Ship Board Oil Pollution Emergency Plan (SOPEP) 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.
In case of operational spills: Preventive measures and procedures. Actions in the event of- Pipeline leakage. Tank overflow. Hull leakage.
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 contacts- Company. P & I club and correspondents. Agents.
Ships particulars.
General arrangement plan. Table of tank capacities capacities.. Piping and pumping plan. Bunker dispositi disposition. on. 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 emergency drills.
Engine failure (v/l rolling heavily):
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 rolling- Winging 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. si gnal. 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. l ights. 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.
Chief officers duties Internal sounding of all tanks- check watertight integrity. Machinery space wet or dry. Head count- check for casualties. Investigate pollution possibilities. consider ballasting to bring damaged portion above waterline.
Masters legal obligations:
Standby to render assistance. Exchange information with master of other ship. information- General particulars of other vessel. Port of departure. Port of destination. Report accident to Marine Accident Accide nt 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.
Chief officers duties: Extent and position of damage. Head count- casualties. Check watertight integrity of hull- internal and external soundings. After soundings have been made air pipes and sounding pipes to be well secured. This will prevent oil pollution and water pressure causing the oil to rise upwards. Condition of machinery wet or dry. .
Chief officers duties: Shut all watertight doors and fire doors. departments. s. Obtain damage reports from all department 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 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 board- deballasting and jettison as last option. Damage stability. Consider dropping an anchor to prevent a damaged ship from sliding into deeper d eeper 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
MANAGEMENT OF OWN VESSEL IN HEAVY WEATHER Verify vessels position and and consider re routeing Update weather report and plot storm movement STABILITY:- avoid slack tanks and eliminate free surface Rig life lines Fwd and Aft Warn all departments of heavy weather Close up deck vents, remove cowls
MANAGEMENT OF OWN VESSEL IN HEAVY WEATHER Check cargo lashing:- heavy lifts, deck cargo, hazardous cargo Check deck securing, anchors, life-boats, water-tight doors Secure all derricks and cranes Batten down all dead lights (steering flat) Clear all deck of surplus gear Slacken of signal and whistle halyards
MANAGEMENT OF OWN VESSEL IN HEAVY WEATHER Remove all awnings Drain swimming pools Establish heavy weather work routine Check securing on accommodation ladder Secure bridge against heavy rolling/pitching Reduce speed in ample time to avoid pounding
MANAGEMENT OF OWN VESSEL IN HEAVY WEATHER Organise meal relief’s and watches Update position and pass to shore station (AMVER) Free board deck seal check - hatches and tank lids Reduce manpower on deck work Final checks on LSA gears - bridge rockets etc.
MANAGEMENT OF OWN VESSEL IN HEAVY WEATHER Obtain weather predictions and update reports Engage manual steering in ample time appropriate te Revise ETA if appropria Adjust ballast tanks to provide optimum trim
Heavy weather precautions Verify vessels position and consider re routing. Update weather report and plot storm movement. Stability- avoid slack tanks and minimise FSE. Warn all departments.
Heavy weather precautions Rig lifelines forward and aft. Check cargo lashing. Close all deck ventilation. spurling pipe Anchors to be well secured- spurling cemented, break tight, bow stopper well secured and additional lashing at the hawse pipe. All derricks and cranes secured.
Heavy weather precautions Check that accommodation ladder has been well secured. Clear deck of surplus gear. Secure bridge against heavy rolling and pitching. Slacken halyards and remove awnings. Establish heavy weather work routine- reduce manpower on deck.
Heavy weather precautions Obtain and update weather reports continuously. Update position. Reduce speed to prevent pounding and engage manual steering in ample time. Revise e.t.a. Make relevant log entries.
PREPARATION WHEN PROCEEDING TO A DISTRESS Prepare hospital to receive casualties Plot rendezvous position and possible search pattern Stand by communication officer and establish communication Pass own position and details with relevant search and rescue operation update to RCC Prepare rescue boat and emergency crew
PREPARATION WHEN PROCEEDING TO A DISTRESS Obtain current weather situation Highlight navigational dangers to own ship Maintain own ship at operational status Navigate on manual steering Obtain update on target information Note activities in log book
PREPARATION WHEN PROCEEDING TO A DISTRESS Maintain internal and external communication Brief operational personnel’s. (OOW, boat coxswain) Rig ‘Guest Wrap’ Plot position and prevailing currents estimate drift Post look-outs high as area is entered
PREPARATION WHEN PROCEEDING TO A DISTRESS Provide information to engine room advice on standby manoeuvring speed Radar operational at various ranges, long range scanning and plotting on going Advise owners agents agents and reschedule ETA ETA Update RCC/MRCC
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 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.
When can a master decline to proceed to a search and rescue Putting own vessel, crew or passengers in danger. Bunker capacity does not permit. Weather conditions are unfavourable. Loadline zone does not permit. When it is not practical to do so.
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 water, power, bonding, bonding, access access and 11. Obtain facilities:- water, garbage disposal 12. Sound round on the blocks repair list (to allow cost/time cost/time estimates. estimates. 13. Prepare a repair Allows officer to monitor and protect owners owners interest ****DRYDOCK ****DRYDOC K PLAN:- shows underwater appendages, hog, echo sounders, bilge keels, stabilisers and condensers. ****SHELL ****SHE LL 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 compartment compartmentss 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 ship’s 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 Any
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