structured, logical, safe and timely manner.

1.3 The primary objectives of this Plan are to: - prevent oil pollution,

- stop or minimize oil outflows when a damage to the ship or its equipment occurs,

- stop or minimize oil outflows when an operational spill occurs in excess of the quantity or instantaneous rate permitted under the present Convention.

1.4 Further, the purpose of the Plan is to provide the Master, officers and certain crew members with a practical guide to the prevention of oil spills and in carrying out the responsibilities associated with regulation 26 of Annex I of MARPOL 73/78

- reporting procedures to report an oil pollution incident,

- Coastal State contacts (focal points) to be contacted in the event of an oil pollution incident, - response actions to reduce or control the discharge of oil following an incident,

- co-ordination with national and local Authorities in combating oil pollution.

1.5 In summary, the Plan will serve to promote a practiced response when the ship’s personnel is faced with an oil spill.

1.6 Although the Plan is designed as a ship-specific tool it also must be considered as an additional

instrument and as a link to shore-based plans. With this the Plan allowed an efficient co-ordination between the ship and shore-based Authorities/organizations in mitigating the effects of an oil pollution incident.

1.7 The Plan includes a Summary flowchart (see page 10) to quide the MASTER through reporting and acting procedures required during an oil pollution incident response.

1.8 The Plan iswritten in English which is the working language understood by the Master and the officers. A change in the Master and the officers which brings about on attendant change on their working language or languages understood would require the issuance of the Plan in the new languages.

1.9 Without interfering with shipowners’ liability, some coastal States consider that it is their responsibility to define techniques and means to be taken against an oil pollution incident and approve such operations which might cause further pollution, i.e., lightening. States are in general entitled to do so under the International Convention relating to Intervention on the High Seas of Oil Pollution Casualties, 1969 (Intervention Convention).

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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 ACTION TO CONTROL DISCHARGE

By Master and/ or designated crew member Measures to minimize the escape of oil or noxious liquid substance and threat to the marine environment

NAVIGATION MEASURES - Alter course/ position and/

or speed

- Change of list and/ or trim - Anchoring

- Setting aground - Inititate towage

- Assess safe haven require-ments

- Weather/ tide/ swell fore-casting

- Slick monitoring - Record of events and

commu-nications taken

SEAMANSHIP MEASURES - Safety assessment and

pre-caution

- 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)

When to report

All probable and actual spills How to report

- By quickest means to coastal radio station

- Designated ship movement reporting station or

- Rescue Co-ordination Centre (at sea) - By quickest available means to local

autho-rities Whom to report

- Nearest Coastal State Harbour and termi-nal operators (in port) - Shipowner´s manager; P & I insurer - Head Charterer; Cargo owner - Refer to contact lists

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

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 GENERAL 11 2.2 REPORTING PROCEDURES 11 2.2.1 When to report 11 2.2.2 Information required 12 2.2.3 Whom to contact 29

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2.1 GENERAL

The reporting requirements of this section complies with those of Regulation 26 Annex I of MARPOL 73/78.

2.1.1 When the ship is involved in an incident which results in the discharge of oil, the MASTER is obliged under the terms of MARPOL 73/78 to report details of the incident, without delay to the nearest Coastal State by means of the fastest telecommunication channels available.

2.1.2 The intent of these requirements are to ensure that Coastal States are informed, without delay, of any incident given rise to oil pollution, or threat of oil pollution, of the marine environment, as well as of assistance and salvage measures, so that appropriate action may be taken.

2.2 REPORTING PROCEDURES

For ease reference the reporting requirements in the context of this Plan are divided in the following information blocks:

2.2.1 When to report

Taking the summary flowchart as shown on page 10 as a basic quide into consideration reports are necessary in the following cases:

2.2.1.1 Actual Discharge

The MASTER is obliged to report to the nearest Coastal State whenever there is a discharge of oil resulting

- a discharge of oil above the permitted level for whatever reason including those for the purpose of securing the safety of the ship or saving life at sea.

- a discharge during the operation of the ship in excess of the quantity or instantaneous rate permitted under the present Convention.

2.2.1.2 Probable discharge

The MASTER is obliged to report even when no actual discharge of oil has occurred but there is a probability that one could.

However, as it is not practicable to lay down precise definitions of all types of situations involving probable discharge of oil which would warrant an obligation to report the MASTER is obliged to judge by himself whether there is such a probability and whether a report should be made.

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

- damage, failure or breakdown which affects the safety of the ship (e.g. collision, grounding, fire explosion, structural failure, flooding, cargo shifting etc. );

or

- failure or breakdown of machinery or equipment which results in impairment of the safety of navigation (e.g. failure or breakdown of steering gear, propulsion, electrical generating system, essential shipborne navigation aids etc.) are carefully considered by the MASTER - taking into account the nature of the damage failure or breakdown of the ship, machinery or equipment as well as the ship’s location, proximity to land, weather, state of the sea and traffic density - as cases in which a probable discharge of oil is most likely.

If in doubt, the MASTER should always make a report in aforementioned cases.

In all cases the Authorities should be kept informed by the MASTER as how the situation progresses and be advised when all threat of pollution has passed.

2.2.2 Information Required

As required in article 8 and Protocol I of the MARPOL 73/78 - Convention the MASTER or other persons having charge of the ship should report the particulars of an oil pollution incident. In this context the International Maritime Organization (IMO), on 27November 1997, adopted Resolution A.851(20) “General Principles for Ship Reporting Systems and Ship Reporting Requirements, including Guidelines for Reporting Incidents Involving Dangerous Goods, Harmful Substances and/or Marine Pollutants”.

The intent of The Resolution aforementioned is to enable Coastal States and other interested parties to be informed, without delay, of any incident giving rise to oil pollution, or threat of oil pollution, of the marine environment, as well as of assistance and salvage measures, so that appropriate action may be taken.

Nothing in this chapter relieves the MASTER in using sound judgement to make sure that any incident or probable discharge of oil is reported as quick as possible in the prevailing situation. When transmitting initial reports to the authorities of the nearest Coastal State the MASTER or other persons dealing with such a transmission should take note of Resolution A.851(20). All reporting whether initial or follow - up, should follow IMO’s reporting format as outlined at page 15.

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2.2.2.1 REPORTING PROCEDURES FLOWCHART

HAS THERE BEEN AN ACCIDENT OR HAZARDOUS OCCURRENCE ? YES IS THERE ACTUAL OIL SPILL ? (see 2.2.1.1) NO REPORT REQUIRED A REPORT IS REQUIRED IS THERE A PROBALITY OF AN OIL SPILL ? IS SHIP IN PORT ?

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

PREPARE FOLLOW-UP REPORTS (use format in 2.2.2.2.) NO NO YES YES NO NO YES = QUESTION = DECISION = ACTION

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2.2.2.2

ANNEX TO THE RESOLUTION A.851(20)

GENERAL PRINCIPLES FOR SHIP REPORTING SYSTEMS AND SHIP REPORTING REQUIREMENTS, INCLUDING GUIDELINES FOR REPORTING INCIDENTS INVOLVING DANGEROUS GOODS, HARMFUL SUBSTANCES AND/OR MARINE POLLUTANTS

A. GENERAL PRINCIPLES

Ship reporting system and reporting requirements are used to provide, gather or exchange information through ratio reports. The information is used to provide data for many purposes, including search and rescue, vessel traffic services, weather forecasting and prevention of marine pollution. Ship reporting system and reporting requirements should, as far as practicable, comply with the following principles:

reports should contain only information essential to achieve the objectives of the system; reports should be simple and use the standard international ship reporting format and procedures; where language difficulties may exist, the languages used should include English, using where possible the Standard Marine Navigational Vocabulary, or alternatively the International Code of Signals. The standard reporting format and procedures to be used are given in the appendix to this annex;

the number of reports should be kept to a minimum; no charge should be made for communication of reports;

safety or pollution-related reports should be made without delay; however, the time and place of making non-urgent reports should be sufficiently flexible to avoid interference with essential navigational duties;

information obtained from the system should be made available to other systems when required for distress, safety and pollution purposes;

basic information (ship’s particulars, on-board facilities and equipment, etc.) should be reported once, be retained in the system and be updated by the ship when changes occur in the basic information reported;

the purpose of the system should be clearly defined;

Governments establishing a ship reporting system should notify marines of full details of the requirements to be met and procedures to be followed. Details of types of ships and areas of applicability,oftimesand 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;

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navigational hazards;

existing and proposed aids to safety; and

the need for early and continuing consultation with interested parties, including a sufficient period to allow for trial, familiarization and assessment to ensure satisfactory operation and to allow necessary changes to be made to the system;

Governments should ensure that shore establishments responsible for operation of system; Governments should consider the interrelationship between ship reporting system and other systems;

ship reporting systems should preferably use a single operating ratio frequency; where additional frequencies are necessary, the number of frequencies should be restricted to the minimum required for the effective operation of the system;

information provided by the system to ship should to be restricted to the necessary for the proper operation of the system and for safety;

ship reporting system and requirements should provide for special reports from ships concerning defects or deficiencies with respect to their hull, machinery, equipment or manning, or concerning other limitations which could adversely affect navigation for special reports concerning incidents of actual or probable marine pollution;

Governments should issue instructions to their shore establishments responsible for the operation of the ship reporting system to ensure that any reports involving pollution, actual or probable, are relayed without delay to the officer or agency nominated to receive and process such reports, and to ensure that such an officer or agency relays these reports without delay to the flag State of the ship involved and to any other State which may be affected;

States which are affected or likely to be affected by pollution incidents and may require information relevant to the incident should take into account the circumstances in which the master is placed, and should endeavour to limit their requests for additional information; The appendix to this annex does not apply to danger messages referred to under regulation V/2 of the 1974 SOLAS Convention, as amended. The present practice of transmitting such messages should remain unchanged.

B. GUIDELINES FOR REPORTING INCIDENTS INVOLVING DANGEROUS GOODS

The intent of these Guidelines and those contained in the appendix is to enable coastal States and other interested parties to be informed without delay when any incident occurs involving the loss, or likely loss, overboard of packaged dangerous goods into the sea.

Reports should be transmitted to the nearest coastal State. When the ship is within or near an area for which a ship reporting system has been established, reports should be transmitted to the designated shore station of the system.

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C. GUIDELINES FOR REPORTING INCIDENTS INVOLVING HARMFUL SUBSTANCES

AND/OR MARINE POLLUTANTS

The intentof these Guidelines and thosecontainedin the appendix is to enable coastal States and other interested parties to be informed without delay of any incident giving rise to pollution, or threat of pollution, of the marine environment, as wellas of assistance and salvage measures, so that appropriate action may be taken.

In accordance with articleV(1)ofprotocol 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) 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.

Position report (PR) When necessary to ensure effective operation of the system. Deviation report (DR)

When the ship’s position varies significantly from the position that would have been predicted from previous reports, when changing the reported route, or as decided by the master.

Final report (FR) On arrival at destination and when leaving the area covered by a system. Dangerous goods report

(DG)

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.

Harmful substances report (HS)

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).

Marine pollutants report (MP)

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 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 Telephone (alternative)

Function Information required

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

Ship reporting system or nearest appropriate coast radio station

State in full Type of report Type of report:

SP Sailing plan

PR Position report

DR Deviation report

FR Final report

DG Dangerous goods report

HS Harmful substances report

MP Marine pollutants report

Give in full Any other report

A Ship

(alpha) Ship

Name, call sign or ship station identity, and flag

B Time

(bravo) Date and time of event

6 – digit group giving day of month (first two digits), hours and minutes (last four digits) If other than UTC, state time zon used

C Position

(charlie) Position

A 4-digit group giving latitude in degrees and minutes suffixed with N (north) or S (south) and a 5-digit group giving longitude in degrees and minutes suffixed with E (east) or W (west); or

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D

Position

(delta) Position

True bearing (first 3 digits) and distance (state distance in nautical miles) from a clearly identified landmark (state landmark)

E

Course

(echo) True course A 3-digit group

F Speed

(foxtrot)

Speed in knots and tenths

of knots A 3-digit group

G Departed

(golf) Port of departure Name of last port of call

H Entry

(hotel)

Date, time and point of entry into system

Entry time expressed as in (B) and entry position expressed as in (C) or (D)

I Destination and ETA

(india)

Destination and expected time of arrival

Name of port and date and time group expressed as in (B)

J Pilot

(juliet) Pilot

State whether a deep-sea or local pilot is board

K Exit

(kilo)

Date, time and point of exit from system or arrival at the ship’s destination

Exit time expressed as in (B) and exit position expressed as in (C) or (D)

L Route

(lima) Route information

Intended track

M Radiocommunications

(mike) Radiocommunications

State in full names of stations/frequencies guarded

N Next report

(november) Time of next report

Date time group expressed as in (B)

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O Draught (oscar)

Maximum present static draught in metres

4-digit group giving metres and centimeters.

P Cargo

(papa) Cargo on board

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) Q Defect, damage deficiency,limitations (quebec) Defects/damage /deficiencies/ other limitations

Brief details of defects, damage, deficiencies or other limitations (see detailed reporting requirements)

R

Pollution / dangerous goods lost overboard (romeo)

Description of pollution or dangerous goods lost overboard

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) S Weather (sierra) Weather conditions

Brief details of weather and sea conditions prevailing

T Agent

(tango)

Ship’s representative and/or owner

Details of name and particulars of ship’s representative or owner or both for provision of information (see detailed reporting requirements)

U Size and type

(uniform) Ship size and type

Details of length, breadth, tonnage, and type, etc., as required

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V Medic

(victor) Medical personnel

Doctor, physician’s assistant, nurse, personnel without

medical training

W Persons

(whiskey)

Total number of persons on board

State number

X Remarks

(x-ray) Miscellaneous

Any other information- including, as appropriate, brief details of incident and of other ships involved either in incident, assistance or salvage (see detailed reporting requirements)

Y Relay

(yankee)

Request to relay report to another system, e.g., AMVER, AUSREP, JASREP, MAREP, etc.

Content of report

Z End of report

(zulu) End of report

No further information required

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GUIDELINES FOR DETAILED REPORTING REQUIREMENTS Dangerous goods report (DG)

Primary reports should contain items A, B, C (or D), M, Q, R, S, T, U, X of the standard reporting format; details for R should be as follows:

R 1 Correct technical name or names of goods

2 UN number or numbers

3 IMO hazard class or classes

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

5 Types of packages, including identification marks. Specify whether portable tank or tank vehicle, or whether vehicle or freight container or other cargo transport unit containing packages. Include official registration marks and numbers assigned to the unit.

6 An estimate of the quantity and likely condition of the goods. 7 Whether lost goods floated or sank.

8 Whether loss is continuing. 9 Cause of loss.

If the condition of the ship is such that there is danger of further loss of packaged dangerous goods into the sea, items P and Q of the standard reporting format should be reported; details for P should be as follows:

P 1 Correct technical name or names of goods.

2 UN number or numbers.

3 IMO hazard class or classes.

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Harmful substances reports (HS)

In the case of actual discharge, primary HS reports should contain items A, B, C (or D), E, F, L, M, N, Q, R, S, T, U, X of the standard reporting format. In the case of portable discharge (see 3,4), item P should also be included. Details for P, Q, R, T and X should be as follows:

P 1 Type of oil or the correct technical name of the noxious liquid substances onboard.

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

4 Names of manufactures of substances, if appropriate, when known, or consignee or consignor.

5 Quantity.

Q 1 Condition of the ship as relevant. 2 Ability to transfer cargo/ballast/fuel.

R 1 Type of oil or the correct technical name of the noxious liquid discharged into the sea.

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

4 Names of manufactures of substances, if appropriate, when known, or consignee or consignor.

5 An estimate of the quantity of the substances. 6 Weather lost substances floated or sank. 7 Whether loss continuing.

8 Cause of loss.

9 Estimate of the movement of the discharge or lost substances, giving current conditions if known.

10 Estimate of the surface area of the spill if possible.

T 1 Name, address, telex and telephone number of the ship’s owner and representative, (charterer, manager or operator of the ship or their agent).

X 1 Action being taken with regard to the discharge and the movement of the ship. 2 Assistance or salvage efforts which have been requested of which have been

provided by others.

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

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After the transmission of the information referred to above in the initial report, as much as possible of the information essential for the protection of the marine environment as is appropriate to the incident should be reported in a supplementary report as soon as possible. That information should include items P, Q, R, S and X.

The master of any ship engaged in or requested to engage in an operation to render assistance or undertake salvage should report, as far as practicable, items A, B, C (or D), E, F, L, M, N, P, Q, R, S, T, U, X of the standard reporting format. The master should also keep the coastal State informed of developments.

Marine pollutants reports (MP)

In the case of actual discharge, primary MP reports should contain items A, B, C (or D), M, Q, R, S T, U, X or the standard reporting format. In the case of probable discharge (see 3,4) item P should also be included. Details for P, Q, R, T and X should be as follows:

P 1 Correct technical name or names of goods.

3 IMO hazard class or classes.

6 An estimate of the quantity and likely condition of the goods. Q 1 Condition of the ship as relevant.

2 Ability to transfer cargo/ballast/fuel. R 1 Correct technical name or names of goods.

2 UN number or numbers. 3 IMO hazard class or classes.

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T 1 Name, address, telex and telephone number of the ship’s owner and representative, (charterer, manager or operator of the ship or their agent).

X 1 Action being taken with regard to the discharge and the movement of the ship. 2 Assistance or salvage efforts which have been requested of which have been

provided by others.

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

After the transmission of the information referred to above in the initial report, as possible of the information essential for the protection of the marine environment as is appropriate to the incident should be reported. That information should include items P, Q, R, S and X.

The master of any ship engaged in or requested to engage in an operation to render assistance or undertake salvage should report, as far as practicable, items A, B, C (or D), M, P, Q, R, S, T, U, X of the standard reporting format. The master should also keep the coastal State informed of developments.

Probability of discharge

1 The probability of a discharge resulting from damage to the ship or its equipment is a reason for

making a report. In judging whether there is such a probability and whether the report should be made, the following factors, among others, should be taken into account:

.1 the nature of the damage, failure or breakdown of the ship, machinery or equipment; and

.2 sea and wind state and also traffic density in the area at the time and place of the incident. It is recognized that it would be impracticable to lay down precise definitions of all types of incidents involving probable discharge which would warrant an obligation to report. Nevertheless, as a general guideline the master of the ship should make reports in cases of:

.3 damage, failure or breakdown which affects the safety of ships; examples of such incident are collision, grounding, fire, explosion, structural failure, flooding, cargo shifting; and

.4 failure or breakdown of machinery or equipment which results in impairment of the safety of navigation; examples of such incidents are failure or breakdown of steering gear, propulsion plant, electrical generating system, essential shipborne navigational aids.

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SAMPLE FORMAT FOR INITIAL NOTIFICATION

The format of the INITIAL report as well as supplementary or follow-up reports should conform with the quidance contained in Res. A. 851 (20). A sample format for INITIAL report is shown on pages 28 to 29

It should be noted that much of the information to be included in the initial report could be entered on the report form prior to any incident and thus save time should an incident occur. It is required that an initial report form be part completed in this manner at the commencement of each voyage and be retained on the Bridge ready to be fully completed and transmitted in the event of an incident occurring. A copy of the current information on the status of the cargo, ballast and bunker tanks will be retained on the Bridge also, to facilitate the completion of the initial report.

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INCIDENT REPORTING FORMAT

SHIPBOARD OIL POLLUTION EMERGENCY PLAN FORMAT FOR INITIAL NOTIFICATION

AA (SHIP NAME, CALL SIGN, FLAG)

BB (DATE AND TIME OF EVENT, UTC) l___l___l___l___l___l___l

D D H H M M

CC (POSITION, LAT, LONG) OR DD (BEARING, DISTANCE FROM LANDMARK) l___l___l___l___lN__lS__l l___l___l___l l_____l

d d m m d d d N miles l___l___l___l___l___lE__lW__l

EE (COURSE) FF (SPEED, KNOTS) l___l___l___l l___l___l___l d d d kn kn 1/10

LL (INTENDED TRACK)

MM (RADIO STATION(S) GUARDED)

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

D D H H M M

PP (TYPE AND QUANTITY OF CARGO/BUNKERS ON BOARD)

QQ (BRIEF DETAILS OF DEFECTS/DEFICIENCIES/DAMAGE)

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SS 0(BRIEF DETAILS OF WEATHER AND SEA CONDITIONS) l-Direction l___l___l___l l (Beaufort) Swell Wind I I I-Speed l-Direction l___l___l___l l l (m) l l-Height

TT (CONTACT DETAILS OF SHIP’S OWNER/OPERATOR/AGENT)

VV (SHIP SIZE AND TYPE)

Lenght: (m); Breadth: (m); Draught: (m); Type:

XX (ADDITIONAL INFORMATION) Brief details of Incident:

Need for outside assistance: Actions being taken:

Number of crew and details of any injuries: Details of P&I club & local correspondent: Others

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2.2.3 Whom to Contact

2.2.3.1 Coastal State Contacts

In order to expedite response and minimize damage from an oil pollution incident, it is essential that appropriate Coastal States be notified without delay.

In this context the use of the list of agencies or officials of Administrations responsible for receiving and processing reports (so called focal points) as developed and updated by the Organization (IMO) in accordance with article 8 of the Convention (MARPOL 73/78).

Such a list is shown under APPENDIX APP 2.

In the absence of such a list or listed focal point for a single Country/Coastal State, the MASTER should contact by the quickest available means

- the nearest coastal radio station, or

- the designated ship movement reporting station, or - the nearest Rescure Co-Ordination Centre (RCC).

2.2.3.2 Port Contacts

For the ship in port, notification of local agencies, combating teams or clean- up companies will speed response. If an oil spill occur during the ship’s stay in a port or at an oil terminal, whether operational or as a result of an accident, the MASTER should inform the appropriate local agencies (e.g.National Response Center, Terminal/ Port Authorities etc.) without undue delay.

If the ship is engaged in a regular service between ports/terminals the MASTER or any other person aboard delegated by the MASTER should provide a list with the relevant Port Contact addresses for each port served regularly of Authorities/persons and/ or terminals dealing with an oil spill.

This list should be regularly updated.

The PORT CONTACT list is shown in the APPENDIX APP 3.

If a change in the ship’s range of trade or a change in the addresses of persons Authorities of the ports/terminals served regularly takes place the MASTER or any other person aboard delegated by the Master is required to issuance a new list.

Where ship’s service make it not feasible to carry out such a list the MASTER should seek quidance concerning such local Port Contacts and local reporting procedures upon arriving in port. Addresses obtained in this way should be documented aboard in the form that the MASTER considers most effective and should be attached to the Plan.

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2.2.3.3 Ship Interest Contacts

For Ship Interest Contacts it is necessary to have information at the Master’s disposal in case of an oil spill for informing the ship’s owner or operator, the local agent of the company, the appropriate P & I-Club and correspondents, clean-up contractors etc.

This information should be provided in the form of a so called Ship Interest Contact list. The ship INTEREST CONTACT LIST is shown in the APPENDIX APP 4.

To avoid a duplication of reports and to co-ordinate the Plan and Company Shoreside plan, responsible for informing the various Ship Interested Contact is vessel’s OPERATOR.

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SECTION 3 - STEPS TO CONTROL DISCHARGE

PAGE

3.1 GENERAL 32

3.2 OPERATION SPILLS 33

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3.1 GENERAL

This section ensures that the provision of Regulation 26 of Annex I of MARPOL 73/78 regarding steps to control discharge are complied with, and includes information relating to operational spills and spills resulting from casualties.

Ship’s personnel will almost always be in the best position to take quick action to mitigate or control the discharge of oil from the ship. This Plan provides the MASTER with clear guidance on how to accomplish this mitigation for a variety of situations.

The Plan not only outlines action to be taken, but also identifies who onboard is responsible so that confusion during the emergency can be avoided.

Discharges can be as categorized into two main headings and a number of subheadings, these are:

1. OPERATIONAL DISCHARGES § PIPE LEAKAGE § TANK OVERFLOW § HULL LEAKAGE 2. CASUALTY DISCHARGES § GROUNDING § FIRE/EXPLOSION § COLLISION § HULL FAILURE § EXCESSIVE LIST

§ CONTAINMENT SYSTEM FAILURE

§ DANGEROUS REACTIONS OF CARGO/CONTAMINATION YELDING

HAZARDOUS CONDITION

§ OTHER DANGEROUS CARGO RELEASE

§ LOSS OF TANK ENVIRONMENTAL CONTROL

§ SUBMERGED/ FOUNDERED

§ WRECKED / STRANDED

§ HAZARDOUS VAPOURS RELEASE

The remainder of SECTION 3 details the action to be taken in the event of one or more of the above incidents occurring to the Ships.

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3.2 OPERATIONAL SPILLS

3.2.1. OPERATIONAL SPILL PREVENTION SHIP/SHORE SAFETY CHECK LIST

ACTION TO BE TAKEN CREW MEMBER

1. Prepare cleaning equipment Bosun

2. Check general alarm Third Officer

3. Organize and check communication - loading place - bridge - engine room

First Officer Third Officer Duty engineer

4. Check Ship’s mooring Duty Officer

5. Put towing wires into position - fore - aft

First Officer Second Officer

6. Check access between the Ship and shore Duty Officer

7. Make ship ready to move under its own power Master

8. Person responsible for loading/discharging First Officer

9. Person responsible for bunkering Chief Engineer

10. Read local cargo handling/bunkering regulations Master, First Officer Chief Engineer

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11. Agree ship-shore communication (get phone numbers and/or VHF/UHF channels to be used and keep recorded on the appropr. form)

Duty Officer

12. Agree procedures for cargo and ballast handling First Officer

13. Agree procedures for bunkers handling Chief engineer

14. Agree emergency shut down procedure First Officer

15. Make ready fire hoses and fire fighting equipment A.B. on duty

16. Check cargo/bunker hoses arms

All flange connections shall be fully bolted

Third Engineer

17. Effectively plug all scuppers and dip trays Accumulation of water shall be drained off

A.B. on duty

18. Close and blank all unused cargo and bunker connections. Blank flanges shall be fully bolted.

Third Engineer

19. Close and lash sea overboard dish valves when not in use First Officer

20. Close all cargo and bunker tank lids Third Engineer

21. Check whether hand torches and VHF/UHF transceivers are of an approved type

Third Officer

22. Earth ship’s main aerials GMSDSS General

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23. Switch off radar’s Third Officer

24. Disconnect from power electrical cables to portable electrical equipment

Electrician

25. Close all external doors and ports in accommodation leading on to or overlooking the tank deck

A.B. on duty

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

First Officer

27. Prohibit smoking, use of naked fire First Officer

28. Observe the requirements for use of galley and other cooking appliances

Electrician

29. Make available emergency escapes Duty Engineer

30. Exhibit International Code signals for carriage of dangerous cargoes

Duty Officer

31. Keep sufficient personnel on board to deal / with an emergency Master

32. Put in place adequate insulating means in the ship/shore connection

First Officer

33. Ensure sufficient pumproom ventilation First Officer

34. Prepare report for transmission to coast radio station and the operator in case of oil spill

Master

35. Inform the Port Authority if tank cleaning operations planned during the ship stay alongside the shore installation

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3.2.2 PIPE LEAKAGE

Pipeline leakage will occur during: - loading/deballasting

- discharging/ballasting - bunkering

- transfer of cargo and/or bunker ashore

- transfer of cargo and/or bunker into a barge or other ship

THESE OPERATIONS SHOULD NOT BE STARTED UNTIL THE REQUIREMENTS OF CHECK LIST HAVE BEEN MET (see SHIP/SHORE SAFETY CHECK LIST, page 33)

Pipeline leakage can also occur from hydraulic pipeline of: - winches

- windlasses - crane

In case the oil spilled over side or spillage is inevitable the MASTER must inform Coastal Authorities.

If at sea MASTER must consider: - taking vessel further off shore - the tides, wind and sea state

3.2.2.1 ACTIONS TAKEN TO STOP OIL SPILL

- STOP ALL OPERATIONS IMMEDIATELY - CLOSE VALVES

If spills are from manifold hoses or cowline - stop cargo pumps with emergency stop - close manifold valves

- affected section should be drained down to an available empty or slack tank

If the source of leakage are pumproom sea valves relive any pressure from relevant section of the line by:

- opening up the line to an empty tank, or - using a stripping pump to empty tank

DO NOT RE-COMMENCE OPERATION UNTIL SOURCE OF SPILL IS IDENTIFIED AND REMOVED OR RECTIFIED

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3.2.2.2 PREVENTION OF FIRE AND EXPLOSION All possible sources of ignition should be eliminated.

Action taken to prevent released oil or flammable vapours entering accommodation and engine room spaces:

- shut down all none essential air intakes - shut off ventilation

- close all external doors and ports in accommodation - alter course upwind of the slick (if at sea)

3.2.2.3 ON DECK CLEAN - UP PROCEDURE - Plug all scuppers and secure drip trays on deck

- Position sorbent material to prevent oil from reaching the railing The oil or should be never washed overside.

Remember that sudden rain shower, failure of fire main or further spillage can easily overflow the contain oil over the side.

- With a substantial leakage consideration must be given to listing the ship (if in port), or changing its trim.

- commence clean-up using the onboard clean-up equipment

- containe oil should be transferred to a slop tank by portable pumps - dispose used clean-up material into drums

In case the oil spilled over side there is very little that the ship personnel can do to respond practically and reliance must be placed on shore Authorities and organization.

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

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3.2.2.4 ACTION CHECK LIST

PROBLEM ACTION TO BE TAKEN CREW MEMBER

1 PIPE LEAKAGE Inform Coastal State Authorities Master

2 Inform Contact List in Section 2 Master

3 Activate Clean-Up Procedures Master

4 Take Photographs Master

5 Obtain Names of Shore Personnel Master

6 Secure Statements Master

7 Monitor containment and clean-up act. Master

8 Stop product flow First Officer

Chief Engineer

9 Locate Leakage First Officer

Chief Engineer

10 Secure Leakage First Officer

Chief Engineer

11 Repair Leakage 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 First Officer

16 Have at hand oil Specification First Officer

Chief Engineer

17 Oil record book available First Officer

Chief Engineer

18 Obtain sample of oil from deck Second Engineer

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3.2.3 TANK OVERFLOW

Tank overflow will occur during: - loading/deballasting

- bunkering

THESE OPERATIONS SHOULD NOT BE STARTED UNTIL THE REQUIREMENTS OF CHECK LIST HAVE BEEN MET (see SHIP/SHORE SAFETY CHECK LIST, page 33)

In case the oil spilled over side or spillage is inevitable the MASTER must inform Coastal Authorities.

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

3.2.3.3 ON DECK CLEAN-UP PROCEDURE

- Plug all scuppers and secure drip trays on deck

- Position sorbent material to prevent oil from reaching the railing The oil should be never washed overside.

Remember that sudden rain shower, failure of fire main or further spillage can easly overflow the contain oil over the side.

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With a substantial leakage consideration must be given to listing the ship (if in port), or changing its trim.

- commence clean-up by using the onboard clean-up equipment - containe oil should be transferred to a slop tank by portable pumps - dispose used clean-up material into drums

In case the oil spilled over side there is very little that the ship personnel can do to respond practically and reliancy must be placed on shore Authorities and organization.

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1 TANK

OVERFLOW

Inform Coastal State Authorities Master

8 Stop product flow

First Officer Chief Engineer

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

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

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3.2.4 HULL LEAKAGE

If hull leakage occurs the MASTER must inform Coastal Authorities of an actual discharge and taken immediate action to stop spill and to minimize hazard from fire and explosion.

3.2.4.1 ACTION TAKEN TO STOP OIL SPILL

- STOP ALL OPERATIONS IMMEDIATELY

If it is not possible to identify the specific tank from which leakage is occurring the necessary actions are:

- Sound all cargo/bunker tanks.

Sounding to be compared with last sounding

Water finding paste or other means used to locate the area of hull leakage. If necessary divers will have to be called in.

- Reduce the levels of all tanks in the vicinity by internal transfer or discharge on shore. Do not forget the impact on ship’s stability and stress.

- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system.

This action will need to be taken promptly if it is to have significant impact on the oil released from tanks that are already open the sea.

Upon identification of the leaking tank(s) necessary actions are: - Reduce the level in the tank(s) if full

Do not forget the impact on ship’s stability and stress.

- Isolate damaged tank by hermetically closing the tank, if possible.

If the leakage is from a side damage below the water line in order to lessen the inrush the sea water it may be necessary to raise the damage area. The transfer of ballast or cargo may have to be undertaken to bring damage area out of the water.

- If the leakage is from a damage in the bottom plating or lower shell plating to reduce the level in the tank, if full and than pumping a water bottom into the damaged tank.

- Reduce inert gas pressure to a minimum positive pressure throughout the cargo system. - Close inert gas valves serving those tanks which are damaged

- Evaluate the necessity of transferring cargo/bunker internally from damaged to intact tank. Do not forget the impact on ship’s stability and stress.

- Evaluate the necessity of transferring cargo and/or bunker onshore, or to barges or othership and request such assistance accordingly.

Any ship to ship transfer shall be carried in comply with “SHIP TO SHIP TRANSFER GUIDE”.

- 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.

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Action taken to prevent or flammable vapours entering accommodation and engine room spaces:

- shut down all none essential air intakes - shut of ventilation

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.

3.2.4.4 SHIP’S STABILITY AND STRESS

- Any internal transfers, tank level reducing or ship to ship transfer should be taken with a full appreciation of the likely impact on the vessels stability and stress.

- When the damages is extensive, the impact of internal transfer on stability and stress may be impossible for the vessel’s personnel to assess.

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

ERS will require following information to make damage stability and damage longitudinal stress assessment calculation:

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

- Location and extent of damage observed (identify by frames, bulkheads, deck) - Location and extent of damage surmised (identify by frames, bulkheads, deck) - Draft (fore, aft, mid port, mid stb.)

- Loss or change in amounts of cargo/bunker and disposition - Detail any action already taken

- Wind, strength and direction - Sea and swell, height and direction - Current, speed and direction - Weather forecast

- Air and sea temperature

- Other locally significant features

Having received these informations the OPERATOR will contact ERS and after ERS assessment calculation advise Master what action can be safety taken to minimize the damage and prevent further pollution.

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1 HULL LEAKAGE Inform Coastal State Authorities Master

9 Sound all cargo/oil tanks

Third Officer Third Engineer

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

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 Second Engineer

19

Reduce the levels of all tanks in vicinity by internal transfer or discharge onshore

20 In charge of stability and stress First Officer

21

Reduce the level in the leaking tank(s) if full, and isolate them

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3.3 SPILLS RESULTING FROM CASUALTIES

In responding to a casualty the MASTER’S priority will be to ensure the safety of personnel and the ship and to take action to prevent escalation of theincident whilst minimizing pollution.

As this Plan deals with oil pollution incident this section is limited to the casualties which consequences are ACTUAL or PROBABLE OIL DISCHARGE.

3.3.1 GROUNDING

In the event of the vessel grounding the MASTER’S first priority must be to the safety of personnel and the ship and to initiate action which may prevent escalation of the incident.

When grounding occurs:

- sound GENERAL ALARM immediately

- the personnel muster at their designated MUSTER STATION

As this Plan deals with oil pollution incident this section is limited to the grounding which consequences are ACTUAL or PROBABLE oil discharge.

The MASTER must inform the Coastal Authorities of the occurrence of an actual or probable discharge due to grounding and take immediate action to stop or minimize spill and to minimize hazards from fire and explosion.

The MASTER should consider:

- danger to the crew if the ship should slide off grounding site - danger of ship being broken down by heavy seas or swells

- health hazards to the crew and surrounding population due to release of hazardous substances in dangerous concentrations

- that fire may start due to released flammable substances caused by uncontrolled ignition sources

- is the ship constantly being strucke in the seaway? - is the ship exposed to torsion?

- is there large difference in the tidal ranges at the grounding site? - are there strong tidal current in the grounding area?

- may the ship drift further up on the shore due to high tides, wind and waves?

The MASTER should also evaluate the question of refloating the vessel by own means. Before such an attempt is made, it must be determined:

- Whether the ship is damaged in such a way that it may sink, break up or capsize after getting off;

- Whether the ship after getting off may have maneuvering problems upon leaving the dangerous area by own means

- Whether machinery, rudder or propeller are damaged due to grounding or may be damaged by trying to get off ground by own means,

- Whether the ship may be trimmed or lightened sufficiently to avoid damage to other tanks in order to reduce additional pollution from bunker spillage

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If the risk of further damage to the ship is greater in an attempt to refloat the ship by own means, than in remaining aground until professional assistance has been obtained the MASTER should try to prevent the ship from moving from its present position

- by dropping anchors (adequate water depth and anchor ground provided) - by taking ballast into empty tanks, if possible.

Do not forget the impact on ship’s stability and stress

Action taken to prevent flammable vapours entering accommodation and engine room spaces: - shut all none essential air intakes

- shut down ventilation

3.3.1.2 ASSESS THE EXTENT OF DAMAGE

- Visual inspection all compartment

- Check for visible oil along hull or in wake of the ship.

- At night a stick with white cloth around it may be lowered into sea water along side the ship to check for oil leakage’s.

- Sound all cargo, bunker and ballast tanks and all other compartments which have contact with the sea.

Sounding to be compared with last soundings to check for possible oil leakages.

Prohibit indiscriminate openings of ullage plugs, sounding caps, ports etc. which could results in loss of buoyancy.

- Sound to be taken around the ship to establish the ship position on the grounding area.

3.3.1.3 PROCEDURES TO REDUCE OR STOP OUTFLOW OF OIL

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

If it is not possible to identify the specific tank(s) from which leakage is occurring the necessary actions are:

- Reduce the level of all tanks in the vicinity.

- 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