SOPEP Tanker

선상기름오염비상계획서

SHIPBOARD OIL POLLUTION EMERGENCY PLAN

선 명

NAME OF SHIP:

호 출 부 호

DISTINCTIVE LETTER :

IMO 번호

IMO NUMBER:

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History Card

VER. NO. DATE HISTORY

0 20 . . . INITIAL

Contents

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INTRODUCTION

CHAPTER 1. Organization

CHAPTER 2. Reporting

2.1 When to report

2.2 How to report

2.3 Whom to contact

2.4 What to report

CHAPTER 3. Response(General)

3.1 Prevention of operational spill

3.2 Measure to be taken in the event of operational spill

CHAPTER 4. Measures to be taken in the event of a casualty

4.1 The Captain's priority actions

4.2 Response to oil spill

4.3 Response to fire/explosion

4.4 Response to collision

4.5 Response to grounding/stranded

4.6 Response to hull/containment system failure

4.7 Response to excessive list

4.8 Response to submerged/foundered/wrecked

4.9 Response to hazard vapour release

CHAPTER 5. Further response

5.1 Mitigating activities

5.2 Damage stability and stress considerations

5.3 Emergency ship to ship transfers of cargo and fuel oil

CHAPTER 6 National and local co-ordination

6.1 National and local co-ordination

CHAPTER 7. Additional information(non-mandatory)

7.1 Training and review of plan

7.2 Record keeping and sampling

7.3 Public Affairs

Contents

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APPENDIX

Appendix 1. Ship's particular

Appendix 2. Notification system chart

Appendix 3 Duties and position of crew for response to casualty

Appendix 4. List of contacts of coastal state

Appendix 5. List of contacts of other persons

Appendix 6. Safety assessment and precaution

Appendix 7. Prediction of slick movement

Appendix 8. Handling of Shipboard Oil Response Equipment

Appendix 9. Check list for response to casualty

Appendix 10. Relevant drawings

Preamble

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This 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 thereto.

The purpose of the Plan is to provide guidance to the captain and officers on board the ship

with respect to the steps to be taken when an oil pollution incident has occurred or is likely to

occur.

The Plan contains all information and operational instructions required by Regulations. The

appendices contain names, telephone, telex numbers, etc. of all contacts referenced in the Plan,

as well as other reference material.

Except as provided below paragraph, no alteration or revision shall be made to any part of it

without the prior approval of the Administration.

Changes to Chapter 7 and the appendices will not be required to be approved by the

administration. The appendices should be maintained up to date by the owners, operators and

managers.

This plan is prepared both in Korean and English, but the Korean version has priority if there

is a conflict between them.

The Plan is available to assist 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 and

to mitigate its effects. Effective planning ensures that the necessary actions are taken in a

structured, logical, safe and timely manner.

The purpose of the Plan is to provide the Master, Officers and certain crew members with a

practical guide to the prevention of oil spill and in carrying out the responsibilities associated

with regulation 37 of Annex Ⅰto MARPOL 73/78.

The Plan include guidance to assist the master in meeting the demand of operational spills or a

catastrophic discharge.

Information on the ship, cargo, etc., is included in appendix. An example of a summarizing

flowchart is included in the Plan.(refer to Appendix 2)

The Plan is used on board by the master and officers of the ship. It must therefore be available

in a working language or languages understood by the master and officers. Where there is

alteration(for example, a change in the master and officers) on board in their working language

or languages understood, the Plan in the new language(s) should be reissued.

CHAPTER 1 Organization

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1.

A Ship Response Organization is necessary to ensure prompt action in response to oil spill. The

following officers and crew are assigned to the Spill Response Teams.

Upon discovery or report of oil, a Command Post will be established on the bridge to receive

and compile information, keep the captain informed, and make timely reports to company and

government authorities.

1.1 Captain

Captain is in full commend of the ship and is at all times responsible for the prevention against

the shipboard oil pollution.

1.2 Ship Spill Response Officer

Responsible for training vessel crew members how to carry out spill response efforts, and for

coordinating all on board response actions in all case of a oil spill.

1.3 Duties and Position of Emergency Response Team

Duties and position of Emergency Response Team shall be referred to Appendix 3.

CHAPTER 2 Reporting

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2.

This chapter should ensure that the reporting requirements of regulation 37 of Annex I of

MARPOL 73/78 are complied with and should include information relating to the following :

2.1 When to report

When the ship is involved in an oil pollution incident, the master or other on-board persons in

charge of oil spill shall report to the nearest coastal state.

2.1.1 Report shall be made to the nearest coastal state in the cases of actual discharge of oil as

follows ;

(1) a discharge above the permitted level of oil for whatever reason including those for the

purpose of securing the safety of the ship or saving life at sea; or

(2) a discharge during the operation of the ship of oil in excess of the quantity or

instantaneous rate permitted under MARPOL 73/78.

2.1.2 Reporting for discharge of oil

In judging whether there is a probability of discharge of oil resulting from damage to the ship or

its equipment, and whether the report should be made, the following factors, as a minimum,

should be taken into account ;

(1) the nature of the damage, failure or breakdown of the ship, machinery or equipment ;

(2) failure or breakdown of machinery or equipment which may adversely affect the ability of

the ship to manoeuvre, operate pumps, etc.

(3) ship location and proximity to land or other navigational hazards ;

(4) weather, tide, current and sea state; and

(5) traffic density

(6) morale, health and ability of crew to deal with the situation

CHAPTER 2 Reporting

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2.1.3 Probable discharge of oil

The captain and/or designated crew member should make a report in the following cases of

damage, failure or breakdown which involve probable discharge of oil :

(1) damage, failure or breakdown which affect the safety of ships; examples of such situation

are collision, grounding, fire, explosion, structural failure, flooding, cargo shifting ; and

(2) 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,

electrical generating system, essential ship-borne navigational aids.

(3) If in doubt, the captain should always make a report.

2.2 How to report

2.2.1 General

Make a report to the nearest coast state or port contacts and owner/operator by means of the

fastest telecommunications channel available in accordance with the following procedures ;

(1) Conform to the reporting format of this plan ;

(2) Make the initial report as soon as possible, leaving unknown matters to make a follow-up

reports ;

(3) Make the follow-up report, as necessary, in order to provide information concerning further

developments ; and

(4) Comply as fully as possible with requests from affected States for additional information.

2.2.2 Transmission

Reports should be transmitted either, by the quickest available means, ;

(1) At sea

� Use the nearest appropriate coast radio station on appropriate frequencies in the bands

405-525kHz, 1605-2850kHz or 156-174MHz; or

� If the ship is not within reach of an MF or VHF coast radio station, use the most

appropriate HF coast radio station or the relevant maritime satellite communication

system; or

CHAPTER 2 Reporting

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� when the ship is within or near to an area where a ship movement reporting system has

been established, use the designated radio station of that system.

(2) In port

� Use shore telephone

� Use the communication means which is agreed with terminal or barge for emergency

shut-down

� VHF radio communication, if available.

2.3 Whom to contact

2.3.1 At sea

In order to expedite response and minimize damage from an oil pollution incident, the master or

other on-board persons in charge of oil spill shall make a report to the following contacts.

(1) Make a report to the nearest appropriate coastal state and the owner/operator without delay.

(2) In the absence of a listed focal point, or should any undue delay be experienced in

contacting the responsible authority by direct means, the captain should be advised to

contact the nearest coastal radio station, designated ship movement reporting station or

Rescue co-ordination centre(RCC) by the quickest available means.

2.3.2 In port

(1) For ship in port, the captain should make a report to local agencies without delay. Where

port is regularly visited, the captain should familiar with the reporting procedure of that port

and the flow chart or reporting format shall be provided on board.

(2) Where port is irregularly visited, and the reporting procedure of the port is not feasible,

captain should obtain details concerning local reporting procedures upon arriving in port.

2.3.3 Ship interest contacts

(1) In the event of a serious incident, ship's personnel will be fully engaged in saving life and

taking steps to control and minimize the effects of the casualty.

(2) The master or other on-board persons in charge of oil spill should inform to the various

interested parties such as cargo owners, insurers, and salvage interests. Both the ship's

Plan and its company's shoreside Plan are to be co-ordinated to guarantee that all parties

having an interest are advised and that duplication of reports is avoid.

CHAPTER 2 Reporting

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(3) All further reports and copies of messages sent to coastal states and/or port authorities

should be sent to the company. If required, the company's officer will be staffed as soon as

possible after receipt of an initial report.

2.3.4 When to report and procedure of oil spill shall be referred to notification system chart and

list of contact point shall be referred to Appendix 4 and 5.

CHAPTER 2 Reporting

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Discharge of oil or noxious liquid substance(probable or actual)

Assessment of the nature of incident

Actions Required

- Alert crew members - Identify and monitos spill source- Personnel protection- Spill assessment - Vapour monitoring- Evacuation

Reporting

By master and/or designated crew member

When to report- All probable and actual spillsHow 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 authoritiesWhom to contact- Nearest coastal state- Harbour and terminal operators(in port)- Shipowner's manager, P&I insurer - Head charterer, cargo owner- Refer to contact listsWhat 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 Lighting capacity Mechanical equipment External response team Chemical disperant/degreasant

Action to control discharge

Measures to minimize the escape of oil or noxious liquid substance and threat to the marine environment.

Navigational measures Seamanship measures

- Alter course/position and/ or speed- Change of list and/or trim- Anchoring- Setting aground- Initiate towage- Assess safe haven requirements- Weather/tide/swell forecasting - Slick monitoring- Record of events and communications taken

- Safety assessment and precaution- Advice on priority/ countermeasures/preventive measures- Damage stability and stress considerations - Ballasting/deballasting- Internal cargo transfer operator- Emergency ship-to-ship transfers of cargo and bunker- Set up shipboard response for ; Leak sealing Fire fighting Handing of shipboard Response equipment(if available) Etc

Steps to initiate external response

- Refer to coastal port State listings for local assistance- Refer to ship interest contact list- External clean-up resources required- Continued monitoring of activities

CHAPTER 2 Reporting

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2.4 What to report

2.4.1 Initial report

The initial report to be sent to the government of the coastal state and owner or operator

should contain the following information :


SAMPLE FORMAT FOR INITIAL NOTIFICATION

AA SHIP NAME, CALL SIGN, FLAG

BB DATE, AND TIME(UTC) OF INCIDENT (a 6 digit group giving day of month(first 2 digits)

hours and minutes(last 4 digits)

/--/--/--/--/--/--/

D D H H M M

CC SHIP'S POSITION, either LAT.(a 4 digit group)/LONG.(a 5 digit group);

/--/--/--/--/--/--/

d d m m N S

/--/--/--/--/--/--/--/

d d d m m E W or

DD SHIP'S POSITION by Bearing(first 3 digits), DISTANCE(in nautical miles)

FROM A CLEARLY IDENTIFIED LANDMARK

/--/--/--/ /------/ from _______

d d d N miles

EE TRUE COURSE AT TIME OF INCIDENT (as a 3 digit group)

/--/--/--/

d d d

FF SPEED AT TIME OF INCIDENT (in knots and tenths of knots as a 3 digit group)

/--/--/--/

kn kn 1/10

LL INTENDED TRACK(FROM - TO)

MM FULL DETAIL OF RADIO STATION AND FREQUENCIES BEING GUARDED

NN DATE AND TIME(UTC) OF NEXT REPORT

/--/--/--/--/--/--/

D D H H M M

OO DRAUGHT(FORE AND AFT) AT TIME OF INCIDENT (4-digit group giving metres and

centimetres)

/--/--/--/--/

m m c c

PP TYPE AND QUANTITY OF CARGO/BUNKER

- Type of oil or the collect technical name of the noxious liquid substances on board

- Names of manufacturers of substances, if appropriate, when known, or consignee or

consignor

- Quantity

QQ BRIEF DETAILS OF DEFECTS/DEFICIENCIES/DAMAGE

- Damage area

CHAPTER 2 Reporting

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- State of Damage

- Ability to Transfer Cargo/Ballast/Fuel.

RR BRIEF DETAILS OF TYPE OF OIL POLLUTION

- Type of oil on board

Loading port

Specific gravity, either in terms of API gravity or grams per cc

Viscosity at standard temperature, with the units and temperatures specified

Pour point

Wax and asphalt content

Distillation characteristics

- An estimate of the quantity of the substances

- Whether lost substances floated or sank

- Whether loss is continuing

- Cause of loss

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

conditions if known

- Estimate of the surface area of the spill if possible

SS BRIEF DETAILS OF WEATHER AND SEA CONDITIONS,

- Wind direction(a 3-digits) and force(Beau fort scale Including)

- Relevant current(direction, speed)

- Swell(direction, height)

TT CONTACT DETAILS OF SHIP'S OWNER/OPERATOR/AGENT,

- Name

- Address

- Telex and telephone

UU SHIP SIZE AND TYPE,

- Length

- Breadth

- Draft

- Tonnage

- Type

WW NUMBER OF PERSONS ON BOARD

XX ADDITION INFORMATION, including

- Brief details of incident

- Type and quantity of equipment carried to assist in pollution response

- Need for outside assistance

- Actions being taken

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

- Number of crew and details of any injuries

- Details of P & I Club and local correspondent

- Others

CHAPTER 2 Reporting

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** For Collision the following information for other ship shall be included;

․Name of ship

․Name of captain

․Owner and address

․Intended track(from - to)

․Type of cargo on board

․Gross tonnage

․Angle of collision

․Direction of bow

** For Grounding the following information shall be included;

․Nature of the bottom

․Depth around the ship

․Heel angle

․Direction of bow

2.4.2 Follow-up reports

After the transmission of the information referred to paragraph 2.4.1 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 should include informations as follow, but the informations may not be included for which

the circumstances not changed from the initial report. The format for the follow-up report shall

be used that of initial report.

(1) Serious changes of ship's condition and circumstances

� Quantity discharged and movement speed of oil

� Weather and sea conditions

� Detail of being removal operations

� Change of circumstance which is additionally occurred

CHAPTER 3 Response(General)

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3.

Whenever a spill of oil occurs, it is the duty of the person finding the spill to immediately inform

the master or responsible officer, who should call out the vessel's pollution prevention team.

Remember that an oil spill may create a fire or explosion hazard, if safety precautions don't be

observed.

Ship personnel will almost always be in best position to take quick action to mitigate or control

the discharge of oil from their ship.

Following figure provides the conceptual framework for the categorization of response levels as

basis of for emergency planning. This will be a basis of judgement in order to minimize

response time and response method when incident is occurred.

3.1 Prevention of operational spill

3.1.1 Prior to transfer oil, close deck scuppers and openings.

3.1.2 Prior to transfer oil, put spill equipments near the site at which operation take place.

3.1.3 Carry out tank sounding frequently to avoid overflow.

3.1.4 If any slight leakage at the ship and shore connections, Catch oil by drain trap.

3.1.5 Watch for leakage or overflow of them when transferring of oil.


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3.2 Measures to be taken in the event of operational spill

3.2.1 General

(1) The captain is to assign their duties for the crew members to take measures for oil spillage

prevention.

(2) Stop transfer of cargo and/or fuel oil by quickest possible method.

(3) When taking measures, detect gas density and use breathing apparatus or chemical

protective clothing when necessary.

(4) Identify source and cause of leakage, and immediately take measures to minimize that

leaked oil is discharged to outside the ship, by using absorbent mats, sawdust or waste

cloth. (The material provided on board is listed in Appendix 8)

(5) Immediately deploy boom to prevent dissipation of leaked oil, and at the same time, recover

as much leaked oil as possible using absorbents.

(6) Do not use dispersant without approval of authorities.

(7) Do not resume operation until cause of oil leak has been revealed and excluded.

(8) Request assistance to clean-up company when necessary(In this case, prior to this action

discuss with a responsible person of company).

(9) Dispose of removed oil and clean-up materials properly by means of delivering them to

disposal company.

3.2.2 Leakage during discharging or loading of oil cargoes or during bunkering

(1) Measures to be implemented immediately :

� Stop all cargo oil and/or bunkering operations, and close manifold valves.

� Sound the emergency alarm, and initiate emergency response procedures.

� Inform terminal/loading master/bunkering personnel about the incident.


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(2) Further measures :

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

engine room.

� Consider mitigating activities such as decontamination of personnel who have been

exposed.

� Locate source of leakage, and begin clean-up procedures.

� Drain affected section of pipeline into an empty or slack tank(e.g. the slop tank or

another cargo tank)

� Prepare portable pumps where it is possible to transfer spilled oil into a slack or empty

tank.

� If the source of the leakage is located in the pump room at the sea valves the

necessary measures must be taken to relieve the pressure from the relevant section the

pipeline.

(3) If the spilled oil is contained on board and can be handled by the Pollution Prevention

Team then, use sorbents and permissible solvents to clean up liquid spilled on board and

ensure that any residues collected, and any contaminated sorbent materials used in the

clean up operation are stored carefully prior to disposal.

(4) When leakage occurs from ballast line penetrating tank loaded with cargo oil and/or fuel oil,

close the valves on ballast line and stop discharge of ballast.

(5) When leakage occurs from piping connected to overboard valves (sea valve), never open

these valves.

3.2.3 Tank overflow during loading or bunkering


� Stop all cargo and bunkering operations, and close manifold valves.





engine room.


exposed.

� Reduce the tank level by dropping cargo oil or bunkers into an empty or slack tank

� Prepare pumps for transfer of cargo oil/bunkers to shore if necessary


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� Prepare portable pumps where it is possible to transfer spilled oil into a slack or empty

tank.

(3) If the spilled oil is contained on board and can be handled by the Pollution Prevention

Team then, use sorbents and permissible solvents to clean up liquid spilled on board and

ensure that any residues collected, and any contaminated sorbent materials used in the

clean up operation are stored carefully prior to disposal.

3.2.4 Hull Leakage

If oil is noticed on the water near the vessel during cargo oil and/or bunkering operations, the

possibility of hull leakage should be suspected.


� Stop all cargo and/or bunkering operations, and close manifold valves, tank valves and

pipeline master valves.




� Use the Pollution Prevention Team in an attempt to locate the source of leakage.


exposed.


engine room.

� If the source of the leak is not readily identified on deck or above the waterline,

consider the use of a diver to assist in locating the leak.

� When appropriate, reduce the inert gas pressure to zero.

(3) When the source of leakage is identified :

� Reduce the head of fuel oil and/or cargo oil by dropping or pumping fuel oil and/or

cargo oil into an empty or slack tank.

� Consider possibility of pumping water into the leaking tank to create a water cushion to

prevent further loss oil that is less dense than water.

� If the leakage is located below the waterline, call in divers for further investigation.

(4) If it is not possible to identify the actual tank :

� The level of liquid in the tanks in the vicinity of the suspected area should be reduced.

Remember to consider the effect on hull stress and stability of the vessel and the

compatibility of noxious liquid substances with tank type, materials of construction and


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tank coating.

(5) It is possible that failure of machinery, such as the oily water separating equipment or the

oil discharge monitor, can cause an operational discharge while at sea in excess of that

permitted. In such an incident the discharge should be stopped immediately and the correct

report made. It is generally acknowledged that no clean up is possible by the ship, but the

shore authorities can often respond more effectively to a spill in its early stages.

CHAPTER 4 Measures to be taken in the Event of Casualty

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4.

4.1 The Captain's priority actions

4.1.1 In the event of a casualty, give top priority to ensure safety of personnel and the ship, and

at the same time take action to prevent escalation of incident. Mitigating activities that can

be considered are transfer of liquid from damaged compartments, containment of on-board

deck spills, and preparation for dispersal of spills overboard.

(1) Check if there are any casualties.

(2) Make a judgement on whether a request for rescue should be made.

(3) Decide if entire crews are to abandon ship.

4.1.2 Immediately notify parties concerned and interested, according to established procedure

4.1.3 Prior to considering remedial action, the master will need to obtain detailed information on

the damage sustained by his ship. A visual inspection should be carried out and all cargo

tanks, bunker tanks, and other compartments should be sounded. Due regard should be

paid to the indiscriminate opening of ullage plugs or sighting ports, especially when the ship

is aground, as loss of buoyancy could result.

4.1.4 When it is possible to manoeuvre, the master in conjunction with the appropriate shore

authorities, shall consider moving his ship to a more suitable location in order, for example,

to facilitate emergency repair work or lightening operations, or to reduce the threat posed to

any particularly sensitive shoreline areas. Such maneuvering may be subject to coastal State

jurisdiction.

4.1.5 Having assessed the damage sustained by the ship, the master will be in a position to

decide what action should be taken to prevent or minimize further discharge. When bottom

damage is sustained, hydrostatic balance will be achieved (depending on physical properties)

fairly rapidly, especially if the damage is severe, in which case the time available for

preventive action will often be limited. When significant side damage is sustained in the way

of fuel/lubrication and/or cargo tanks, bunkers or cargo will be released fairly rapidly until

hydrostatic balance is achieved and the rate of release will then reduce and be governed

by the rate at which bunkers or cargo is displaced by water flowing in under the bunkers or

cargo. When the damage is fairly limited and restricted, for example, to one or two

compartments, consideration may be given to transferring the substance involved internally

from damaged to intact tanks. When considering the transfer of oil or noxious liquid

substances from a damaged tank to an intact tank, the master should consider


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(1) the extent of the damage;

(2) hydrostatic balance;

(3) the ship's ability to transfer cargo; and

4.1.6 In oil discharge involving incidents, take the following measures in order to prevent the

occurrence of fire and explosion.

(1) Alter course so that ship is up-wind of slick.

(2) Shut down non-essential air intakes.

(3) Prevent flammable and toxic vapours entering accommodation and engine room spaces.

(4) Eliminate all possible sources of ignition.

(5) Regularly test for gas in accommodation and engine room spaces.

(6) Prepare fire fighting equipment and fire extinguisher.

(7) Establish total control over smoking and other naked flame sources

(8) If loaded reactivity cargoes, temperature monitoring of loaded cargo tanks or damaged cargo

tanks(if necessary)

4.1.7 When taking measures in places where gas can stagnate, pay full attention to the effect of

toxic gases on the human body.

4.1.8 Detailed action for the damage stability and stress and ship to ship transfer shall be

referred to Chapter 5.2 and 5.3.

4.1.9 Duties and position of the crew members in the event of a casuality shall be referred to

each response as specified in the Appendix 3.


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4.2 Response to oil spill

The captain shall ensure the followings for the actions to be taken.

4.2.1 The captain is to command the crew to go to oil spillage prevention stations.

4.2.2 In order to prevent additional outflow, take the following measures;

(1) Secure oil spill area.

(2) Reduce internal pressure in oil spill tank.

(3) Close or cut off related piping.

4.2.3 Create optimum condition for prevention of additional outflow of oil, by adjusting ballast or

by using other methods.

4.2.4 Transfer oil internally from damaged tanks to intact tanks to prevent additional outflow of oil

4.2.5 A contract with salvage and oil pollution clean up company should be entered promptly,

while maintaining contact with the representative of the shipowner.

4.2.6 When necessary, transfer oil from the damaged tank to another ship to prevent additional

outflow of oil.

4.3 Response to fire/explosion

The captain shall ensure the following for the actions to be taken.

4.3.1 The captain is to order the crew to go to their fire-fighting stations.

4.3.2 Conduct effective and appropriate initial fire-fighting operations, check condition of lifeboats

and prepare to abandon ship for the preservation of life. Take care not to give the order to

abandon ship either prematurely or too late.

4.3.3 Promptly shift paint cans, oily waste, fixtures including ropes and other inflammables and

explosives in the vicinity of the fire.

4.3.4 When the fire is becoming more intense due to the wind, anchor ship or manoeuvre ship to

leeward.


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4.3.5 Close openings including doors, scuttles, skylights and ventilation ducts and stop mechanical

ventilation. And cool around them when necessary.

4.3.6 Position ship so that the fire and smoke do not hamper fire-fighting activities.

4.3.7 Cut off electric power supply leading to fire site.

4.3.8 When fire-fighting activities of the ship are judged to be inadequate, request assistance

from ships sailing in the vicinity before it is too late.

4.3.9 Inert gas

(1) Cargo tanks which are maintained in an inert condition reduce the risks fire and/or explosion

resulting from, for example, collision or stranding. Therefore the captain of any ship fitted

with an inert gas installation must endeavor to keep inert condition of the tank spaces at all

times with use this plant(if the ship is fitted with this system).

(2) Where casualties occur to ships which are not fitted with inert gas systems or when the

inert gas system is inoperative and where a risk of fire and explosion exists, considerations

should be given to the possibility of supplying inert gas from an external source.

4.3.10 Flammable vapour

(1) If there is an escape or jettison of flammable cargo or fuel oil, care should be taken to

prevent flammable vapour from the cargo or fuel oil reaching sources of ignition on board

the ship or on other ships. If this is impossible, measures should be taken to eliminate any

sources of ignition as far as practicable.

4.4 Response to collision


4.4.1 The captain is to order the crew to go to designated stations.

4.4.2 When there is no immediate danger to own ship and crew, rescue crew of the other ship.

4.4.3 Investigate the damaged area of the ship and ingress of water, and take emergency

measures to prevent the damage becoming worse.

4.4.4 When an ingress of water is found as a result of damage investigation, take necessary

measures to prevent water coming in or pump out the water already taken, according to the


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position and amount of water taken in. Such measures include the closing of water-tight

doors, inserting wooden plugs, the use of collision mats, cement box, strengthening of

bulkhead and use of water discharge pumps.

4.4.5 When water penetration is severe even after countermeasures are taken, and there is a

danger of the ship sinking, consider intended grounding on an appropriate shore.

4.5 Response to grounding/stranded

4.5.1 If the ship runs aground, the following steps should be taken immediately :

(1) Sound the emergency alarm, and initiate emergency response procedures.

(2) Eliminate all avoidable sources of ignition and ban all smoking on board.

(3) Consider whether shut off of air intake of accommodation and engine room

(4) Reduce the inert gas pressure to zero.

4.5.2 Further action :

(1) Carry out a visual inspection of the ship to determine the severity of the situation.

(2) Take soundings around the ship to determine the nature and gradient of the seabed.

(3) Check difference in the tidal ranges at the grounding site.

(4) Evaluate tidal current in the grounding area.

(5) Take soundings of all cargo, 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.

(6) Compare present tank soundings against departure soundings

(7) Evaluate the probability of additional release of oil

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

effects of hull stress and stability, the master should decide whether or not any action can

be taken to avoid further spillage, such as :


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Page: 21

(1) Transfer of cargo and bunkers internally. If the damage is limited, for example to one or

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

(2) Isolate all cargo and bunker tanks to reduce further loss due to hydrostatic pressure during

tidal changes.

(3) Review existing and forecast whether conditions, and whether the ship will be adversely

affected by them.

(4) Evaluate the possibility of transferring cargo to barges or other ships, and request such

assistance accordingly.

(5) Trimming or lightening the vessel sufficiently to avoid damage to intact tanks, thereby

avoiding additional pollution from spillage of oil or noxious liquid substance.

4.5.4 If the risk of additional damage to the ship 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 ship from moving from its present position by :

(1) Using anchors

(2) Taking in ballast in empty tanks(if possible)

(3) 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. Care must be taken over the compatibility of noxious liquid substances with tank

type, material of construction and tank coating.

4.5.5 The captain should obtain information about the situation, including the following :

(1) Tides and currents.

(2) Weather, including wind, state of sea and swell.

(3) Any weather forecast changes.

(4) Nature of the bottom.

(5) Depth of water around the ship, the calculated buoyancy needed to refloat and draught and

trim after refloating.


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Page: 22

(6) Condition of the ship, including stresses on the hull.

4.5.6 Strict safety precautions should be taken before entering any empty space, in order to avoid

any risks from toxic fumes or oxygen deficiency.

4.5.7 Soundings should be taken around the ship to determine the extent of the

grounding/stranded as accurately as possible. If the sea is too rough for accurate sounding,

it may be possible to measure the distance from the seabed to the main deck. By marking

this on a longitudinal section from the general arrangement drawings, the extent of

grounding/stranded can be determined.

4.5.8 If the ship is structurally intact, an immediate attempt may be made to refloat her, with or

without assistance. In deciding whether or not to make an immediate attempt to refloat, the

captain should consider the use of the ship's engines, tugs and ground tackle, as well as

having regard to the possible damage that might be caused to the ship.

4.5.9 Immediate refloating may be the best course to adopt even if a ship has sustained bottom

damage. However, if there are signs of excessive hogging, sagging or of undulations in the

sides of the hull, more careful consideration is required before attempting to refloat the ship.

In these circumstances lightening of the ship may reduce the risk of further damage and of

pollution.

4.5.10 When judged to be impossible to refloat without aid, promptly arrange salvage interests.

4.5.11 When water ingress into the ship due to grounding/stranded, take preventive measures, i.e.

close water-tight doors in order to minimize ingress of water.

4.5.12 If there is minor damage to a full cargo tank or fuel oil tanks, internal transfer of cargo or

fuel oil may reduce or eliminate any outflow of cargo or fuel oil and pollution that may be

caused. However, a substantial transfer of cargo or fuel oil when the ship is aground may

produce unacceptable stresses on the hull.

4.6 Response to hull /containment system failure


4.6.1 The captain is to order the crew to go to designated stations.

4.6.2 In the event of leakage from area above sea level, promptly transfer cargo oil and/or fuel


__________________________________________________________________________________

Page: 23

oil in problem tank, and reduce level in tank to below sea level.

4.6.3 Should it not be possible to transfer oil internally, consider transfer to another ship or an

on-shore tank.

4.6.4 Should it be suspected that leakage is occurred from area below sea level, immediately

close openings of upper deck including vent valve of damaged tank to make the pressure

of tank to vacuum.

4.6.5 Should it not be possible to identify specific tank from which leakage is occurring, reduce

levels of all tanks in the vicinity, taking account of the effect on hull stress and stability.

4.7 Response to excessive list

4.7.1 If excessive list occurs rapidly and unexpectedly, it may be due to ;

(1) Failure of the hull plating

(2) Failure between an internal bulkhead and compartments

(3) Shift of cargo

(4) Flooding of the engine room, where free surface can cause a list

(5) Damage through grounding or collision

(6) Incorrect operational procedures

4.7.2 The captain shall ensure the following for the actions to be taken immediately.

(1) The captain is to sound the emergency alarm and order the crew to go to designated

stations.

(2) Stop any cargo, bunkering or ballast operation in progress

(3) If under way, reduce speed or stop

(4) Investigate reason for the list

4.7.3 Further measures


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Page: 24

(1) Sounding all tanks and compare with departure condition

(2) Investigate the damaged area of the ship and ingress of water, and take emergency

measures according to degree of the list to prevent the damage becoming worse.

(3) When ingress of water is found as a result of damage investigation, take necessary

measures to prevent water coming in or discharged to overboard, according to the position

and amount of water taken in.

4.8 Response to submerged / foundered / wrecked

The captain shall ensure the following for the actions to be taken immediately.

4.8.1 If the ship is wrecked to the extent that it or parts it are submerged take all measure to

evacuate all persons on board.

4.8.2 Avoid contact with any spilled oil.

4.8.3 Alert other ships and/or the nearest coastal state for assistance in rescuing lives.

4.8.4 Reduce speed.

4.8.5 All openings in hull and superstructures to be checked for watertight integrity. Ensure all

water doors, sewage and other relevant damage control valves are closed.

4.8.6 Head into sea/swell to reduce rolling and use the minimum amount of rudder necessary to

maintain course.

4.8.7 Fill bottom tanks with ballast - low side first.

4.8.8 Should the situation appear to be deteriorating then urgency or distress messages should

be dispatched as appropriate.

4.9 Response to hazard vapour release

The captain shall ensure the following for the actions to be taken immediately.

4.9.1 In case of any vapour release out of the containment system, the properties of the vapor

should be identified by a gas analyzer and precautions have to taken protect the persons

onboard against contamination.


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Page: 25

4.9.2 Cargo and bunkering operations to be shut down, if such operations are taking place in the

mean time.

4.9.3 The ship should be brought with the accommodation up-wind to the spill area as far as

possible.

4.9.4 The crew should be evacuated form any area of risk.

4.9.5 If the situation takes place in or near a port, Port/Harbor Authorities to be notified and if

needed assistance should be required.

4.9.6 All possible sources of ignition should be eliminated and non-essential air intakes shut down

to prevent intake of vapour into accommodation and engine spaces.

4.9.7 If unavoidable work has to be carried out within risk areas, the involved persons have to

wear protective clothing and breathing apparatus.

CHAPTER 5 Furthur Response

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Page: 26

5.

5.1 Mitigating Activities

5.1.1 When the safety of the vessel and the personnel onboard have been successfully

addressed, the following aspects are to be further considered :

(1) Assessment and monitoring requirements

(2) Personnel protection issues, such as the use of protective clothing, decontamination of

personnel exposed to hazardous material, other threats to health and safety.

5.1.2 Persons engaged in cleaning or mitigating activities may become contaminated in number of

ways such as :

(1) Contacting vapours, gases, mist or particulate in the air.

(2) Being splashed by materials while open pressurized cargo tank.

(3) Walking through paddles of liquids or on contaminated soil.

(4) Using contaminated instrument and equipment.

5.1.3 When decontamination of personnel is needed, certain procedures depending on the type of

containments as well as the extend of contamination should be followed.

5.1.4 When an spill takes place on deck, it should be isolated in such way to prevent pollution

(i.e. deck scuppers should be plugged). Then the oil should be removed by using dedicated

materials and other like :

(1) Oleophilic / hydrophobic skimmers.

(2) Solvent

5.1.5 Materials used for isolation, removal or clean up operation of the spill is to be collected and

isolated in a way that prevents further treat for pollution such as fire, explosion, release of

toxic or flammable vapours etc.

5.1.6 Such material should be stored in a safe and pollution free condition until disposal to shore

facilities (i.e. garbage bares) are possible.


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Page: 27

5.2 Damage stability and stress considerations

5.2.1 Ships are designed to withstand the stresses to which they may be subjected when afloat

and loaded in accordance with prescribed load distribution patterns, which assume the ship

is in a seaway. The stresses may change once a ship is aground, and internal transfer of

discharge of cargo, possibly coupled with loss of cargo from other spaces, may increase

these beyond acceptable limits.

5.2.2 A damaged ship will usually behave differently from an intact ship and the ship's personnel

will have means readily available on board to determine whether any action taken will

produce unacceptable stresses or loss of stability when she comes afloat. The following

information should be sent to the owner or operator as soon as it is available in order to

make use of this facility:

(1) Loading Condition

� Cargo/ballast-amount and disposition

� Cargo oil and/or fuel-amount and disposition

� Draught-when free floating

(2) Location and extent of damage

(3) Condition of the ship

� Extent to which aground (soundings around the vessel)

� Draught-forward, amidships(port and starboard), aft

� Cargo and fuel-loss or change in amount or disposition

� Action already taken-pressurization of tanks, internal transfer of cargo, jettison of cargo,

bunkers or ballast, etc.

(4) Local Conditions

� Tide-range and whether rising or falling

� Wind-Force and direction

� Sea and swell-height and direction

� Current

� Weather forecast

� Nature of bottom

� Other locally significant features

(5) When a.m. actions for response in accordance with above 5.2.1 to 5.2.2 (1)~(4) are implemented,

The master shall have prompt access to computerized shore-based damage stability and residual

structural strength calculation programs. With regard to this service, following items was attached in

the appendix of this SOPEP. But, if the following attachment is amended, the master should replace


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Page: 28

the relevant attachment and then record the revision status on the History Card.

• A contract with a shore-based service provider(or certificate) ; and

• A statement from the shore-based service provider indicating that were suitable as per the

above-mentioned regulation ; and

• A paper which contains that the master has means to access the shore-based firm at any time

and contact points.

5.2.3 The list of information is not all-embracing and covers only the minimum required. Any

additional information that might be of use should also be included. Any changes in the

information sent should be reported.

5.2.4 With the information listed in paragraph 5.2.2, it should be possible to calculate the stability

of the ship when afloat and the stress conditions. This will enable the owner to pass to the

ship and the savors advice on what can and cannot safely be done in the efforts to save

the ship.

5.2.5 The importance of relaying all the required information as soon as possible cannot be over-

emphasized. A great deal of valuable time can be lost if delays occur in sending to the

owner or operator details of the damage suffered and prevailing conditions.

5.2.6 Additionally, in the case of ships certified to carry NLSs, consideration as to the

compatibility of all substances involved such as cargoes, bunkers, tanks, coatings, piping,

etc., must also be considered before such an operation is undertaken.

5.3 Emergency ship to ship transfers of cargo oil and/or fuel oil

5.3.1 General

(1) The actual cargo oil and/or fuel oil transfer operations should be carried out in accordance

with the requirements of the receiving ship.

(2) Each captain should take into consideration the estimated duration and the particular

requirements of the operations to ensure that adequate manning can be maintained

throughout.

(3) Communicate with other party details of the weather conditions, sea conditions, and

conditions with regard to bringing ships alongside.

(4) Ensure that the vessels involved are compatible in certain critical features of design and

equipment and thus that communications, mooring and hose handling operations can be


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Page: 29

conducted safely and efficiently.

(5) To avoid any misunderstanding, a common language to be used in communication should

be agreed before the operation commence.

(6) The captain shall coordinate the activity with coastal state, as such operation may be

subject to its jurisdiction.

5.3.2 Preparation for cargo oil and/or fuel oil transfer

(1) Establish contact with the lightening ship and make a detailed plan of the proposed

operation including the designation of a communications channel. Fixed or portable

hand-held radio telephones may be usefully employed.

(2) Lay out mooring lines, heaving lines, messengers, stoppers, fenders, etc. If no large

fenders are available, mooring ropes and any other soft material should be strung over the

ship's side in strategic positions.

(3) Prepare the cargo oil and/or fuel oil manifold and have reducers readily available to

facilitate the connection of a wide range of hoses(from 200mm to 400mm) on both sides of

the ship. In most cases the lightening ship will prefer to berth with her port side to the

disabled ship's starboard side, if this is practicable.

(4) Top-up derricks or cranes to assist in hose connection. Also have messenger rope lifting

tackles etc. available.

(5) Have the anchors cleared ready for use, if in waters where use may be possible.

(6) Brief the officers and crew on the operation, with particular reference to the safety aspects

and complete the appropriate safety check list, if possible.

5.3.3 Ballast handling

(1) Any ballast which is discharged overboard should be clean. All other ballast should be

retained on board or in certain circumstances may be transferred to the discharging ship.

(2) During transfer, ballast operations should be carried out in order to avoid excessive changes

in freeboard and trim by the stern. Listing of each vessel should be avoided except as

required for proper cargo oil tank draining.

5.3.4 Ship to ship cargo oil and/or fuel oil transfer


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Page: 30

(1) If disabled ship has power and its cargo piping system is intact, transfer should be made in

the usual way.

(2) If the ship's pipelines are not intact, approved portable submersible pumps with power packs

should be obtained. The power for submersible pumps may be electric, air or hydraulic.

When using submersible pumps, the tank being emptied of cargo oil and/or fuel oil may be

counter-flooded with water in order to reduce the head.

CHAPTER 6 National and Local Co-ordination

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Page: 31

6.

6.1 National and Local Co-ordination

Quick, efficient co-ordination between the ship and coastal state or other involved parties

becomes vital in mitigating the effects of a pollution incident.

In most countries it is accepted that an oil spill can be tackled most effectively from the shore

and there is normally no requirement on the part of the shipowner or the ship's crew to

organize the clean up response in respect of oil lost overboard. Operational spills usually occur

in port at an oil or cargo facility and tend to be cleaned up by the facility operator. In the case

of casualties, the responsibility for organizing and controlling the clean up response if usually

assumed by an agency of government. In both cases the spiller would be expected to

co-operate fully and pay the reasonable costs of clean up and any damages caused, up to a

specified limit of liability based on the tonnage of the ship.

In the event of a spillage the master is to contact the National or Local Authority to co-ordinate

the spill response activities. It is the responsibility of the master to make the initial contact with

these authorities. Subsequent communication with these authorities will normally be carried out

by the office.

A list of coastal state contacts is given in Appendix 4 of this plan and is up to date up to the

production of this plan. In addition to contacting the authorities listed in Appendix 4, the master

is also required to inform the offices as listed in Appendix 5. These offices are in general, the

offices of company appointed agencies and will offer the best local help and knowledge.

In all cases where there has been pollution, it is most important that the vessel takes actions to

minimize the damage immediately. You are not to wait until the arrival of the shore based spill

contractors. The only exception to this rule concerns the use of dispersants the use of which is

banned by many states and permission must be obtained from the responsible authority prior to

use.

CHAPTER 7 Additional Information(Non-mandatory)

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Page: 32

7.

7.1 Training and review of plan

7.1.1 General

The training shall be held in accordance with the following table. The captain shall ensure that

the plan functions as expected and that the contacts and communications specified are accurate.

Anything changed in the plan shall be reported to the person in charge of reviewing plan. Such

exercises may be held in conjunction with other shipboard exercises and appropriately logged in

the deck log book.

7.1.2 Example of Training schedule

Kind of

TrainingTrainee Trainer Interval Contents

Training

for

Pollution

Prevention

All

crew

Chief

Engineer or

Ship Spill

Response

Officer

Once

a

month

- MARPOL 73/78

- Korean Oil Pollution Prevention Law

- Precautions for bunkering

- Shipboard Oil Pollution Emergency Plan

Duties

and

Response

Oil Spill

All

crew

Chief

Engineer or

Ship Spill

Response

Officer

Once

a

month

- Use of clean-up equipment

- Response to oil spill and minimize of

pollution

- Position and duty of each person

Drill for

Emergency

Response

to Oil

Spill

All

crew Captain

Once

a

month

- Drill for the response to oil spill in

accommodations with the Shipboard Oil

Pollution Emergency Plan

- Check the contact point

Equipment

for

Pollution

Prevention

-

Chief

Engineer or

Ship Spill

Response

Officer

Once

a

month

- Kind & quantity of provided equipment

- Check the keeping status

- Refer to Appendix 8

CHAPTER 7 Additional Information(Non-mandatory)

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Page: 33

7.2 Record keeping and sampling

The following record and sampling shall be kept to give the background of the compensation

which will arise later.

7.2.1 Record keeping

(1) All communication records with owner, outside organization and third parties, etc.

(2) The observation on the movement of the spilled oil (including wind, sea and current)

(3) Polluted area

(4) Pictures for the each situation, as far as possible

(5) Remedial actions taken by the authority(number of people, kind and number of equipment

employed, used material, etc)

7.2.2 Fuel oil, cargo oil sampling

(1) Sampling of all types of fuel oil, cargo oil

(2) Sampling of spilled fuel oil, cargo oil

(3) Pictures of fuel oil, cargo oil spilled on deck/hull and around the ship

(4) Pictures of the scene of spilling fuel oil, cargo oil by other ship/installation

(5) Arrange P & I surveyor for sampling of fuel oil, cargo oil spilled on beach

(6) Joint sampling or present witness for sampling and sealing

7.3 Public affairs

The captain of the ship shall prepare informations for releasing to news media.

APPENDIX 1 Ship's Particulars

__________________________________________________________________________________

Ship Name :

Class No. :

IMO No. :

Nationality :

Port :

Official No. :

Owner :

Operator :

Address :

Type of Ship :

Gross Tonnage :

Building Date :

Shipyard :

L × B × D :

APPENDIX 2 Notification system chart

__________________________________________________________________________________

Lead Agency(LA)with overall control

(Operational Control Authority)

Assisting services and

advisors

- Public affairs Press releases- Financial and contractual support- Legal support for compensation Presentation- Scientific support damage assessment long-term effects

Advisory Services*- Chemical industry- Port operators of HNS facilities- Salvage operators- Chemical tank ship owner- Experts from insurance companies

On-Scene Commander(OSC)with tactical control at scene

Response team Response team Aerial surveillance

FOL**

Monitoring and sampling units

Access control unit

Access control unit

Recovery unit

Recovery unit

Salvage unit

FOL**

Decontamination

* Advisory Services : The Advisory Services often have to co-operate very closely with the OSC.

** FOL : Field Operational Leader, if needed in a lager operation.

APPENDIX 3 Duties and position of crew for response

to casualty

__________________________________________________________________________________

3.1 The master of the ship should appoint a pollution prevention team on board. The primary

function should be to initiate immediate recovery or clean-up procedures if an incident occurs

during cargo operations or bunker transfer. The company's spill response plan should be

brought to the attention of everyone in the team, so that they understand their own part in the

broader picture.

3.2 Suggested composition is: the master, chief officer and chief engineer together with deck and

engineer officers and ratings on duty. This will provide an initial response capability which can

be reinforced as necessary if the incident develops beyond the teams capacity.

3.3 The team should be given the necessary training in the use of spill containment equipment or

absorbents carried on the ship. All members of the Pollution Prevention Team should be

aware of their duties should a spill occur.

Suggested instructions to a Pollution Prevention Team

Master

In overall charge

Inform terminal authorities of incident.

Inform local agent and request agent to inform the local P&I Club

representative.

Advise to head office.

Keep everyone updated at regular intervals.

Advise of any changes in status of the emergency.

Request assistance as deemed necessary.

Chief officer

In charge of operation in deck.

Keep master informed and updated on the situation.

Ensure event log is maintained.

Report results of steps taken to limit liquid outflow.

Chief engineer

In charge of bunker operations.

If bunkering in progress, stop operation.

Organize distribution of oil spill detergent or appropriate treatment.

Organize starting of foam pump if required.

Deck officer

on duty

Tank spillage: Open an empty or slack tank.

Stop pumping of that cargo; consider stopping cargo operations.

Alert and inform chief officer and master of the situation.

Alert shore staff.

Engineer officer

on duty

Prepare for fire fighting.

Assist chief engineer.

Rating on duty If a leakage is detected, alert duty officer immediately.

APPENDIX 4 List of contacts of coastal state

__________________________________________________________________________________

The latest list of contact points, published by IMO on behalf of all governments that are

signatories to MARPOL, can be obtained from the IMO Internet site: "http://www.imo.org".

APPENDIX 5 List of contacts of other persons

__________________________________________________________________________________

A5.1 Head office

A5.2 Agents

A5.3 P & I Club

APPENDIX 5 List of contacts of other persons

__________________________________________________________________________________

A5.4 Others

1. Regularly Visited Ports

Nation Port Tel. Fax. Etc.

APPENDIX 6 Safety Assessment and Precaution

__________________________________________________________________________________

When a casualty causes any loss of the operational capability of a ship, however slight, the

captain must evaluate the situation that could arise if no corrective action were to be taken. He

must assess how long the present situation can be permitted to continue, taking into account

the possible changes in the weather or circumstances such as drift towards the shore.

A6.1 Plan of action

The captain should take whatever action is possible to remedy the situation, initially

making the best use of the ship's own resources until outside assistance can be obtained.

A6.2 A plan of action should be developed taking account of the following factors;

.1 The nature, circumstances and urgency of the situation

.2 The various ship systems(main propulsion, steering, electrical, cargo, etc.) that remain

operative and how they can be applied to relieve the situation.

.3 The ability of ship's personnel to minimize or nullify the effects of the casualty and to restore

the ship's capability.

.4 The use of alternative means to overcome the operational deficiency.

.5 The natural effect of wind, sea, current, etc. and ways to take advantage of them.

.6 The use of outside assistance and the measures to be taken on board the ship to

accommodate such assistance.

.7 The risk of pollution.

.8 If the ship is in imminent peril and if all else fails, the extreme measures to be taken to

avoid loss of life, to minimize damage to property and to mitigate the effects of pollution.

APPENDIX 7 Prediction of Slick Movement

__________________________________________________________________________________

A7.1 Prediction of slick Movement

It is important to be able to forecast the movement of slick of oil after it has been spilled. This

allows sensitive resources in the path of the slick to be identified and, if appropriate,

response measures to be put into effect. The task of forecasting the position of the oil can only

be accomplished if data on winds and currents are available since both contribute to the

movement of floating oil.

It has been found empirically that floating oil will move downwind at about 3 % of the wind

speed. In the presence of surface water currents, an additional movement of the oil equivalent

to the current strength will be superimposed on any wind-driven motion. Close to land, the

strength and direction of any tidal currents must be taken into account but further out to sea

their contribution is usually less significant because they are cyclic and so tend to cancel out

over time. Thus, with a knowledge of the prevailing winds and currents, it is possible to predict

the rate and direction of movement of floating oil from a known position, as shown in the

following figure.

A7.2 Assesment of the quantity of floating oil

An accurate assesment of the quantity of floating oil is virtually impossible due to the difficulty

of gauging its thickness. At best the correct order of magnitude can be estimated by considering

certain factors. Oil spreads rapidly and most liquid oils will soon reach an average thickness of

about 0.1mm, characterized by a black or dark brown appearance. Similary, the color of sheen

roughly indicates its thickness as following table.

APPENDIX 7 Prediction of Slick Movement

__________________________________________________________________________________

Oil Type ApperenceApproximate

Thickness (mm)

Approximate

Volume (m3/km

2)

Oil sheen

Oil sheen

Crude and Fuel Oil

Water-in oil

emulsions

silvery

irridescent

black/dark brown

brown/orange

0.0001

0.0003

0.1

>1

0.1

0.3

100

>1000

APPENDIX 8 Handling of Shipboard Oil Response Equipment

__________________________________________________________________________________

Each personnel are responsible for its deployment, oversight, and maintenance, when such

equipment is carried.

Training in the use of it is to be carried out for crews, in order to ensure safe and effective use

of such equipment.

No chemical agent should be used for response to pollution on the sea without authorization of

the appropriate coastal state.

Clean-up

Equipment

(Type)

Quantity Location How to Use

Oil fence

(A type)

Sawdust

Sand

Waste cloth

Absorbent mat

Despersant

(GAMMASOL)

Portable pump

(pneumatic)

Trash bucket

M

Pack

Pack

Pack

Box

Can

Ea

Ea

APPENDIX 9 Check List for Response to Casualty

__________________________________________________________________________________

A9.1 Sample Checklist for response in case of fire/explosion

This checklist may be intended for response guidance and responsibility for action to deal with

other emergencies which result from the liquid spill will be as laid down in existing plans, such

as the Emergency Muster List.

RESPONSE TO FIRE/EXPLOSION

STEP TO CONTROL DISCHARGE IN THE OF THE CASUALITIES

Ship's Name :

Operator :

Charterer :

CHECK ITEMS Confirm REMARK

The captain is to order the crew to go to their fire fighting station.

Promptly shift paint cans, oily waste and other inflammables and

explosives in the vicinity of the fire

Conduct effective and appropriate initial fire fighting operations

When the fire is becoming more intense due to the wind, anchor ship

or maneuver to leeward

Close openings including door, skylights and vent duct and stop

mechanical vent fans

Position ship, so that the fire and smoke dose not hamper fire fighting

activities

Electric power supply leading to fire site is to be cut off

When fire fighting activities of the ship are judged to be inadequate

request assistance from ships sailing in the vicinity before it is to late

Check condition of lifeboats and prepare to abandon ship for the

preservation of life

If there is an escape or jettision of flammable cargo, care should be

taken to prevent flammable vapour from the cargo reaching sources of

ignition on board or on other ships

⃞

⃞

⃞

⃞

⃞

⃞

⃞

⃞

⃞

⃞

Position : Date :

Master's Signature :


__________________________________________________________________________________

A9.2 Sample Checklist for response in case of collision

RESPONSE TO COLLISION

STEP TO CONTROL DISCHARGE IN THE EVENT OF THE CASUALITIES

Ship's Name :

Operator :

Charterer :


The captain is to order the crew to " Go to XXX stations"

When there is no immediate danger to own ship and crew, rescue

crew of the ship

Investigate the damaged area of the ship and ingress of water, and

take emergency measures according to degree to prevent the damage

becoming worse

When an ingress of water is found as a result of damage investigation

take necessary to prevent water coming in or pump out the water

already taken, according to the position and amount of water taken in

Close watertight doors and inert wooden plugs, use collision mats,

cement boxes to decrease of water due to damage

When water penetration is severe even after counter measures are

taken, and there is a danger of the ship sinking, consider grounding on

an appropriate shore and own steam

⃞

⃞

⃞

⃞

⃞

⃞

Position : Date :



__________________________________________________________________________________

A9.3 Sample Checklist for response in case of grounding

RESPONSE TO GROUNDING

STEP TO CONTROL DISCHARGE IN THE EVENT OF THE CASUALITIES

Ship's Name :

Operator :

Charterer :


The captain is to order the crew to " Go to XXX stations "

The master should first obtain information about the situation, including

tides, currents, weather, depth of water and etc.

A visual inspection should be carried out, together with sounding of

cargo hold and other compartments, examination of empty spaces, etc.

Strict safety precautions should be taken before entering any empty

space, in order to avoid any risks from toxic fumes or oxygen

deficiency

Check the condition of grounding, ship's bottom and damaged area to

ascertain possibility of refloating

In deciding to make an immediate to reflost, the master should the use

of the ship's engines.

If there are signs of excessive hogging, sagging or of undulations in

the sides of the hull, more careful consideration is require before

attempting to refloated the ship.

When judged to be impossible to refloat without aid, promptly arrange

salvage interests.

When the ship is taking water due to grounding, take preventive

measures, i.e. close watertight doors in order to minimize ingress of

water

Internal cargo transfer to the empty or slack tanks in case of minor

damage

Ship to ship transfer procedures establish, when judged to be

impossible to internal transfer

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Position : Date :



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A9.4 Sample Checklist for response in case of hull failure

RESPONSE TO HULL FAILURE

STEP TO CONTROL DISCHARGE IN THE EVENT OF THE CASUALTIES

Ship's Name :

Operator :

Charterer :


The captain is to order the crew " Go to XXX stations "

In the event of leakage from area above sea level, promptly transfer

cargo oil or fuel oil in tank in question and reduce level in tank to well

below sea level

Should it not be possible to transfer oil internally, consider transfer to

another ship or an on-shore tanks.

should it be suspected that leakage is from area below sea level

immediately close opening to upper deck including vent valve of

damaged tank to make pressure inside tank vacuum.

Should it not be possible to identify specific tank from which leakage is

occurring, reduce levels of all tanks in the vicinity, taking ito account

the effect on hull stress and stability.

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Position : Date :


APPENDIX 10 Relevant Drawings

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A10.1 General Arrangement

A10.2 Midship Section

A10.3 Capacity plan (capacity and arrangement of cargo tanks and/or fuel tanks)

A10.4 Cargo oil and/or fuel oil piping diagram

A10.5 Ballast piping diagram

SOPEP Tanker

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