Chapter VI SHIPBOARD Of POLLUFION EMERGENCY PLAN (SOPEP) Marpol 73/78 Annex 1 Regulation 26 states "Every ship of 400 tons gross tonnage and above and every oil tanker of 150 tons gross fonnage and above shall carry on board a Shipboard Oil Pollution Emergency Plan approved by the Administration.” The purpose of the plan is to provide guidance to the Master and officers on the steps to be taken in the event of a pollution incident or in the likelihood of one. The plan must be developed in accordance with guidelines issued by IMO and written in the working language of the Master and officers. It must contain at least the following:- a) The procedure to be followed by the Master or other person in charge of the ship to report an oil pollution incident b) The list of authorities or persons to be contacted in the event of an oil pollution incident ©) A detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of oil following an incident d) The procedure and point of contact on the ship for coordinating shipboard action with national and local authorities in combating the pollution For easy reference, the following plans rust be included in SOPEP. ¥ Principal particulars of the vessel Y General Arrangement Plan 178Y Capacity Plan ¥ Midships Section Y Shell Expansion Plan v Pumping Arrangement Itis recommended that the SOPEP be kept in the Master's Office and for it t0 be effective, it is important that all officers familiarise themselves with the contents of the plan and practise drills and exercises in order to reduce errors ant oversights and to save time and thus mitigate the effects of an oil spill due to any emergency, A. Reporting Procedures The following flow chart shows the occasions for reporting and the type of reports to be sent, Has there been an accident or ‘@ hazardous occurrence? Yes No Has there been an actual spill? No report required Yes 1S an ol spill ikely? A report is required JIs the vessel in port? No | ‘Send initial report to the port [Send initial report to the nearest coastal ‘authority by the agreed means Istate authority by the quickest means = + “Sond copies of initial report to owner, charterer, manager, P & I club and Ql" (when in US waters) “Send additional report to EV Ship Management Co. Ltd. (es managers) port and send to all parties Prepare supplementary rej —_— Qualified individualInitial Report format AA BB cc Name of Ship, Flag and Call Sign Date and time(GMT) of incident (ddhhmm) Ship's position in Latitude or Longitude Latitude in 4 digits suftixed with N or $ and longitude in 5 digits suffixed with E or W. eg. 2438N 13505W for ‘Latitude 24°38 North Longitude 135°05'West EE! FFY Lu MM NN OR Ship's position by tre bearing and distance from a clearly identified landmark. True bearing in 3-digits and distance in nautical miles e.g. 254° and 22.5 miles from Prong's Reef Lighthouse Truc Course as a 3-digit group Speed as a 3-digit group in knots and tenths of a knot Route information - full details of intended track Full details of Coast Radio Stations or Radio Frequencies or Coast Earth Stations guarded Time of next report in six digits - ddhhmm ' these groups to only be sent if at sea. 181PP QQ RR ss UU XX ‘Type and quantity of cargo and bunkers on boatd - to include Technical name, UN number, IMDG Class, Manufacturer or Consignor, Consignee, Type of packaging (container, bulk, vehicle, tanks, ete), quantity and likely condition Brief details of defects, deficiencies, damage or other limitations. This must include the ability (or inability) to wansfer cargo, ballast or bunkers, if required. Brief details of actual pollution. This should include the type, technical name (including UN number and IMDG class), quantity of oil discharged, possible cause of discharge and, if possible, size of the slick and estimated direction of the drift. Brief details of weather and sea condition. This should include wind ditection, speed, direction and height of swell and any tidal information that is available. Name, address and contact details of owner, operator or their agent. Details of length, breadth, draft, tonnage and type of ship. Additional information. This can include the following Brief details of the incident Names of other vessel(s) incident Action taken to minimise the discharge of oil. Additional outside assistance requested and/or provided. If no outside assistance is needed this should be clearly stated, Number of crew and details of any injuries. Details of P & I club and local representatives. Any other relevant information. vvYyY vv 182Each company may request additional information from the ship which could include = Additional details of damage to own ship and equipment => Whether damage is stil] being sustained = Assessment of fire risk and precautions being taken => Disposition of cargo on board cargo or bunkers) and amount on board or overboard => Time assistance Tequested, time assistance arrived or expected to arrive (all in GMT). Also type of assistance requested, = Name of salvor, if any, and type of equipment = Whether further assistance is likely to be required => Priority requirements of Spare parts or other materials => Details of all outside Parties notified and who are aware. of the incident => Any other relevant information Uf the vessel is unable to calculate damage stability on board all relevant information is to be sent to the managers so don the necessary stability calculations can be made as soon as possible, Supplementary Report This report is to be sent as soon as possible after the Initial Report to the State or Local Port Authority and copied to other parties such as Owners, managers, charterers, P & I club, USCG, QI, etc. It must include the following : ~ Changes in the ship's condition including drafts before and after the incident ¥ Changes in the rate of release and spread of oil Y Changes in weather conditionsY Details of clean-up activities, salvage operations, etc in progress Y Details of authorities, owners, managers, charterers, agencies, etc. notified Y Details of cargo and bunker dispositions, including details of tanks inerted Y Details of any harmful substances including technical name,.UN numner, IMDG class, manufacturer and type of packaging Y Any other relevant information The local P & I representative should arrange for a local surveyor to assist in ascertaining the extent, source and cause of the spillage and monitor the clean-up, salvage or repair operations. In US waters this will be arranged by the QI. B. List of persons/authorities to be contacted The SOPEP must contain a complete list of all agencies or administration officials responsible for receiving and processing reports on incidents involving harmful substances. Some are reproduced below:- ; AUSTRALIA 4 Spill Notification Points Maritime Rescue Co-ordination Tel : +61-6-2475244 (24 Hrs) Centre (MRCC) Fax : +61-6-2572036 Canberra Tix : 62349 MRCCAUS AA Competent National Authority Marine Environment Protection Unit Australian Maritime Safety Authority (AMSA) t Benjamin Offices Tel: +61-6-2795985 Corner College St. and Benjamin Way (office hours) P.O.Box 1108 Belconnen, Canberra, ACT 2616 Fax : +61-6-2795076COMPANY CONTACT DETAILS Owner 7 MARINEZ ENTERPRISES Manager EV SHIP MANAGEMENT CO. LTD. Telephone | 91 22.446 5470 Facsimile : 91 22.446 2742 Telex : 3348 MAR IN See Operations Manual for detailed list of names and contact details QUALIFIED INDIVIDUAL (Ql) CONTACT DETAILS Qualified individual; O'BRIEN'S OI. POLLUTION SERVICES, INC. (OOPS) 505 WEYER STREET GRETNA, LOUISIANA 70053. . UNITED STATES OF AMERICA ‘Telephone 7 1504 368 9845 Facsimile : 1504 368 0630 Telex : 49617361 oops ui Primary contact t JAMES L O'BRIEN. Alternatives, 7 © GARY REITER / JAMES TANNER a P&ICLUB . Name : JAPAN P & [CLUB 2-15-14 NIHONBASHI NINGYOCHO, CHOUH-KU, TOKYO, JAPAN Telephone 2 81 3 3662 7211 Facsimile t 813 3662 7225 Telex : 2225196 SHIPPI I For local contact numbers refer to onboard list of correspondents HULL & MACHINERY UNDERWRITERS ‘Name :THE SUMITOMO MARINE & FIRE INSURANCE CO. LTD., 3-18 IMPABASHI 4 CHOME. CHUO-KU, OSAKA 541, JAPAN Telephone ‘| 81 6 208 6571 Facsimile : 8162202808 For local contact numbers refer to onboard list of correspondents 186'C. Detailed action to he taken In any incident, safety of life is of prime concern and any action taken by the Master or anyone else should not jeopardise the safety of personnel aboard or ashore. All measures should be aimed at ‘minimising the outflow of oil. Oil segregation, oil quality or other commercial concerns should be given secondary importance when planning and executing measures to prevent or minimise oil OOPS) Operational spills are those which occur during cargo, bunkering or oil - transfer operations, normally in port, at an anchorage or mooring. Immediate action eed > Initiate Emergency Shut Down. Stop all oil transfer operations, close all valves and inform the terminal-in-charge of your actions. > Sound the Emergency Alarm, inform the Master and initiate the Emergency Response Procedures. > Inform the Port or Local State authority. ” Follow-up Action > Identify the source of the spil/leak and initiate measures to stop or minimise the outflow > Drain or transfer the oil from the affected area of the pipeline into empty or slack tanks, taking into account stress and stability of the vessel at all times > The possibility of leakage from sea valves should not be discounted. Pressure on these valves should be relieved, if possible, by draining the lines into a suitable tank on board, if available, or ashore. CO. LTD., 187If there is a possibility of release of flammable vapour or its entry into the accommodation, engine room or cargo holds, ventilation to these areas must be shut off. Clean-up operations must be started using the equipment available on board. All spilled oil that is collected must be carefully stored on board till it can safely be disposed off. Chemicals and dispersants must not be used if there is a possibility of them going into the water unless prior permission has been obtained from the port authority. > Before resuming normal operations, permission may have to be obtained from the port authority or terminal manager. General procedures for Spills resulting from Accidents These occasions may result in catastropic spills together with other dangers. In such situations, the crew may not always be ready or able to handle the situation and there is likely to be some initial confusion. Tn every case the vessel's emergency organisation is to be activated immediately. While every effort is to be made to guide the Master on the actions he should take in various emergencies, the following guidelines should help him take charge of the situation and make proper decisions as warranted by the circumstances of the case. COLLECT |: Gather all reports regarding injuries, soundings, damage, etc ANALYSE. : Assess the extent of injuries and damage EVALUATE : Decide on the best way to handle the situation taking into account other options if any and the likely effects PRIORITISE : Assign duties based on importance and urgency EXECUTE : Cary out damage and spill control duties . REPORT : Request for assistance and send initial, additional and” supplementary reports as required 188or its entry ventilation to ont available on board till a postibility on has been have to be at with other ready or able ial confusion. be activated he Master on he following on and make case, s, soundings, tuation taking ikely effects yency additional and FOLLOW-UP : Update your information and re-assess, re-evaluate and re-assign personnel depending on new priorities Clean-up Response The main role of the vessel's personnel is to Prevent further spillage Contain the spill using whatever clean-up material and equipment are available on board ¢ Provide information necessary to assist the shore response and co- operate fully with shore personnel The Oil Pollution Prevention Team should direct their efforts towards preventing the oil from escaping overside. Once the oil is on the water there is very little that ship's personnel can do, A clean-up of the oil on deck must be carried out. Spilled oil must never be washed overboard. LIST OF OIL SPILL GEAR Absorbent roll Absorbent pads Absorbent granules Absorbent materials (sawdust, etc.) Brooms, Shovels, Mops, Scoops Oil Spill Dispersant ; Empty receptacles (200 or 20 lit drums) Portable air-driven pumps Oil boom (on specific vessels only for deployment on board to contain the oil in specific areas or in the water around the vessel) This gear must be stowed in an easily accessible locker, clearly marked, and is to be brought on deck ready for immediate use, prior to all oil transfer operations. 189Record keeping As with any accident that will involve liability, compensation and reimbursement issues, it is essential that the vessel's personne! maintain a detailed and comprehensive log of the events and communications with various parties as they take place. Events and information to be recorded must include : Date, time and place (position) of the incident * Nature of accident - collision, grounding, hose burst, fire/explosion, etc Damage sustained Casualties sustained (dead, injured and status of each) Assistance requested and provided Actions initiated on board to bring the situation under control Persons and parties to whom reports of the incident have been sent Wind, sea and current information - at regular intervals Spread of oil - direction and distance as well as approximate size of slick and its direction and rate of movement Action initiated by shore authorities including number of personnel engaged in the clean-up operation and type and quantity of material used, if known In port, a brief description of the areas contaminated with oil as well as craft or other facilities affected Written data should be supported by photographs whenever possible, “J unless use of a camera contravenes local or port regulations. Sampling Procedures It will be useful to collect samples of the different types of oil on board as well as that spilled, especially if all pollution is not from the ship. If the ship is not responsible for a particular spill, photographs of the deck and hull may help to verify this. Similarly if another ship is observed 190within an oil slick or spilling oil, photographs must be taken and the spill is to be reported to the proper authorities. pensation. anc Samples are likely to be required as evidence in legal proceedings and hence their authenticity must be established. ‘They have therefore to be witnessed and properly sealed and labelled. As pollution control authorities will require their own samples, it will be appropriate for sampling to be carried out jointly, with the samples being divided __ between the two parties and authenticated at the same time. jre/explosion, 4 control ve been sent ximate size of + of personnel ty of material | ‘ith oil as well ever possible, 1s, foil on board mithe ship. If bs of the deck p is observed Fig.: Hull failure and flooding due to Collision 191ACTION FLOW CHART OIL SPILL / DISCHARGE Has any oll been spilled overboard? i YES Type of Incident Fr NO Enter in the Oil Record Book No further action required OPERATIONAL Overtiow Leakage Hose or pipe burst Equipment aifunetion ACTION IN ALL CASES Alert the Oil Pollution Prevention Team entity the source of the oil leakage Assess the situation and assign priorities Coast Guard eat _on board action to mi EV Ship Management Co. Ltd. Local P & I representative ‘STEPS TO MiNiMISE POLLUTION Local Agent lavigatic Qualified Ineividual (in US waters) Alter course / reduce speed WHAT Effect a change of ist or trim Initial Report Anchor or make for a port of refuge ‘Additional Report Etfect of weather, current and tide ‘Supplementary Report Movement of oi! sick Any additional information Propuision and manoeuvrability Requests for towage, salvage, etc., Towage and salvage options. Any other assistance required Visual inspection of ship ‘Soundings of tanks / hold bilges Depth soundings around the ship Damage stabil calculations ACCIDENTAL, Collision Grounding Fire/Explosion Capsizing Hull faiture NOTIFICATION By Master together with OOW WHEN In case of actual or probable spi How By the quickest means - Telephone, VHF, via Coast Radio Station or Ship Reporting System fin one, Inmarsat, otc, WHOM Nearest Coast State / Port Authority CONSIDERATIONS FOR EXTERNAL RESPONSE Casualties on board Minimisation of environmental pollution Extent of damage to ship Clean-up, containment, dispersant material Transfer of oi internally or ashore Seal damaged tanks hermetically Fire fighting measures ‘and equipment on board and that required given size of spil/damage/extent of damage, Assistance / Monitoring of the situation6 >< seamosar uoddns dn-ueayo apisaroys axetIps003 “TT waprout Jo maya £aasng “OT jpouROU Aygorpne qwersjer pue ueduio posmbar aventuy saunpaoord ued asuodsox KouaSroma qwowrajdury, 4 fos Joc foe [PS] aurUFEWwod Ayt3eq pu yeaous pds [Yo aVeHTUT ‘uy paroogge ures * is fs fre fod Jot maid s,[98804 DOTY bo Aves soysuen ANON “p oe foe foe [oe [oe uy poyoayye aveIOs]_“E poB8nqdjamoos are sxoddnos AHA “Z ‘oy r9npord/urduind dog “1 IB foe Joe [oe Joe Joe foe se [oe fo fo fo foe fe NOLLOV. ‘ACCIDENTAL Collision Grounding Fire/Explosion Capsizing Hull fature ‘evention Team eoilleakage 5 8 SES assign priorities tigate ol sill WISE POLLUTION to a port of refuge surrent and tide 2k noeuvrability istor trim 3e options, ‘speed round the ship alculations ‘ks hermetically ures mally or ashore A ship 3 /hold bilgesuonoe eAnoexo9 sufUO}OG * €1 ‘Aenseo Jo asneo ureweosy “ a seomosar yoddns dn-weajo aptsa1oys ayeup1009 ° UN awepfout jo waive Aaamng * on woneayjnow Ayporpne qweaayar_pue Kueduioy pannbos oy uy sempoooid uvjd asuodser AouaBreurs wawarduy os [ot oe [oe |oe foe [oe yuoo Ayan pur Jeaouror ids [lo swe suduind 4q 30 sopsuen Ayavsd Aq [oaat Hue) paroayye sonpoy * OID $9889, OLY Eg Aygtoey s2ysuen ANON > | xs [os SeATEA UONPIOS! 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P & I Club Representative H & M Representativex Eee In the early hours of 24 March 1989, a three-year old VLCC, Exxon Valdez, went aground on Bligh Reef, in the pristine waters of Prince William Sound, Alaska. The resulting oil spill was the largest in “American history and it lead to an unprecedented public outcry at the environmental damage caused, The third officer was on watch at that time and doubts were raised regarding his competence as well as the sobriety of the master, Capt. Joe Hazelwood. It was known that he had been drinking ashore with certain members of the ship's crew before the vessel sailed on that particular voyage and was alleged 10 have had a drinking problem including a drink-drive conviction some years ear The competence of the officer on watch and the master's responsibility was questioned because the officer was not sure of the ship's position having just seen on the starboard side, a buoy, which should have been left on the port side. The officer assumed the buoy was out of position, and before the vessel’s position could be ascertained, she was aground, asa result of a strong set to port. Public opinion forced American legislators to bring into force within a record time of a year and a half, stringent legislation to combat further such incidents of pollution within its exclusive economic zone. Certain aspecis of the Oil Pollution Act 1990 were viewed with surprise and disbelief by the shipping industry. However, as USA is an important trading nation particularly with regard to tanker shipping, all Participants wishing 10 trade with USA must comply with its laws. The 205