flag : mauritius issued date : 01.08.2018 issue no: 02...

SHIPBOARD OIL POLLUTION EMERGENCY PLAN

(SOPEP)

M/T SARAH

ISSUED DATE : 01.08.2018

ISSUE No: 02

of 3

Sensitivity: Internal

TABLE OF CONTENTS

PAGE

Ship’s Identification data 1

Owner’s headquarters and Technical/Manning Agents 2

24 Hrs contact Information 3

Introduction 4

Section 1Preamble 5

Section 2REPORTING REQUIREMENTS 6

2.0 General 6

2.1 When to Report 6

2.2 Actual Discharge 7

2.3 Probable Discharge 7

2.4 Contents of Report 8

2.5 Information Required 9-12

2.6 Who to contact 12

Section3Step to control discharge 13

3.1 Prevention 13

3.2 Training 13

3.3 Control of Oil Spill 14

3.4 Operational Spills 14-15

3.5 Spill Resulting from Casualties 16-18

3.6 Wrecked/Stranded

3.6.1 Wrecked/Stranded 19-20

3.6.2 Wrecked/Stranded - Action checklist 21

RI 98472

MAURITIUS

FLAG : MAURITIUS PORT OF REGISTRY : PORT LOUIS

APPROVAL ONLY COVERS CHECKING THAT THE REQUIREMENTS OF REG. 37 ANNEX I HAVE BEEN COMPLIED WITH. THE OWNER IS RESPONSIBLE FOR ENSURING THAT THE INFORMATION AND DETAILS CONTAINED IN THE PLAN AND APPENDICES ARE CORRECT AND KEPT UP-TO-DATE. IN PARTICULAR THE OWNER IS RESPONSIBLE FOR UPDATING THE LISTS OF COASTAL STATES CONTACTS, PORT CONTACTS AND SHIP'S INTEREST CONTACTS. NO ALTERATION OR REVISION SHALL BE MADE TO ANY PART OF THIS PLAN WITHOUT THE PRIOR APPROVAL OF RINA, WITH THE EXCEPTION OF LISTS OF THE COASTAL STATE AND PORT CONTACTS.

Particular

21

22

See the remarks in red on pages: 1, 2, 3, 4 of contents; 1, 2, 3, 4, 12, 29, 32, 37, 43, 47, 48 of SOPEP.

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3.7 Submerged/Foundered

3.7.1 Submerged/Foundered 23

3.7.2 Submerged/Foundered- Action Checklist 24

3.8 Containment system failure 25

3.8.1 Containment system failure 25

3.8.2 Failure measures 25

3.8.3 Containment system failure – Action Checklist 26

3.9 Hazardous vapor release 27

3.9.1 Hazardous vapor release 27

3.9.2 Failure measures 27

3.9.3 Hazardous vapor release- Action Checklist 28

3.10 Additional Guidance 29

3.11 Priority Actions 29

3.12 Stability and Stress Considerations 29

Section 4

4 Lightening 30

4.1 Condition and requirements 30

4.2 Safety 30

4.3 Communication 30

4.4 Maneuvering and mooring 30

4.5 Preparation 31

4.6 Transfer of Bunker 31

4.7 Mitigating Activities 32

Section 5

5.1 General responsibilities of the Master and 33

designated officers and crew

/ 3.7.2 Further measures3

Further

Further

4

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Section 6

National and Local Co-Ordination 34

Section 7

Non-Mandatory Information (Voluntary Part) 35

Appendices

Appendix I – List of Contact 37-39

(i) List of Coastal State Contacts

(ii) List of Port Contact

(iii) List of Ships Interest Contacts

Appendix II – Bunkering Procedures

Before Bunkering 40

During Bunkering 41

On completion of Bunkering 42

Appendix III - Summary Flowchart 43

Appendix IV - Initial Notification 44

Appendix V - Shipboard Oil Pollution Emergency Plan

Sample format for initial notification 45-46

Ship's intereset contacts

Port contacts

4

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Appendix VI - Ship´s Plans and Drawings 47-49

1. General Arrangement Plan

2. Tank Plan

3. Fuel Oil Piping Diagram

Appendix IV - Coastal State Contacts (Focal Points) 50

47

48

4

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SHIPBOARD OIL POLLUTIONEMERGENCY PLAN (SOPEP)

M/T SARAH

ISSUED DATE: 01.08.2018

ISSUE No: 03

Page 1 of 48


SHIP’S PARTICULARS

M/T SARAH

I.M.O NUMBER : 9555591

OFFICIAL NUMBER : MR 309

CALL SIGN : 3BSW

GROSS TONNAGE : 1372 Tons

REGISTERED TONNAGE : 600 Tons

FLAG : MAURITIUS

PORT OF REGISTRY : PORT LOUIS - MAURITIUS

TYPE OF SHIP : OIL TANKER

LENGTH : 77.4 Metres

BREADTH : 10.6 Metres

CLASS : RINA

TRADING AREA : Unlimited

OWNER’S ADDRESS : Oceanis Bunkering Ltd

C/O Taylor Smith Building

Old Quay D Road

Port Louis

Mauritius

GT

NT

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Owner Headquarters

OCEANIS BUNKERING LTD

C/o Taylor Smith House,

Old Quay D Road

Port Louis

Mauritius

Tel : (230) 2063333

Fax : (230) 2425305

Email : [email protected]

Mobile : (230) 54223202

Technical and Manning Agents

DDS MARITIME Ltd

C/O AEL DDS LTD

34-35 Tamariniers Street

Roche Bois

Port-Louis

Tel : (230) 2402881/2

Fax : (230) 2420286


Mobile: +9607225059

(Operator / Technical Advisor)

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24 hr Contact InformationOWNER : Oceanis Bunkering Ltd

OPERATOR : DDS Maritime Ltd

ADDRESS : C/O AEL DDS Ltd

34-35 Tamariniers Street

Roche Bois

Mauritius

TELEPHONE : (230) 2402881/2

MOBILE : +9607225059

FAX : (230) 2420286

E-MAIL : [email protected]

: [email protected]

After Hours:

Cell Phone

1) Name : Didier Albert (230) 54223249

2) Name : Darryl Jouana (230) 54222325

3) Name : Omprakash Shilichurn (230) 54223360

Note; Additional Emergency contact can be found in page 25, 26 and 27 of this

document. 37 thru 39

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INTRODUCTION

1. This plan is written in accordance with the requirements of Regulation 26 of Annex

1 of the International Convention for the Prevention of Pollution from Ships, 1973,

as modified by the protocol of 1987 relating thereto.

2. The purpose of the plan is to provide guidance to the Master and Officers on board

the ship with respect to the steps to be taken when a pollution incident has occurred

or is likely to occur. The appendices contain communication data of all contacts

references in the plan, as well as other reference material.

3. The plan contains all information and operational instructions required by the

Guidelines for the development of the Shipboard Oil Pollution Emergency Plan as

develop by IMO. The appendices contain names, telephone, fax, email address, etc,

of all contacts referenced in the plan, as well as other reference material.

4. This plan has been approved by the administration and, except as provided below,

no alteration or revision shall be made to any part of it without the prior approval of

the administration.

5. Changes to the appendices will not be required to be approved by the

Administration and should be maintained up to date by the owners, operators and

managers.

RINA on behalf of

RINA

lists of coastal states and port contacts

RINA

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SECTION 1

PREAMBLEThe concept of the plan is to assist personnel in dealing with unexpected discharge of oil,

and its primary purpose is to set in motion the necessary actions to stop or minimize the

discharge and to mitigate its effects.

The primary objectives of this plan are to: -

1) Prevent Oil Pollution.

2) Stop or minimize oil outflow when a damage to the ship or its requirements occurs.

3) Stop or minimize outflow when an operational spill occurs in excess of the quantity

or instantaneous rate permitted under the present convention.

Furthermore, the purpose of this plan is to assist the Master in meeting the demands of a

catastrophic discharge, should the vessel become involved in one and also as a practical

guide to the prevention of oil spills and in carrying out the responsibilities associated with

regulation 37 of Annex 1 to Marpol 73/78.

The plan envisioned is intended to be simple and the use of summarizing flowcharts and

checklists to assist the Master through the various actions and decisions required during

an incident response is highly encouraged. They provided quick visible and logical

sequenced form of information which can reduce error and oversight during emergency

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SECTION 2

REPORTING REQUIREMENTS

2.0 GENERAL

The reporting requirement of this section complies with those of regulation 37 of

Marpol 73/78, Annex 1.

When the ship is involved in an accident which results in the discharge or probable

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.

The intent of these requirements is to ensure that Coastal States are 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.

Without interfering with ship owners’ 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 in Cases of Oil Pollution Casualties, 1969

2.1 WHEN TO REPORT

It is essential that the nearest coastal authority be notified of actual or probable

discharges giving rise to pollution, or threat to pollution, of the marine environment,

as well as of assistance and salvage measures so that action may be taken.

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2.2 ACTUAL DISCHARGE

a) The Master is obliged to report to the nearest Coast Guard whenever there is

a

discharge of oil, resulting from damage to the ship or its equipment.

b) A discharge, during the operation of the ship of oil in excess of the quantity

or instantaneous rate permitted under the present Convention.

2.3 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.

In judging whether there is such a probability and whether the report should be

made, the following factors, as a minimum, should be taken into account:

a) The nature of damage sustained by the Ship.

b) Failure or breakdown of the ship, machinery or equipment which may

adversely affect the ability of the ship to maneuver, operate pumps, etc.

c) Ship location and proximity to land or other navigational hazards

c) Weather, tide, current and sea state.

d) Traffic density.

e) Morale, health and ability of the crew on board to deal with the situation.

f) Movement of the oil spill and probability to affect the shore.

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2.4 CONTENTS OF REPORT

As a general guideline, the Master should make a report of:

a) Damage, failure or breakdown which affects the safety of the ship, such as

collision, grounding, fire, explosion, structural failure, flooding, cargo

shifting.

b) Movement of the oil spill and probability to affect the shore.

c) Failure or breakdown of machinery or equipment which results in

impairment of the safety of navigation, such as breakdown of steering gear,

propulsion, electrical generating system, essential ship borne navigational

aids.

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2.5 INFORMATION REQUIRED

In case of actual discharge primary report should contain items AA, BB, CC (or

DD, MM, QQ, RR, SS, TT, UU, XX of the standard format.

In case of probable discharge, items PP should be included. Details for PP, QQ,

RR, TT and XX should be as follows:

PP

1. Correct technical name of product.

2. UN number.

3. IMO hazard class.

4. Nature of goods

5.

Types of packages including indication marks, specify whether

portable tank

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

QQ 1. Condition of ship as relevant

2. Ability to transfer cargo/ballast/fuel.

RR

Steps 1 to 5, same as for PP

1. Whether lost goods floated or sank.

2. Whether loss is continuing.

3. Cause of loss.

TT Name, address, telex and telephone number of the ship’s owner

and representative.

XX

1. Action being taken with regards to the discharge and movement of

the ship.

2. Assistance of salvage efforts which have been requested 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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LABEL FUNCTION EXPLANATIONA Ship Name, call sign and nationality

B Date and time (UTC) A 6-digit group giving day of month

Of event (first two digits), hours

& minutes

(Last four digits)

C Position A 4-digit group giving latitude in

degrees and minutes suffixed with N

or S, and a 5-digit group giving

longitude in degrees

and minutes suffixed with E or W

D Position True bearing (First 3 digits) and

distance (state distance) in nautical

miles from clearly identified landmark

(state landmark)

E True course A 3-digit group

F Speed at time of incident In knots and tenths of knots as a 3-digit

group

L Route information Details of intended track

M Radio communication Full details of radio stations (names)

and frequencies being guarded

N Time (UTC) of next report A 6-digit group as under BB above

P Cargo on board: can be included Type(s) and quantity(/ies) of cargo

In ,RR, as relevant bunker on board and brief details of

any dangerous cargoes as well as

harmful substances and gases that

could endanger persons or the

environment

Q Defects or damage or deficiencies Brief details of conditions of the ship

Or other limitations as relevant; ability to transfer cargo/

Ballast/bunker fuel

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R Description of pollution or Brief details of pollution; this should

Possible overboard discharge include the type(s) of fuel oil, an

estimate of the quantity discharge

is continuing, the cause of the

discharge and, if possible, an estimate

of the movement and area of slick

S Weather conditions Brief details of the weather and sea

conditions prevailing including wind

force and direction and relevant swell

details

T Ship’s representative and/ Name, address, telex and telephone

Or owner number of the ship’s owner and

representative (charterer, manager or

operator of the ship or their agent

U Ship’s size and type Details of length, breadth and type of

ship as well as draught

X Miscellaneous and additional Any other information including

Information relevant details such as details of

incident, need for outside assistance,

action being taken to limit further

discharge; details of any personnel

injuries sustained, details of P & I and

local correspondent

A sample format for initial notification and a detailed example of an initial report is

shown

within the appendices.

All follow-up reports by the Master should include information relevant to the

Coastal State

Authorities to keep them informed as the incident develops.

Follow-up reports should include information on any significant changes in the

ship’s

condition, the rate of release and spread of oil, weather and sea conditions and

clean-up

activities underway.

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In this context details of bunker disposition, condition of any empty tanks and

nature of any

ballast carried are information needed by those involved in order to assess the

threat posed

by an actual or probable discharge of oil from the damaged ship.

2.6 WHO TO CONTACT

The Master is responsible for reporting and incident involving an actual or probable

discharge of oil.

Taking into consideration the summary flowchart in appendix 11, the Master of the

ship involved in any kind of actual or probable discharge, cases of which are

defined under SECTION 1 (sub paragraph 1.2 & 1.3 of this plan) should report

details on the incident immediately (See report format above) and APPENDIX 1

III

2 2 2

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SECTION 3

STEP TO CONTROL DISCHARGE

3.1 PREVENTION

The following standing orders shall serve as guidelines to avoid any unintentional

oil spill:

1. Bunker manifolds, sludge discharge and shore receptacle connections (Ports

& Starboard) to be suitably blanked.

2. In port, oily water separator and bilge overboard discharge valves to be

carefully closed and sealed off.

3. No oil transfer to be undertaken whilst vessel is in port without permission of

Chief engineer.

4. Pumping and piping diagrams of bilge, ballast and oil transfer procedures to

be displayed on board, contents of which all engineers shall be familiar with

and strictly adhered to during transfer operations.

3.2 TRAINING

The Chief Engineer has been designated as Spill Officer and in the absence, the

Assistant Engineer shall assume this responsibility whilst efforts are made to

contact Chief Engineer. The Chief Officer and deck hands shall form a stand-by

team and be ready to assist in an emergency incident as directed by Chief Engineer.

Each crew member shall be allotted a specific job so as to obtain rapid

response whenever necessary. The Spill Officer shall organize a shipboard

meeting every fortnight so as to instruct the crew and ensure that each

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Monthly, the spill clean-up equipment shall be inspected by the Chief Engineer to

ensure they are in good working condition.

3.3 CONTROL OF OIL SPILL

The following checklists shall provide the master with guidance on action to be

taken to mitigate or control a discharge of oil for a variety of situations, also

identifying person on board responsible so as to avoid confusion during emergency

incidents.

3.4 OPERATIONAL SPILLS

TYPE ACTION TO BE TAKENDESIGNATED

CREWMEMBER

PIPELEAKAGE

1. Stop flow of product. A/E/O / Oiler

2. Prevent escape of product overboard by ensuring

closing of valves. Scatter sawdust

over spill.

A/E/O

Able Seafarer

Deck

3. Spilled product to be shoveled up into empty drums

and same to be eventually incinerated.

Able Seafarer

Deck

4. Assess and repair source of leakage. Able Seafarer

Deck

5. Recommence operation at a reduced flow rate to

Ensure the leakage has been eliminated before

Increasing to normal flow rate.

C/E/O

TANK 1. Stop pumping/transfer operation. A/E/O / Oiler

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OVERFLOW 2. Since all individual bunker tanks overflow to

Overflow tank (803), which in turn is equipped

With a high level alarm before itself overflowing

On bridge deck, the only possible individual tank

overflow is via its sounding pipe, should the

weighted cock be locked in its open position.

Should a tank overflow, its sounding pipe

weighted

cock is to be closed, hence allowing the concerned

tank to overflow to tank 803

A/E/O / Oiler

3. Partly internally transfer product from overflowed

tank so as to reduce volume and hence tank

pressure to within safe limits.

A/E/O / Oiler

HULLLEAKAGE

(IDENTIFIED)

1. Assess nature of incident and alert crew. CEO

2. Inform local coast guard, port authority & ship’s

interest contact. MASTER

3. Monitor and mitigate spill with the aid of

equipment

available of board

CEO/CO

4. Internally transfer product from damaged to intact

tank. Request ship to ship transfer is above is not

possible

A/E/O / Oiler

MASTER

5. Change list and or trim if estimated helpful to

reduce

Spillage. Vessel’s stability and stress to be

considered

CO

TYPE ACTION TO BE TAKEN DESIGNATED CREW

MEMBER

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HULLLEAKAGE

(NON-

IDENTIFIED)

1. Careful observation of the location and

colour of

Product escaping, shall give an indication

of the

Type of product and approximate leaky

tank.

CEO

2. All tanks containing the suspected type

of

product to be sounded and compared with

previous soundings. The tank which has

abnormally reduced in level shall be the

identified tank.

A/E/O / Oiler

3. Once the tank has been identified, all

further

Steps are as above.

CEO

3.5 SPILLS RESULTING FROM CASUALTIES

GROUNDING

1. Assess Nature of Incident CEO/CO

a) Internal inspection of hull as seen from

machinery

spaces and cargo holds.

b) All bridge, ballast & petroleum product

tanks to

be sounded and soundings to be monitored so

as

to detect damaged tank/compartment

c) Main engine crankshaft deflections to be

taken

and assessed.

AEO / Oiler

d) Propulsion shafting and stern tube sealing

systems to be verified. CEO

e) Steering gear to be checked and tested

including

rudder angle indicator.

AEO / Oiler

f) Power generating sets to be checked and

tested. A/E/O / OilerR

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g) All navigational instruments to be checked

and

tested.

C/O

h) All safety equipment to be checked and

tested.

OOW

Navigational

i) All personnel and passengers to be

mustered and

counted.

MASTER

2. Inform Coast Guard, Port Authority &

Ship’s

Interest Contact giving full details of

incident.

Request towage/salvage if necessary.

MASTER

3. If estimated possible, try getting vessel of

ground MASTER

4. Transfer product from damaged to intact

tank or

Request ship to ship transfer.

A/E/O / Oiler

5. Monitor and mitigate slick with on board

means

Until arrival of coastal assistance

MASTER

CEO/CO

TYPE ACTION TO BE TAKEN DESIANATED

CREWMEMBER

FIRE/EXPLOSION

1. Identify cause and nature of incident. CEO/CO

2. Inform Coast Guard, Port Authority and

Ship’s

Interest Contact as well as local Fire Brigade

CEO/CO

3. Isolate tank/compartment by closing water

right/fire

doors and or other openings.

CO

4. Muster passengers and ensure their safety. MASTER

5. Attend to fire with fixed/portable means as

Appropriate, cool down adjacent bulkheads by

Hosing down with water spay.

CEO/CO

6. Internally transfer product if possible. CEOR I N

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7. Alter list/trim to suit convenience. Monitor

stress

And stability of vessel.

CO

8. Monitor and mitigate spill with on board

means. CEO/CO

COLLISION

1. Assess extent of damage and water right

integrity of

vessel.

CO/CEO

2. Ascertain damaged tank/compartment by

taking a

Complete set of soundings.

CEO/CO

3. Send a detailed report to Coast Guard, Port

Authority and Ship’s Interest Contact. MASTER

4. Internally transfer product/request for ship

to ship

Transfer.

CEO

5. Monitor vessel’s stability and stress. MASTER

6. Control and mitigate spill with onboard

means.

CEO/CO

HULLFAILURE

1. Investigate reasons of failure by checking

stability,

Stress as well as possibility of shift of cargo.

CO

2. Sound all tanks/compartments so as to

identify

Source of leakage

CEO/CO

3. Send detailed report to Coast Guard, Port

Authority

And ship’s Interest Contact.

MASTER

4. Internally transfer products so as to limit

amount of

Spillage.

A/E/O / Oiler

5. Identify crack/source of hull failure and

repair if

Possible.

CEO

6. Control and mitigate spill CEO/CO

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TYPE ACTION TO BE TAKENDESIGNATED

CREWMEMBER

EXCESSIVELIST

1. Determine cause of incident by:

a) Possible shift of cargo/ballast.

b) Bilging due to hole in hull.

c) Broken air pipe or vent.

CO

2. Report incident to local Coast Guard, Port

Authority

And Ship’s Interest Contact.

MASTER

3. Rectify cause of excessive listing and bring

vessel

Upright.

CEO/CO

4. Minimize seepage of product overboard. Able Seafarer

Deck

5. Clean up spilt product on deck. Able Seafarer

Deck

3.6 Wrecked/Stranded

3.6.1 If the ship runs aground:

� Sound the emergency alarm and initiate emergency response procedures

� Eliminate all avoidable sources of ignition and ban all smoking on board

� Consider whether to stop air intake to accommodation and non-essential air intake

to the engine room

� Carry out a visual inspection of the vessel to determine the severity of the situation

� Take soundings around the vessel to determine the nature and gradient of the

seabed

� Check difference in the tidal ranges at the grounding site

� Evaluate tidal current in the grounding area

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� Take soundings of all ballast and bunker tanks and check all other compartment

adjacent to the hull:

Ullage plugs should not be opened indiscriminately as loss of buoyancy could

result

� Compare present soundings against departure soundings

� Evaluate the probability of additional release of oil.

(Further information on the action to be taken when a ship is aground is contained in

the ICS/OCIMF publication “Peril at Sea and Salvage – A guide for Masters’)

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3.6.2 Having assessed the damage that the vessel has sustained, and taking into

account the effects of hull stress and stability, the master should decide whetheror not any action can be taken to avoid further spillage, such as:

� Transfer of bunkers internally. If the damage is limited, for example to one or two

tanks, consideration should be given to transfer of oil from damaged to intact tanks.

� Isolate bunker tanks to reduce further loss due to hydrostatic pressure during tidal

changes.

� Evaluate the possibility of transferring bunker to barges or other ships, and request

such assistance accordingly.

� Trimming or lightening the vessel sufficiently to avoid damage to intact tanks,

thereby avoiding additional pollution from oil spillage.

If the risk of additional damage to the vessel by attempting to refloat it by its own

means is assessed to be greater than by remaining aground until assistance has been

obtained, the master should try to prevent the vessel from moving from its present

position by:

� Using anchors

� Taking in ballast in empty tanks (if possible)

� Reducing longitudinal stress on the hull by transferring cargo internally.

� Attention should be given to hull stress and damage stability information,

referring to the classification society if necessary.

• Great care must be to consider stability and strength when taking actions to

mitigate spillage of oil or to free the ship if aground. Internal transfers should be

undertaken only with a full appreciation of the likely impact on the ship’s overall

longitudinal strength and stability. When the damage sustained is extensive, the

impact of internal transfers on stress and stability may be impossible for the ship to

access. Contact should be made with the relevant office/organizations that is

assigned to undertake the damage longitudinal strength assessments (see Appendix

8).

DISPOSAL OF ALL RECOVERED OIL AND CONTAMINATED CLEAN UP

MATERIALS SHOULD BE IN ACCORDANCE WITH MARPOL 73/78.R I N

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3.6.3 WRECKED/STRANDED – ACTION CHECKLIST

Action to be taken Crew member

1 Inform Coastal State Authorities Master


3 Activate clean-up procedures Master

4 Take photographs Master

5 Obtain names of shore personnel Master

6 Secure statements Master

7 In charge of pollution control Chief Officer

8 Ensure Clean-up team is suing appropriate

Protective clothing Chief Officer

9 Ensure that injured crew receives first aid Chief Officer

10 Stability Chief Officer

11 Sound around the vessel Chief Officer

12 Determine state of tides Chief Officer

13 Sound ballast tanks and holds Chief Officer

14 In charge of damage control and repairs Chief Engineer

15 In charge of ballast and oil transfer Chief Engineer

16 Remove Clean-Up material and Spilled Oil to shore Chief Engineer

17 Sound all oil tanks Chief Engineer

2

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3.7 Submerged/Foundered

3.7.1 If the ship is submerged or foundered:

� Sound the emergency alarm and initiate emergency response procedures

� Close watertight doors. Initiate appropriate action to minimize/stop ingress of

water.

� Arrange for bilge pumps and portable pumps to evacuate incoming water

� Reduce speed or stop to minimize stress on the hull

� Assess the immediate danger of sinking or capsize

� Carry out a visual inspection of the vessel to determine the severity of the

situation

� Take soundings around the vessel to determine the nature and gradient of the

submersion

3.7.2 Further measures

� Pollution may be caused when pumping water overboard. If oil has spilled,

inform the appropriate parties in accordance with section 2 of this Plan

� Establish cause of submersion

� Take soundings of all ballast and bunker tanks and check all other

compartments adjacent to the hull: ullage plugs should not be opened

indiscriminately as loss of buoyancy could result

� Compare present soundings against departure soundings

� Check difference in the tidal ranges. Consider the forecast weather conditions

and the effect they may have on the situation

� Establish reason for failure

� If possible, take corrective action to rectify the situation

NO CHEMICALS SHALL BE USED TO DISPERSE THE OIL UNLESSAGREED WITH LOCAL AUTHORITIESR

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MATERIALS SHOULD BE IN ACCORDANCE WITH MARPOL 73/78

3.7.3 SUBMERGED/FOUNDERED – ACTION CHECK LIST




3 Activate clean-up procedures Master

4 Take photographs Master





protective clothing Chief Officer

9 Ensure that injured crew receive first aid Chief Officer

10 Sound around the vessel Chief Officer

11 Determine state of tides Chief Officer

12 Sound ballast tanks and holds Chief Officer

13 In charge of damage control and repairs Chief Engineer

14 Remove Clean-Up material and Spilled Oil to Shore Chief Engineer

15 In charge of ballast of oil transfer Chief Engineer

16 Sound all oil tanks Chief Engineer

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3.8 Containment System Failure3.8.1 If Containment System Failure occurs: -

� Stop any containment operation in progress

� Sound the emergency alarm and muster the crew

� Establish reason for failure


� If oil has spilled, inform the appropriate parties in accordance with Section 2 of this

Plan

� If possible, take corrective action to rectify the situation

NO CHEMICALS SHALL BE USED TO DISPERSE THE OIL UNLESS AGREED

WITH LOCAL AUTHORITIES


MATERIALS SHOULD BE IN ACCORDANC EWITH MARPOL 73/78

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3.8.3 CONTAIMENT SYSTEM FAILURE - ACTION CHECK LIST


1 Inform Coastal State Authorities (if oil spill) Master

2 Inform contact list Master

3 Activate emergency response Master





protective clothing Chief Officer


9 In charge of repairs Chief Engineer



12 Sound all fuel and oil tanks Chief Engineer

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3.9 Hazardous Vapor Release3.9.1 If there is Release of Hazardous Vapor from on board:

� Sound the emergency alarm and muster the crew

� Eliminate all avoidable sources of ignition and ban all smoking on board

� Consider whether to stop air intake to accommodation and non-essential air

intake to the engine-room

� Determine whether there are casualties

� Determine the extent of the damage, and decide what damage control

measures can be taken

� Assess threat of toxic vapors affecting personnel and consider evacuation of

non-essential crew


� Request assistance as deemed necessary

� If oil has spilled, inform the appropriate parties in accordance with Section 2 of

this Plan

NO CHEMICALS SHALL BE USED TO DISPERSE THE OIL UNLESS AGREED

WITH LOCAL AUTHORITIES


MATERIALS SHOULD BE IN ACCORDANC EWITH MARPOL 73/78

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3.9.3 HAZARDOUS VAPOR RELEASE – ACTION CHECK LIST


1 Inform Coastal State Authorities (if oil spill) Master

2 Inform contact list Master

3 Activate emergency response Master





Protective clothing Chief Officer

8 Be vigilant as to the release of fumes and assess Chief Officer

asphyxiation risks on crew


10 In charge of repairs Chief Engineer



13 Sound all fuel and oil tanks Chief Engineer

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3.10 ADDITIONAL GUIDANCE

In addition to the checklist, hereunder are further guidance concerning priority

actions, stability and stress considerations and lightening.

3.11 PRIORITY ACTIONS

1. Ensure safety of personnel/passengers and the ship.

2. Prevent fire and explosion by altering course and shutting off non-essential

air intakes.

3. Prevent flammable vapors entering accommodation and engine room spaces.

4. Obtain detailed information on the damage.

5. Visually inspect and sound all cargo and bunker tanks as well as other

compartments.

6. Prevent or minimize further spillage.

7. Transfer oil internally from damaged to intact tanks.

3.12 STABILITY AND STRESS CONSIDERATIONS

1. Internal oil transfers involve consideration of impact on overall ship’s stress

and stability.

2. If excessive internal transfer is anticipated, contact the owners so that

information concerning damaged stability and damage longitudinal strength

assessments may be made.by the Technical Advisor.

3. For this ship, the Technical organization in charge for the damage stability and longitudinal strength assessment is DDS Maritime Ltd.

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SECTION 4

4 LIGHTENING

4.1 Condition and Requirements

a) Notify local authorities

b) Ensure compatibility of vessels involved.

c) Select sheltered area, particularly from sea and swell.

4.2 Safety

a) Consult chronological check lists in SS transfer guide booklet.

b) Smoking and use of naked light should be strictly prohibited.

c) Faulty electrical circuits to be traced and isolated to avoid risk of arcing.

d) Boiler and diesel engines exhausts to be monitored so as to avoid risk of

glowing particles of carbon falling on deck during transfer.

4.3 Communication

a) Common language to be agreed and satisfactory communication to be

established.

b) Approach to be attempted only after communication has been tested VHF

channel 16.

c) Essential personnel involved in STS transfer shall have reliable intrinsically

safe

d) portable hand-held transceivers.

4.4 Maneuvering and Mooring

a) Primary fenders to be positioned on the maneuvering vessel at each end of

the parallel body and secondary fenders to be positioned fore and aft of the

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4.5 Preparation

a) Determine size and class of manifold flanges.

b) Anticipated maximum length of hose.

c) The relative free-boar

4.6 Transfer of Bunker

a) Determine flow rate.

b) Begin at a low rate so as to enable the receiving ship to check correct line-up

of loading system.

c) Any spillage trapped between the two ships should be covered by a layer of

foam to reduce the risk of ignition from incentive sparks caused by metal to

metal contact.

d) During hose disconnection, ensure that small quantities of oil which remain

in the hose is collected in the drip-trays under the manifold.

e) Manifolds to be securely blanked.

f) Inform authorities of completion of transfer operations and anticipated time

of unmooring.

If the ship has sustained extensive structural damage, it may be necessary to

transfer all or part of the cargo/ bunker to another ship; however, this

section refers to bunker transfer procedures only. In Ship-to-Ship-transfer

operations involving a specialized service ship, the Master of that ship will

normally be in overall charge.

In the case of non-specialized ships the Master or other person in overall

charge of the Operation should be mutually agreed and clearly established

by the Masters concerned prior to the start of operations.

The actual bunker transfer should be carried out in accordance with the

requirements of the receiving ship.

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4.7 Mitigating Activities

Whenever the vessel is in a situation, due to an accident, where there is the

potential for oil spillage to occur, the Master, Officers and crew must be

acutely aware of any mitigating activities they may take, which may adversely

affect the situation, and could create further possible pollution or a worst case

scenario.

The Master shall care for the following issues:-

1) Assessment of the situation and monitoring of all activities as documented

evidence

2) Care for further protection of the personnel, use of protection gear, assessment of

further risk for health and safety.

3) Containment of the spilled material by absorption and safe disposal within leak

proof containers of all used material on board until proper delivery ashore. With

due consideration to possible fire risk.

4) Decontamination of personnel after finishing the cleanup process.

5) Isolation Procedures

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SECTION 5

General Responsibilities of the Master and designated Officers /Crew Members

General Responsibilities

The following crew members are in charge in the event of an oil spill-actual or probable -

to bring the accident under control, limit outflows, organize onboard clean-up procedures

and determine the additional manpower needed. Arrangements shall be made that in case

of sudden unavailability of superior ranks other available ranks are prepared to take over.

Ranking Duties

Master Overall in charge of operation on board dealing with an oil spill;

responsible for all steps to be taken especially for the two main

categories – reporting and action. Keeps log off all events and

progress of actions.

MASTER

CHIEF OFFICER CHIEF ENGINEER

OFFICER ON DUTY ENGINEER ON DUTY

ALL OFF-DUTY

PERSONEL (AS NEEDED)

ABLE SEAFRARERSDECK

ABLE SEAFRARERSENGINE

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Chief Officer In charge of deck operation; should keep the Master informed and

updated on the situation and the results from action taken to stop or

minimize an oil outflow.

Chief Engineer In charge of bunker operation;

Should keep the Master informed and updated on the situation and the

results from action taken to limit oil outflow.

Deck Duty Officer Tank overflow (bunkering):-

Alert and inform Chief Officer/Chief Engineer on situation; Mobilize

off duty crew as necessary

Duty Engineer Assist Chief Engineer; Prepare for the fire fighting; ensure sufficient

power and water to deck; organize on board clean-up equipment.

Duty Rating(s) If an oil leakage is detected alert immediately by all possible

means; Inform Officers(s) on Duty immediately; Position sorbent material/clean-up

material to prevent any escaped oil from reaching the railing; Commence clean-up

by using, as far as available on board, the clean up equipment.

SECTION 6: 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 owner’s

representatives in the state/ port of question to receive the relevant information.

Prior to undertaking mitigation actions – especially 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 action.

The Master should co-ordinate all his activities with the Coastal State.

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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 3and Section 4 of this Plan.

SECTION 7 NON-MANDATORY INFORMATION (VOLUNTARY PART)

In addition to the mandatory provisions required by Reg. 37, Annex I, MARPOL 73/ 78

which are mentioned in Sections 1 to 5 of this Plan, local requirements, insurance

company or owner/ operator policies etc. may dictate the provisions of additional

guidance.

Such additional information material, including diagrams and/ or drawings, reference

material etc., 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 individual ship.

Therefore, for example the following additional information material may be attached to the individual Plan

at the owner s/ operator s discretion and documented in the form that the Master/ company/ operator

considers most effective.

• Diagrams and additional ship s plans (e.g. midship section plan, lines plan/ tables of offsets,

tank tables, load line assignment, light ship characteristics, etc.)

• Availability of response equipment (onboard spill equipment) and its location

• 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)

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• Procedures for Plan review.

All this information may be appended to the Plan if appropriate for the individual ship

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APPENDIX 1LIST OF CONTACT

(I) LIST OF COASTAL CONTACT

COASTAL

STATECONTACT

Fort William

Port Louis

Mauritius

Tel:(230) 208-8317

(230) 212-2747/57

Fax:(230) 212-2770

TLx: 4880 IW Res

Gendarmerie

Maritime

Le Port

Ile de la Reunion Tel: (262) 420047

SHIP’SINTERESTCONTACT

Oceanis

Bunkering Ltd

C/O Taylor Smith

House

Old Quay D Road

Port Louis

Mauritius

Tel: (230) 2063333

Fax :(230) 2402884

DDS Maritime

Ltd.

(Mr. D. Albert)

AEL DDS LTS

34-35 Tamariniers st

Roche Bois

Tel Off: (230) 2402881/2

Fax: (230) 2420286

Res: 57599981

Mr. Soodesh

Shilichurn

AEL DDS LTD

34-35 Tamariniers st

Roche Bois

Tel: (230) 2402881

Fax : (230) 2420286

PORT

CONTACT

Port Louis

Habour Radio

Port Louis

Mauritius

VHF CH 16

R/T 2182 KHZ

Port Master Quay D Tel Off: 240-0871/2

Telex: 4238 Mauport IW

Fax: (230) 2405496

(230) 2400856

Radio St Denis St Denis

Reunion

VHF CH 16 24.26

MF W/T: 500KHZ

Capitainerie

(La Reunion)

Mr Mansire

Mr Vinet

Mr Mathieu

Mr Planque

Tel: (262) 420912

Fax: (262) 430552

Tlx: 916249

(i)

(ii)

(iii)

Owner

Operator / T.A.

*

* Contain information on frequently visited ports.

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PORT-LOUIS : PORT MASTER

Tel : (230) 216 2919/240 0871

Fax : (230) 216 3253/242 8314


ASSISTANT PORT MASTER (OPERATIONS)

Tel : (230) 240 0871

Fax : (230) 216 3253/242 8314


ASSISTANT PORT MASTER (ADM. & SAFETY)

Tel : (230) 240 0871

Fax : (230) 216 3253/242 8314


PILOT OFFICE

Tel : (230) 242 0458/240 0871

Fax : (230) 216 3253

VHF : Ch. 12


PORT-LOUIS HARBOUR RADIO

Tel : (230) 216 9074/81

Fax : (230) 216 9078

VHF : Ch. 12, 14 & 16


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Port Facility Security Officer (PFSO)

Tel : (230) 216 2790/240 0871

Fax : (230) 242 8314

Port Emergency & Environment Unit Tel : (230) 240 3741/217 0448

Fax : (230) 206 5465

VHF : Ch. 6

CHCL AMBULANCE Tel : (230) 242 4056/718 7107

Fax : (230) 242 4056

NATIONAL COAST GUARD HEAD QUARTERS FORT WILLIAM Tel : (230) 208 8317/212 2747

Fax : (230) 212 2770

Tlx : (966) 4880 IW

VHF : Ch. 16, 18, 74

HF : 8100 KHz, 6700 KHz (DAY)

4250 KHz (NIGHT)

INMARSAT C : 464 590210


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Appendix II

BEFORE BUNKERING

Check that:-

The operation has been pre-planned and written down. All persons to take part in this

operation have been briefed and copies of the plan be given them in order that strict,

adherence to the procedure, as laid down, achieved.

Effective communication system with shore staff or barge crew is established. An

alternative system is established, in case of failure of the main one.

The displaced atmosphere can escape freely form the air vent pipes.

The amount of oil to be received can be safely accommodated in the available tank spaces.

All sea and overboard valves connected to the bunker system are closed.

Bunker system valves and connections not in use, are closed and blank flagged.

All deck scuppers are effectively sealed (e.g. plugged and cemented)

Oil booms, if carried, are ready for quick launching

Drip trays are in position below connections and air vents

Hoses are in good condition, properly connected and supported

Dry absorbent materials (sand, sawdust, etc.) are readily available.

The piping system is lined up correctly.

The valves to the tanks designated to receive first the incoming, bunkers are opened.

AFTER CHECKING ALL THE ABOVE YOU MAY NOTIFY THE

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DURING BUNKERING

Check that:-

Bunker hoses and connections are not leaking

Pressure is relieved on tanks being topped up, either by slowing down the rate of the

incoming bunkers or by controlled opening up to the next tank(s) to be loaded.

Loaded tanks are closed and finishing ullage is maintained, whilst other tanks are being

loaded.

Closing down against the incoming bunkers is absolutely avoided, unless permission is

given by the facility/barge staff.

Ample warnings are given to the terminal/barge during the final stages of bunkering and

before the final notification for the interruption of the flow.

Ample ullage space is left in the last tank loaded, to allow for draining of the hoses and

for relief of the air locks in the system.

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ON COMPLETION OF BUNKERING

Check that :-

Hoses are drained before disconnecting

Bunker system valves are closed

Hoses are blank flanged or otherwise sealed before being removed.

Bunker system connections are blank flanged as soon as hoses are disconnected

Fuel line and tank filling valves are securely closed.

Fuel sounding of all fuel oil tanks has been taken. Ample space for expansion left.

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APPENDIX III

SUMMARY FLOWCHART

This flow chart is merely an outline of the courses of action to follow in responding to Oil

Pollution incidents and must be used in conjunction with the PLAN.

DISCHARGE OF OIL

Probable Actual

ASSESS NATURE OF INCIDENT

REPORT

WHEN – All probable & actual spills.

HOW - Morse, Radio Tele& VHF

WHO - Local Coast Guard

Port Contact

Ships Agent & Marine Super.

WHAT -Characteristics & Qualities of Spills

Movement of slick

Weather & Sea conditions

Action being taken

Assistance if required

Salvage

Ship to Ship transfer

Equipment & Chemicals

required.

-Alert Crew

-Identify spill source

- Assess spill

Navigational Measures-Alter course

-Change trim and or list

-Anchor vessel

-Weather forecasting

-Slick monitoring

-Record events

-Initiate Towage

Seamanship Measures

-Assess Safety

-Internal transfer operation

-Mitigate spill with onboard equipment

-Respond to leak sealing and fire fighting

-Ship to ship transfer

Advise on priority counter /

Preventive measures

INITIAL EXTERNAL RESPONSE

-Local Assistance

-External Cleanup Resources

-Marine Environmental Ltd

ACTION TO CONTROL DISCHARGE

(at sea)

(in port)

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APPENDIX IV

INITIAL NOTIFICATIONThe following format provides an example as to how Initial Notificationinformation shall be presented:

A MV „X„, Call Sign D..., German Flag

B 01 12 36

C 2528N 05740E

E 179

F 186

L Bound Singapore from Muscat

M Bahrain Radio 500 KHz, VHF 16, INMARSAT No. 888 888

N As required

P 650 TEU/ NO IMDG CARGO/ BUNKERS 580 IFO/ 75 MDO

Q Collision with cargo ship ..., HFO-Service tank starboardbreached, no fire and all essential

shipboard systems operational

R Quantity of fuel oil lost from breached tank about 10 tons; tanknow empty

Slick moving SE away from land and out of Gulf of Oman

S Weather fine, wind NNW, 3 Bft, sea state slight to moderate, noswell

T Owner Blue Horizon Co., Vorsetzen 12, 20459 Hamburg, Tel.+40 123 45, Telex 876 54

Fax +40 876 543

U Length 169 m, breadth 25 m, tonnage 23.000 tdw, type containership

X No personnel injuries sustained; no clean-up operations possiblefrom ship; Shipsafe P and I Club advised; local correspondent is Miller onTel. Dubai 54 444. Proceeding to Dubai for survey/ repairs.

MASTER R

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APPENDIX V


SAMPLE FORMAT FOR INITIAL NOTIFICATION

A (SHIPS NAME; CALL SIGN; FALG)

B(DATE AND TIME OF EVENT; UTC)

D D H H M M

C(POSITION; LAT;LONG) OR D (BEARING

DISTANCE FROM LANDMARK)

d d m m d d

d N miles

d d d m m

E (COURSE)

D D D KN KN 1/10

L (INTENDED TRACK)

M(RADIO STATION(S) GUARDED)

N (RADIO AND TIME OF NEXT REPORT; UTC)

D D H H M M

P (TYPE AND QUANTITY OF CARGO/BUNKER ON BOARD)

Q (BRIEF DETAILS OF DEFECTS / DEFFICIENCY/DAMAGE)

N S

E W

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R (BRIEF DETAILS OF POLLUTION; INCLUDING ESTIMATE OF QUANTITY

LOST)

S (CONTACT DETAILS OF WEATHER AND SEAN CONDITIONS

DIRECTION

WIND

SPEED (BEAUFORT) DIRECTION

(M)

SWELL

HEIGHT

T (CONNTACT DETAILS OF WEATHER AND SEA CONDITION)

U (SHIP SIZE AND TYPE

X (ADDITIONSL INFORMATION

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APPENDIX VI - SHIP´S PLANS AND DRAWINGS

1 . General Arrangement Plan

2. Tank Plan

3. Fuel Oil Piping Diagram

To be attached

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APPENDIX VII - COASTAL STATE CONTACTS (FOCAL

POINTS)

Note to Plan writers:

The current edition of the “List of the National Operational Contact Points“ issued by IMO has to be added

in this Appendix. The present version can be downloaded and printed from the Internet under following

address:

http://www.imo.org >>> National Contacts >>> MEPC.6/Circ. xx

The most current edition of the circular is attached to the plan.

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flag : mauritius issued date : 01.08.2018 issue no: 02...

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