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Every non-tanker of 400 grt or above and every tanker of 150 grt and above must have SOPEP on board in the form of a manual. The plan should consist of the following: The procedure to be followed by master or another person having charge of the ship to report an oil pollution incident.
When:
If discharge exceeds MARPOL limits. Discharge to save life or property. Discharge resulting from damage. Threat or probability of discharge.
How:
By quickest available means to coastal radio station, designated ship movement reporting system or RCC at sea. By quickest available means to local authorities in port.
What:
Initial report. Follow up report. Cargo / ballast bunker disposition. Characteristics of oil spilled. Slick movement. Weather and sea conditions. List of authorities to be contacted in the event of an oil spill.
Who
Nearest coast station. Harbour and terminal authorities. Ship owners / managers / P & I authorities. A detailed description of the action to be taken immediately by persons on board to reduce or discharge of oil following the incident. In case of spills caused by casualties: Immediate action to preserve life and property. Immediate action to prevent escalation of the incident. Damage assessment procedures.
The procedures and point of contact on the ship for co-ordinating ship board action with national and local authorities in combating the pollution. Action required initiating response. Ships responsibility regarding monitoring clean up activities. Assistance that can be provided by the ship. Details of any materials carried on board to assist the cleaning on deck spills. Details of oil spill response arrangement and policies.
on deck spills
Details of oil spill response arrangement and policies. Guidance on record keeping and sampling procedures. List plans and drawings. Company organisational charts. List of key contactsCompany. P & I club and correspondents. Agents.
Ships particulars.
General arrangement plan. Table of tank capacities. Piping and pumping plan. Bunker disposition. Mid ship section plan. Plan indicating frame spacing. Damage stability data. Cargo stowage plan. Cargo certificates of quality. List and disposition of shipboard clean up material. Record of shipboard oil pollution emergency drills.
Emergencies
NUC lights. V/l on hand steering. Inform master. Bring vessel head to wind. Increase weights forward by filling up the forepeak and consider walking back anchor upto 4 to 5 shackles. This will increase the weight forward considering the pivot point of the vessel to shift forward resulting a sailing effect.
To reduce the rollingWinging out weights- increases the rolling period. Reduce GM by ballasting TST`s.
(Topside Tanks)
Manoverboard
Helm hard over on the side which the man has fallen. Release lifebuoy with smoke signal. If possible release the SART. Press GPS MOB button. Sound emergency alarm. Main engines for immediate manoeuvring. Inform master.
Manoverboard
Post lookouts. Sound emergency signal ``O`` on fog signal. Broadcast by VHF to all vessels in the vicinity. Hoist ICS flag ``O``. Turn out rescue boat- muster crew and standby. Continuos monitoring of vessels position on chart. Update weather reports. Log book entries.
Collision
Collision
Stop engines and obtain an assessment of the situation. It may be prudent to maintain a few revolutions in the engines to avoid the other vessel from flooding and consequent sinking when both vessels are separating. Sound emergency alarm. Switch on deck lights and NUC lights. Inform master. Inform engine room and all departments. Broadcast message to all ships in the vicinity.
Collision
Carry out head count and damage assessment. Muster damage control parties and detail duties. Order bilge pumps and ballast pumps to start pumping out effected area. Shut all watertight doors and fire doors. Communication officer- standby to obtain weather report. Navigational officer to update vessels position and assist master as required. Prepare survival craft for immediate launching if situation demands.
Standby to render assistance. Exchange information with master of other ship. informationGeneral particulars of other vessel. Port of departure. Port of destination. Report accident to Marine Accident Investigation Bereau (MAIB). Make entries in official log book.
Grounding
Stop engines. Sound emergency alarm. Display aground lights and switch on deck lights. Inform master and all departments. Broadcast warning message to all vessels in the vicinity and continuos VHF watch maintained. Position on chart investigated and safe port options investigated.
Shut all watertight doors and fire doors. Obtain damage reports from all departments. Refer to vessels damage stability information. Damage control party mustered and reduce the ingress of water. Consider the possibility of fire or oil pollution hazards. Determine nature of bottom. Determine time of next high water. Lifeboat ready and swung out. LSA / FFA equipment standby. Appropriate entries made in logbook.
Beaching
Is defined as taking the ground intentionally as occurs for 2 reasons To prevent the loss of the vessel when damaged below the waterline. When it is the intention to refloat after watertight integrity has been restored.
Beaching
Procedure: Take on full ballast before beaching. Consider bow first if bow damaged and stern first if stern damaged at about 90 o to the tide. Consider letting go the weather anchor first, this would prevent the vessel from slewing parallel to the beach.
Beaching
Should the vessel be damaged stern then stern first approach would be desirable. In this case it could be made in the form of a Mediterranean Moor, letting go both anchors which may be used to heave the vessel of when the time comes. Anti slew wires to be used in conjunction with the anchor. Make internal and external soundings after beaching.
Master to be informed at all times. Calculate times of immediate high water. Consider reducing weights on boarddeballasting and jettison as last option. Damage stability. Consider dropping an anchor to prevent a damaged ship from sliding into deeper waters. Tug to standby at all times when refloating.
Anti pollution measures following emergencies: Plug all scuppers. Repair damage and leaking areas. Pump out surplus to barges or other vessels or transfer to other tanks internally. Organise oil pollution barrier and chemical dispersants. Consider listing or trimming vessel to bring damaged portion over water line.
Heavy Weather
Distress
Preparations when proceeding to a distress: Prepare hospital. Plot rendezvous position and continue updating target position. Highlight navigational dangers. Radar on long range scanning and systematic plotting of targets detected. Communication officer standby. V/l on manoeuvring speed and manual steering.
Distress
Post extra lookouts as high as possible. Pass own details with relevant search and rescue operation update to RCC. Prepare rescue boat and emergency crew. Obtain weather reports. Maintain internal and external position. Rig guest wrap (a rope that extends from forward to aft). Advice owners agents and reschedule e.t.a.
Distress
Chief Officers duties: Rig a good strong rope from bow to quarter (guest wrap). Rig derrick on each side with platform cargo sling ready to help injured or helpless survivors out of water. Rig fenders on each side- to bring lifeboats safely alongside. Get rescue boat ready and crew standby, keep liferaft ready but do not inflate. Check rescue boat equipment. Proper communication between rescue boat and vessel. Medical party and first aid party standby. Ships signalling equipment and LTA standby.
Distress
When approaching the scene: Post extra lookouts. Reduced speed and manual steering employed. Continuos radar watch. Get in touch with RCC and follow instructions. Make own vessel visible to survivors- at night signalling lamp and by day black smoke or use ships whistle.
Distress
Do not dump anything overboard- this may confuse the survivors. Factors that are taken into account when choosing On Scene Commander: On board communication equipment. Whether doctor or trained medical staff on board. Hospital and casualty treatment facilities. Vessels characteristics- freeboard, speed manoeuvrability ETA.
Searching
What determines the spacing in a search pattern? Type of object being searched. Meteorological visibility. Track spacing may be decreased to increase the probability of detection or decreased to increase the area covered in a given time. Sea condition.
Searching
Time of day. Effectiveness of observers. Information picked up from survivors: Ships name and call sign. Complement. Whether other survivors are still in the vicinity. Casualties- names.
Searching
Always remember to approach casualties from leeward and liferaft from windward. Learn diagrams of various search patterns. Read IAMSAR (International Aeronautical and Maritime Search and Rescue) manual also.
DRY DOCKING
CHIEF OFFICER DUTIES 1. All hatches and beams stowed (to give continuity of strength) 2. Derrick and cranes down (to counteract roll) 3. Eliminate free surface 4. Adequate stability check (adequate GM to counteract the rise in G due to P force) 5. Consultation of draft and trim (on advice of the drydock manager) 6. Sound round all tanks 7. Security lock-up spaces 8. Lock-up toilets 9.
DRY DOCKING
10. Dry-dock plan and shell expansion plans for shore positions 11. Obtain facilities:- water, power, bonding, access and garbage disposal 12. Sound round on the blocks 13. Prepare a repair list (to allow cost/time estimates. Allows officer to monitor and protect owners interest ****DRYDOCK PLAN:- shows underwater appendages, hog, echo sounders, bilge keels, stabilisers and condensers. ****SHELL EXPANSION PLANS:- shows positions, frame numbers from aft and keel upward, remove shores/keel blocks in way of damaged areas.
REPAIR AND DRY-DOCK LISTS (a) standard items 1. Hull cleaning, surface preparation, painting 2. Inspection and overhaul of anchors and cables, including ranging and marking 3. Inspection cleaning and painting of cable lockers 4. Pugs to be taken from all bottom and peak tanks (the plugs to be labelled and retained by the chiefofficer and replaced before the dock is flooded)
5. All sea valves and sea chests to be inspected overhauled and painted 6. Inspection and overhaul and load test of all lifting appliances 7. All tanks holds compartments and their closing appliance to be inspected and overhauled 8. Inspection overhaul and load test of all lifting appliances 9. All anodes to be inspected the location and weight or size to be ascertained 10. Survey of ships bottom (known as sighting the bottom) to be conducted.
1. 2. 3. 4. 5.
(b) repair items Renewal of piping Cargo-handling equipment Hatch-closing arrangements Bulkhead leaks Hull structure damage
Replacement of ships side rails 7. Instrumentation and control equipment refurbishing 8. Electric cables 9. Heavy weather damage 10.Overhaul of fire fighting and life saving appliance
modification items
(c) 1. Fire fighting systems such as foam or carbon dioxide 2. Fire detection system 3. New piping and structural arrangements (e.g. Segregated ballast system) 4. Inert gas systems 5. Life-saving appliances arrangements 6. Conversions or restructuring in order to comply with any new mandatory equipment requirements
The End
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