Smpep - Solar Susie

M.T.
SOLAR SUSIE
SHIPBOARD MARINE POLLUTION

EMERGENCY PLAN
M.T. SOLAR SUSIE
IMPORTANT
ANY SPILLAGE OF OIL OR NOXIOUS LIQUID SUBSTANCE

SHOULD BE TREATED AS AN
EMERGENCY.
IT IS VITALLY IMPORTANT TO PREVENT ANY SPILLAGE OF

CARGO OR BUNKERS FROM FLOWING OVERBOARD.
EVERY CREW MEMBER HAS A RESPONSIBILITY

TO PREVENT POLLUTION.
FLEET MANAGEMENT LIMITED
DATE: 05.07.21
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SHIPBOARD MARINE POLLUTION EMERGENCY PLAN
APPROVAL
PLAN APPROVED
DATE APPROVED BY OFFICIAL

STAMP
________________________________________________________________
CHANGE NO.
DATE APPROVED BY
________________________________________________________________
CHANGE NO.
DATE APPROVED BY
________________________________________________________________
CHANGE NO.
DATE APPROVED BY
________________________________________________________________
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FOREWORD
Regulation 37 of Annex I of MARPOL requires every oil tanker of 150 GT

and above and every ship other than an oil tanker of 400 GT and above
to carry a shipboard oil pollution emergency plan (SOPEP) approved by
the Administration. Regulation 17 of Annex II of MARPOL requires
every ship of 150gt and above that is certified to carry noxious
liquid substances in bulk to carry on board a pollution emergency plan
for noxious liquid substances not later than 1st January 2003. Ships
to which both regulations apply may have a combined plan called a
Shipboard Marine Pollution Emergency Plan, or SMPEP.
This shipboard marine pollution emergency plan has been developed with
the above requirements in mind. The purpose of a ship having such a
plan is to give the master guidance on the action to be taken if a
spill of oil or a noxious liquid substance occurs or is threatened,
whether from an error during routine operations or after a major
incident such as a collision, fire or explosion. The plan is based on
the SMPEP guidelines issued by IMO Resolution MEPC.85(44) as amended
by IMO Resolution MEPC.137(53).
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SHIP'S PARTICULARS
Name : SOLAR SUSIE Flag : LIBERIA
POR : MONROVIA Call Sign : D5XD2
IMO Number : 9898515 Official No:
Gross Tons : 30259 Net Tons : 13576
Ship Type : OIL / CHEMICAL TANKER Year Built : 2021
Builder : NEW TIMES SHIPBUILDING CO., LTD
Classification Society: DNV
Length Overall : 183.24 Mtrs LBP : 176.05 Mtrs
Max Breadth : 32.20 Mtrs
Depth : 19.10 Mtrs Summer draught : 13.30 Mtrs
Summer DWT : 49389 MT
Propulsion :
Propeller : SINGLE SCREW, FIXED PITCH, 4 BLADES

RH, MATERIAL NI-AL-BRONZE
Owner : SHANDONG SHIPPING TANKER CO. LIMITED
Address : 36F, INTERNATIONAL SHIPPING CENTER

66 LIAN YUNGANG ROAD
QINGDAO, SHAN DONG
CHINA
Telephone :
E-Mail :
Manager : FLEET MANAGEMENT LIMITED
Address : 27th FLOOR, SOUTH ISLAND PLACE

8 WONG CHUK HANG ROAD
HONG KONG
Telephone : +852 2298 8300

Facsimile : +852 2528 1550
E-Mail : [email protected]
III
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TABLE OF CONTENTS
SECTION SUBJECT PAGE REV.NO. DATE
APPROVAL DOCUMENT I 0 05.07.21
FOREWORD II 0 05.07.21
SHIP’S PARTICULARS III 0 05.07.21
TABLE OF CONTENTS IV - VII 0 05.07.21
RECORD OF CHANGES VIII 0 05.07.21
REGULATORY REQUIREMENTS IX 0 05.07.21
RESPONSE PLAN REQUIREMENTS X 0 05.07.21
INTRODUCTION XI 0 05.07.21
1 PREAMBLE 1 0 05.07.21
2 REPORTING REQUIREMENTS
GENERAL 1 - 2 0 05.07.21
2.1 WHEN TO REPORT 3 0 05.07.21
2.1.1 ACTUAL DISCHARGE 3 0 05.07.21
2.1.2 PROBABLE DISCHARGE 3 0 05.07.21
2.2 INITIAL REPORT OF INCIDENT 4 - 10 0 05.07.21
2.3 WHOM TO CONTACT 11 - 13 0 05.07.21
2.4 COMMUNICATION METHODS 13 0 05.07.21
3 STEPS TO CONTROL DISCHARGE
3.1 OPERATIONAL SPILLS OF OIL 1 0 05.07.21
3.1.1 PIPELINE LEAKAGE DURING

DISCHARGING OR LOADING OF OIL
CARGOES, OR DURING BUNKERING 1 - 2 0 05.07.21
3.1.2 TANK OVERFLOW DURING LOADING

OR BUNKERING 3 0 05.07.21
3.1.3 HULL LEAKAGE 4 0 05.07.21
IV
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TABLE OF CONTENTS (CONT’D)
3.2 SPILLS RESULTING FROM

CASUALTIES 5 0 05.07.21
3.2.1 GROUNDING AND STRANDING 6 – 7 0 05.07.21
3.2.2 FIRE AND EXPLOSION 8 0 05.07.21
3.2.3 COLLISION WITH A FIXED OR

MOVING OBJECT 8 0 05.07.21
3.2.4 HULL FAILURE 9 0 05.07.21
3.2.5 EXCESSIVE LIST 10 0 05.07.21
3.2.6 CONTAINMENT SYSTEM FAILURE 11 0 05.07.21
3.2.7 SUBMERGED, FOUNDERED OR

WRECKED 12 0 05.07.21
3.2.8 HAZARDOUS VAPOUR RELEASE 12 0 05.07.21
3.3 DAMAGE STABILITY & HULL 13 0 05.07.21

STRENGTH CONSIDERATION 14-15 0 05.07.21
3.4 LOCATION OF VESSEL’S PLANS 18 0 05.07.21
3.4.1 CARGO AND FUEL STOWAGE DATA 18 0 05.07.21
3.5 PRIORITY ACTIONS 18-19 0 05.07.21
3.6 LIGHTENING ACTIVITIES 19 0 05.07.21
3.7 MITIGATING ACTIVITIES 20-21 0 05.07.21
4 NATIONAL & LOCAL CO-ORDINATION

GENERAL 1 0 05.07.21
4.1 SPILL RESPONSE TECHNIQUES 2 – 3 0 05.07.21

4.2 AVAILABILITY OF CLEAN-UP
RESOURCES 4 0 05.07.21
4.3 ORGANISATION & RESPONSIBILITY

FOR RESPONSE 4 0 05.07.21
V
FLEET MANAGEMENT LIMITED DATE: 05.07.21
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4.4 INITIATING THE CLEAN-UP

RESPONSE 5 – 6 0 05.07.21
4.5 CREW RESPONSIBILITIES, RESPONSE

TO OVERBOARD DISCHARGE 7 0 05.07.21
4.6 POINT OF CONTACT AND

COORDINATING WITH AUTHORITIES 7 0 05.07.21
5 ADDITIONAL INFORMATION
5.1 VESSEL'S POLLUTION PREVENTION

TEAM 1 0 05.07.21
5.1.1 GENERAL RESPONSIBILITIES 2 – 3 0 05.07.21
5.2 TRAINING PROCEDURE AND

REQUIREMENT 4 – 5 0 05.07.21
5.3 DRILL PROCEDURE AND

REQUIREMENT 5 - 6 0 05.07.21
5.4 PLAN REVIEW & UPDATE

PROCEDURES 7 0 05.07.21
5.5 PUBLIC AFFAIRS 8 0 05.07.21
5.6 EMERGENCY TOWING 9 0 05.07.21
5.7 RECORD KEEPING & SAMPLING

PROCEDURES 10 0 05.07.21
APPENDIX 1
LIST OF NATIONAL OPERATIONAL As per Latest Published List
CONTACT POINTS
APPENDIX 2
LIST OF PORT CONTACTS 1 & 2 0 05.07.21
APPENDIX 3
LIST OF SHIP INTEREST CONTACTS 1 & 2 0 05.07.21
APPENDIX 4
LIST OF OIL SPILL RESPONSE
EQUIPMENT CARRIED ON BOARD 1 & 3 0 05.07.21
VI
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12
SECTION SUBJECT PAGE REV.NO DATE
APPENDIX 5A
OPERATIONAL OIL SPILL RESPONSE
CHECK LIST 1 0 05.07.21
APPENDIX 5B
CASUALTY OIL SPILL RESPONSE
CHECK LIST 1 0 05.07.21
APPENDIX 5C
EXAMPLE CHECKLISTS FOR USE
IN EMERGENCIES CHECKLIST 1 0 05.07.21
APPENDIX 5D
EXAMPLE CHECKLSITS FOR USE
IN EMERGENCIES 1 0 05.07.21
APPENDIX 6
SUMMARY FLOW CHART OF SHIPBOARD
ACTIONS 1 0 05.07.21
APPENDIX 7 A & B
SPILL NOTIFICATION SEQUENCE 1 & 2 0 05.07.21
APPENDIX 8
NOTIFICATION CHECKLIST 1 0 05.07.21
APPENDIX 9
NOTIFICATION FORM FOR KINGDOM 1 & 2 0 05.07.21
OF SAUDI ARABIA
APPENDIX 10
VESSEL'S PLANS & DRAWING 1 0 05.07.21
APPENDIX 11
GUIDELINES ON SHIP-TO-SHIP 1-10 0 05.07.21
TRANSFER OPERATIONS
APPENDIX 12
RECORD OF TRAINING 1 0 05.07.21
VII
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RECORD OF CHANGES
SECTION PAGE REVISION NO. DATE

ALL ALL 0 05.07.21
VIII
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REGULATORY REQUIREMENTS
1. Regulation 37 of Annex I of MARPOL 73/78 requires every oil tanker

of 150 tons gross tonnage and above, and regulation 17 of Annex II
of MARPOL 73/78 requires every ship of 150 tons gross tonnage and
above certified to carry noxious liquid substance in bulk, to have a
Shipboard Emergency Plan with four elements: procedures for
reporting oil pollution incidents; a listing of authorities to be
notified; a detailed description of actions to be taken by the
vessel's crew to reduce or control an oil discharge; and procedures
for co-ordinating shipboard activities with national and local
authorities.
2. Without interfering with ship owner’s liability, some coastal

States consider that it is their responsibility to define
techniques and means to be taken against a marine pollution
incident, and approve such operations, which might cause further
pollution, i.e. lightening. States are in general entitled to do so
under the International Convention relating to Intervention on the
High Seas in Cases of Oil Pollution Casualties, 1969 (1969
intervention Convention) and the protocol relating to Intervention
on the High Seas in cases of pollution by substances other than
Oil, 1973 (1973 Intervention Convention). The USA is the notable
example, and owners or operators of ships carrying oil as cargo in
US waters must additionally:
• identify and ensure, through contract or other approved means,
the availability of private fire-fighting, salvage, lightering
and clean-up resources
• identify a qualified individual with full authority to implement
the response plan, including the activation and funding of
contracted clean-up resources
• describe training and drill procedures.
3. The following flow diagram should be used to ascertain whether the

vessel has to be ready to put into effect the MARPOL "Shipboard
Marine Pollution Emergency Plan" or the U.S. "Vessel Response
Plan".
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RESPONSE PLAN REQUIREMENTS
Is the ship of 150 GT or Ship required to use a

more and certified to carry “Shipboard Marine Pollution
noxious liquid substances Yes Emergency Plan” in
No
in bulk ? accordance with regulation 17
of Annex II of MARPOL 73/78
(3)
Does the ship

Does the ship carry petroleum (1) or carry fuel oil
non-petroleum (2) oil in bulk as No or diesel oil No
primary or secondary cargo ? bunkers ?
No response plan
Yes required
Yes
No
Is the ship:
operating in US navigable waters, or
Is the ship either:
transferring oil cargo in a US port, or
No An oil tanker of 150 GT or more, or
receiving or delivering oil in a
lightering operation within the US A ship other than an oil tanker of 400GT or
EEZ where the cargo is destined for a more ?
US port ?
Yes
Yes
Ship required to use a

“Shipboard Oil Pollution
Ship required to use a “Vessel Emergency Plan” in
Response Plan” in accordance accordance with regulation 37
with OPA-90 of Annex I of MARPOL 73/78
(1) Any petroleum based oil including, but not limited to, petroleum fuel oil, oil refuse and oil mixed with wastes
other than dredged spoil.
(2) Any non-petroleum based oil, including but not limited to, animal and vegetable oils.
(3) It is expected that USA will make similar requirements for NLS transfers as now exist for oil transfers
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INTRODUCTION
1. This plan is written in accordance with the requirements of
regulation 37 of Annex I and/or regulation 17 of Annex II of the
International Convention for the Prevention of Pollution from
Ships, 1973, as modified by the Protocol of 1978 relating thereto
(MARPOL 73/78).
2. Without interfering with ship owner’s liability, some coastal

States consider that it is their responsibility to define
techniques and means to be taken against a marine pollution
incident, and approve such operations, which might cause further
pollution, i.e. lightening. States are in general entitled to do
so under the International Convention relating to Intervention
on the High Seas in Cases of Oil Pollution Casualties, 1969
(1969 intervention Convention) and the protocol relating to
Intervention on the High Seas in cases of pollution by
substances other than Oil, 1973 (1973 Intervention Convention).
3. The purpose of the plan is to provide guidance to the Master and

Officers on board the ship with respect to the steps to be taken
when a pollution incident has occurred or is likely to occur. A
brief guideline of the course of action that a shipboard
personnel should follow is included in the form of a summary
flowchart as Appendix 6.
4. The plan contains all information and operational instructions

required by the Guidelines for the development of the Shipboard
Marine Pollution Emergency Plans, (IMO Resolution MEPC.85 (44) as
amended by IMO Resolution MEPC.137(53). The appendices contains
names, telephone, telex numbers, etc., of all contacts referred
to in the plan, as well as other reference material.
5. This plan has been approved by Republic of Liberia

administration, except as provided in item 6 below, no alteration
or revision shall be made to any part of it without the prior
approval of LISCR.
6. Changes to Section 5 and the appendices will not be required to

be approved by the Administration. The appendices shall be
maintained up to date by the vessel's managers.
7. Routine drills conducted on board will not only ensure that the
ship staff are familiar with their duties but will assist in
forming a proficient team to combat all pollution incidents in an
efficient manner.
8. Following an incident in which the plan has been activated, a

post incidence review shall be conducted to verify its
effectiveness.
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SECTION 1
PREAMBLE
1. This Shipboard Marine Pollution Emergency Plan is provided to
assist personnel in dealing with an unexpected discharge of oil
and noxious liquid substances. It’s 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.
2. The plan makes use of flowcharts and checklists to guide the
Master through the various actions and decisions, which will be
required in an incident response. The charts and checklists
provide a visible form of information, thus reducing the chance
of oversight or error during the early stages of dealing with an
emergency situation.
3. The plan includes guidance to control discharge of oil and
noxious liquid substance resulting from casualties, as well as
operational discharge of oil/NLS during bunkering and cargo
operations.
4. When the ship involves in the pollution incident, it is necessary
to report to the relative organisation, to control discharge of
oil and noxious liquid substance and to arrange for coordination
with the relative organisation, according to the plan.
5. For the plan to accomplish its purpose, it must be understood by
the ship management personnel, both on board and ashore.
6. Extensive background information about the ship and its cargoes
has been avoided, but for ready reference, tank plans, pipeline
diagrams and capacity charts, with a general arrangement of the
hull and upper deck, are appended to the plan.
7. The plan is designed to link into the Company's corporate plan
for dealing with pollution emergencies; and the master will be
backed up on-scene by management appointed personnel as the
circumstances and the position of the vessel at the time of the
incident, require.
8. For any plan to be effective it has to be:
• familiar to those with key functions on board the ship;
• evaluated, reviewed and updated regularly; and
• tested for viability in regular practices.
9. Training and exercises in implementation of the shipboard
mitigation procedures must be held at regular intervals.
Similarly, exercises in the communications procedure will be
necessary to verify that the Company's corporate plan is also
effective.
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SECTION 2
REPORTING REQUIREMENTS
GENERAL
1. Article 8 and Protocol I of MARPOL 73/78 require that the nearest

coastal state should be notified of actual or probable discharges
of harmful substances to the sea. The intent of the requirement
is to ensure that coastal states are informed without delay of
any incident giving rise to pollution or threat of pollution of
the marine environment, as well as the need for assistance and
salvage measures, so that appropriate action may be taken.
2. The reporting procedure to be followed by the Master or other
person in charge of the ship after an oil pollution incident is
based on guidelines developed by the International Maritime
Organization. These guidelines which have been adopted by the
International Maritime Organization by resolution A.851 (20)”as
amended by Resolution MEPC. 138(53)” relates to “General
principles for ship reporting system and ship reporting
requirements, including Guidelines for reporting incidents
involving dangerous goods, harmful substances and/or marine
pollutants”.
3. If the ship is involved in a pollution incident, reports must be
made both to coastal state or port contacts as appropriate, and
to contacts representing interest in the ship.
4. A flow chart indicating the reporting procedure to be followed in
accordance with the MARPOL requirements is given overleaf.
5. Some coastal states consider that it is their responsibility to
define techniques and means to be taken against a marine
pollution incident, and to approve such operations which might
cause further pollution, e.g. lightening. The United States of
America is the notable example of this.
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REPORTING REQUIREMENTS
HAS THERE BEEN AN ACCIDENT OR

Yes HAZARDOUS INCIDENT ? No
IS THERE AN ACTUAL
SPILL OF OIL OR NO REPORT
NOXIOUS LIQUID No REQUIRED
SUBSTANCE ?
See 2.1.1
IS THERE A PROBABILITY OF A SPILL

Yes OF OIL OR NOXIOUS LIQUID No
SUBSTANCE ?
See 2.1.2
A REPORT IS REQUIRED Yes
No IS SHIP IN PORT ? Yes
NOTIFY NEAREST COASTAL STATE NOTIFY PORT AUTHORITIES

BY QUICKEST POSSIBLE MEANS. BY AGREED MEANS.
Use format in 2.2 and see 2.3 See 2.3
NOTIFY SHIP INTERESTS

See 2.3
MANDATORY INITIAL
REPORTING ACTION
NOW COMPLETE PREPARE FOLLOW-UP REPORTS
AS PRACTICABLE
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SECTION 2.1 WHEN TO REPORT

2.1.1 Actual discharge
A report is required whenever there is:
• a discharge of oil and/or noxious liquid substance resulting from
damage to the ship or its equipment; or
• an intentional discharge for the purpose of securing the safety of a
ship or saving life at sea; or
• during the operation of the ship there is a discharge of oil or
noxious liquid substance in excess of the quantity or instantaneous
rate permitted under applicable marine pollution regulations.
Reports to coastal states should be in the style given in Section 2.2.
2.1.2 Probable discharge

Although an actual discharge may not have occurred, a report is
required if there is the probability of a discharge.
In judging whether there is such a probability, and thus whether a
report must be made, the following factors should be taken into
account:
• the nature of damage sustained by the ship;
• failure or breakdown of machinery or equipment which may adversely
affect the ability of the ship to manoeuvre, operate pumps, etc.;
• the location of the ship and its proximity to land or other
navigational hazards;
• present weather, tide, current and sea state;
• expected weather conditions;
• traffic density;
• morale, health and ability of the crew on board to deal with the
situation.
As a general guide the master should make a report in cases of :
• damage, failure or breakdown which affects the safety of the ship or
other shipping: examples of such situations are collision,
grounding, fire, explosion, structural failure, flooding, cargo
shifting;
• failure or breakdown of machinery or equipment which results in
impairment of the safety of navigation: examples are breakdown of
steering gear, propulsion, electrical generating system, essential
ship-borne navigational aids.
Follow Up Reports
Once the vessel has transmitted an initial report, further reports
should be sent at regular intervals to keep those concerned informed
of developments.
Follow up reports to coastal states should always be in the style
given in Section 2.2, and should include information about every
significant change in the vessel's condition, the rate of the release
and spread of oil or noxious liquid substance, weather conditions, and
details of agencies notified and clean-up activities.
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SECTION 2.2 INITIAL REPORT OF INCIDENT
Content of Reports
The format and content of an initial report are given below. The
format is consistent with the General Principles for Ship Reporting
Systems and Ship Reporting Requirements, including Guidelines for
Reporting Incidents Involving Dangerous Goods, Harmful Substances
and/or Marine Pollutants, adopted as Resolution A.851(20)”as amended
by Resolution MEPC. 138(53)” by the International Maritime
Organization (IMO), and should be followed so far as possible. (Note:
The reference letters in the listing below do not follow the complete
alphabetical sequence as certain letters are allocated to information
required for other reporting formats).
The report should contain the following information:
In case of verbal message, the name, rank and address of Addressee
Type of report, i.e. whether Marine Pollutants report (MP)

Harmful Substances report (HS) or Dangerous Goods report
(DG)
AA Name, call sign, nationality of ship, MMSI, INMARSAT MES
BB Date and time (GMT) of incident [a 6 digit group giving day

of month (first 2 digits), hours & minutes (last 4 digits)]
CC Ship’s position [ a 4 digit group giving latitude in degree

and minutes suffixed with N or S, and a 5 digit group
giving longitude in degrees and minutes suffixed with E or
W ]
Latitude and longitude, or
DD Ship’s position [ True bearing (first 3 digits) and

Distance (state distance) in nautical miles from clearly
Identified landmark (state landmark)
True bearing and distance from landmark
EE True Course ( A 3 digit group)

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FF Speed at time of incident ( A 3 digit group, to nearest

tenths of a knot)
LL Route information- details of intended track
MM Full details of radio stations and frequencies guarded

Ship’s Radio Communication Equipment VHF, MF SSB, HF SSB, INMARSAT MES
NN Time of next port [ date time group as expressed in BB ]
OO Maximum present draught in metres [ a 4 digit group giving

metres and centimetres ]
PP Type(s) and quantity(s) of cargo on board
Nature of the incident, including defects, damage,

QQ deficiencies, other limitations
Condition of the vessel as relevant
Ability to transfer cargo, fuel, ballast
RR Brief details of pollution (if any)
Cargo type
Quantity discharged or estimate
Whether the discharge is continuing
Cause of the discharge
Size of the slick or estimate
Movement of the slick or estimate
SS Weather and sea condition
Wind force and direction
Sea state and direction
Tidal information
Current information
TT Ship’s owner and/or representative (operator, manager)
Name
Address
Telex
Telephone
Facsimile
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INITIAL REPORT (CONTD)
UU Details of the ship
Length
Breadth
Tonnage
Type
WW Total number of persons onboard
XX Miscellaneous
Brief details of incident
Names of other ships involved
Action taken to limit discharge
Assistance or salvage resources requested (if none state so)
Personnel injuries
Medical assistance requested
Ship’s mobile phone number, if any
If no outside assistance is required, this should be clearly stated.

Reports should be transmitted by the quickest available means to the
responsible authorities of the nearest coastal state or the Rescue Co-
ordination Centre (RCC) via the appropriate shore radio station. If
the ship is within or near to an area for which a ship reporting
system has been established, reports should be transmitted to the
designated shore station of that system.
The following additional information should be sent to the owner or
operator either at the same time as the initial report or as soon as
possible thereafter:
• Further details of damage to ship and equipment.
• Whether damage is still being sustained.
• Assessment of fire risk and precautions taken.
• Disposition of cargo on board and quantities involved.
• Number of casualties.
• Damage to other ships or property.
• Time (UTC) assistance was requested and time (UTC) assistance
expected to arrive at the scene.
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• Name of salvor and type of salvage equipment.

• Whether further assistance is required.
• Priority requirements for spare parts and other materials.
• Details of outside parties advised or aware of the incident.
• Any other important information.
For ships carrying noxious liquid substances, it may be found useful

to report other information such as the soundness of empty tanks or
spaces, the nature of any ballast on board, and the reliability of
power generation for the cargo containment system, main propulsion and
crew environment.
After transmission of the information in an initial report, as much as
possible of the information essential for the safeguarding of life and
the protection of the ship and the marine environment should be
reported in a supplementary report to the coastal state and the owner
or operator, in order to keep them informed of the situation as the
incident develops. This information should include items PP, QQ, RR,
SS and XX, as appropriate.
Examples of initial reports follow, together with an example of a
format which may be found suitable for direct transmission.
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FOLLOW-UP REPORT OF INCIDENT
In case of verbal message, the name, rank and address of addressee
AA Name, call sign, nationality of ship
BB Date and time (GMT) of incident [a 6 digit group giving day of month
(first 2 digits), hours & minutes (last 4 digits)]
CC Ship’s position [ a 4 digit group giving latitude in degree and

minutes suffixed with N or S, and a 5 digit group giving longitude in
degrees and minutes suffixed with E or W ]
Latitude and longitude, or
DD Ship’s position [ True bearing (first 3 digits) and distance (state

distance) in nautical miles from clearly identified landmark (state
landmark) ]
True bearing and distance from landmark
NN Time of next report [ date time group as expressed in BB ]
OO Maximum present draught in metres [ a 4 digit group giving metres and

centimetres ]
QQ Updated vessel information
Significant changes
Stability
Damage to vessel
Machinery affected
Impaired capabilities
RR Update on discharge
Revised estimate
Spread
Movement
Cleanup activities
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FOLLOW-UP REPORT OF INCIDENT (CONTD)
SS Update on weather and sea condition
XX Miscellaneous
Results of ullage check
Assistance requested (state none if appropriate)
Personnel injuries
Notifications made
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EXAMPLE FORMAT FOR INITIAL REPORT BY FACSIMILE
AA
BB
_______________
D D H H M M
CC OR DD BEARING DISTANCE
LAT _______________ _______ _________

d d m m N/S d d d N miles
LONG ________________ FROM ___________________________

d d d m m E/W
EE FF
_______ ____________
d d d kn kn 1/10
LL
MM
NN
________________
D D H H M M
OO
_____________
m m cm cm
PP
QQ
RR
SS
DIRECTION __________ DIRECTION ___________
WIND SWELL
FORCE (Beaufort) HEIGHT (m)
TT
UU
LENGTH: (m) BREADTH: (m) DRAUGHT: (m) TYPE:
XX
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SECTION 2.3 WHOM TO CONTACT
In the event of an oil or Noxious liquid substance spill or a

substantial threat of same, it is shall be the responsibility of the
Master and the Owner/Manager to notify the applicable parties
mentioned below. As far as practicable the initial notification shall
be made by the telephone which shall be followed up by a written
notification. The Master shall however use his discretion to use the
quickest and best available means of communication, i.e. telex,
telephone or telefax. Should the Master be absent from the vessel or
incapacitated due to some reason, the Chief Officer shall take over
charge for making the appropriate notification.
Reference shall be made of the “spill notification sequence” included

as Appendix 7(a) and 7(b), wherein the notification requirement for
spills occurring more than 200 miles from shore and in port or within
200 miles from shore have been outlined.
For ready reference a “notification checklist” has also been included
as Appendix 8 in which all the relevant entries shall be made, copy of
which shall be forwarded to the Manager’s office as soon as possible.
NATIONAL OPERATIONAL CONTACT POINTS
In order to expedite response and minimise damage from a pollution

incident, it is essential that appropriate coastal states are notified
without delay. This process is begun with the initial report and the
Master has a statutory obligation to report such incident. Guidelines
for compiling reports are provided in Section 2.2.
This plan includes as Appendix 1, a list of agencies or officials of

administrations responsible for receiving and processing reports. In
the absence of a listed focal point, or where the responsible
authority cannot be contacted by direct means without delay, the Master
shall contact the nearest coast radio station, designated ship movement
reporting station or Rescue Co-ordination Centre (RCC) by the quickest
available means.
In this respect it shall be noted that if the pollution incident has

occurred while within the U.S. Exclusive Economic Zone, the U.S.
National Response Centre or the appropriate agency of the U.S.
government must be notified within 30 minutes of occurrence.
PORT CONTACTS
If an spill occurs when the vessel is in port, whatever the cause; it

shall be the Master’s Primary duty to immediately report the incident
to the appropriate local authority (refer Appendix 2, “List of Port
Contacts”) to speed up the response and activate the vessel’s Marine
Pollution Prevention Team.
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As it is not feasible to make relevant entries in the enclosed “List of

Port contact”, it shall be the duty of the Master to obtain, on arrival
any port, precise details of whom to notify locally as well as the
details concerning local reporting procedures and update Appendix 2
suitably. As a guidance, following is a list authorities whose details
may be necessary:
• Agents
• Terminal/loading master
• Local fire department (in case of explosion and/or
fire)
• Port Authority
• The vessel’s local P&I representative
• Charterer
• Clean-up contractor
SHIP INTEREST CONTACTS
A list of ship interest contacts is detailed in Appendix 3 which

includes the address and contact numbers of the Owners, Managers,
vessel’s Classification Society, Insurance representative and Flag
State authorities. Also included in the same Appendix are names and
after office hour telephone numbers of key personnel within the
Manager’s office which has been listed in order of priority.
In the event of a spill, resulting due to a serious incident, the

Master’s primary responsibility shall be to safeguard the safety of
the personnel and the vessel and take steps to control and minimize
the effects of the casualty. As such, from the list included in
Appendix 3, he shall restrict his notification to only the Managers
unless otherwise directed at that time. While notifying any incident
of spill or likely occurrence of same to the Managers the Master or in
his absence the Chief Officer, shall immediately contact the concerned
person(s) in the Manager’s office or at their after office hour
telephone numbers, listed in Appendix 3, till such time a contact is
made.
Once initial reports have been received by the office, the Manager
shall activate the company’s contingency plan, and it shall be the
duty of the Managers to ensure that the vessel’s owner and other
interests such as Flag State authorities, P & I Club and
Classification Society are notified and kept up to date on the
incident.
If required, dependent on the seriousness of the incident, the

company’s office will be staffed as soon as possible after receipt of
an initial report for which the Master will be suitably informed and
subsequently the Master shall direct all his communication to the
office. The vessel’s Charterers or Cargo Operators shall be kept
informed of the incident through the vessel’s owners.
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SUMMARY OF WHOM TO CONTACT
WHOM TO NOTIFY MADE BY
1) National Operational Contact Master (within 30 minutes)

Points (refer Appendix 1)
2) Port/Terminal authorities Master (within 30 minutes)
(refer Appendix 2)
3) Local or Arriving Port Agents Master and/or Managers
4) Vessel Manager Master (soonest not later
(refer Appendix 3) than 30 minutes)
5) Vessel Owners Managers
(refer Appendix 3)
6) Vessel’s Charterer/Cargo owners Through Owners
7) P&I Club (Appendix 3) Managers
8) Classification Society & Flag Managers
Administration (Appendix 3)
9) H&M Underwriters (if required) Managers
2.4 COMMUNICATION METHODS

The Master must use sound judgement to ensure that any incident is
reported as quickly as possible, in the prevailing situation, using
the available communication resources.
Primary Communication
• Telex message via Inmarsat C / Email
Secondary Communication
• Radio Telex
• Verbal message via Radio Telephone / Inmarsat A/B/Mini-M
• Verbal report via Radio Telephone or VHF coast radio station
The vessel has the following communication systems in operation:

• Inmarsat C
• Radio Telex communication
• VHF marine band radio
• VHF/UHF handheld radios for on-board communications
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SECTION 3 STEPS TO CONTROL DISCHARGE
WHENEVER A SPILL of oil or Noxious liquid substance 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 (See Appendix 4). REMEMBER THAT AN OIL/ NLS SPILL MAY
CREATE A FIRE OR EXPLOSION HAZARD, REQUIRING SAFETY PRECAUTIONS TO BE
OBSERVED.
THIS PLAN IS DIRECTED AT POLLUTION CONTROL, AND IT IS NOT APPROPRIATE

TO BURDEN IT UNNECESSARILY BY REPEATING GENERAL SHIP OR COMPANY SAFETY
PROCEDURES.
SECTION 3.1 OPERATIONAL SPILLS OF OIL OR NOXIOUS LIQUID SUBSTANCE

The most likely operational spill will result from:
• Pipeline leakages, including transfer hoses
• Cargo tank or bunker tank overflows
• Hull leakages
3.1.1 Pipeline Leakage During Discharging or Loading of Cargoes, or

During Bunkering
Measures to be implemented immediately:
• Stop all cargo and bunkering operations, and close manifold

valves
• Sound the emergency alarm and initiate emergency response
procedures
• Inform terminal/loading master/bunkering personnel about the
incident.
Further measures:
• Consider whether to stop air intake into accommodation and non-

essential air intake to engine room.
• In the case of a noxious liquid substance, consider what
protection from vapour or liquid contact is necessary for
the response team and for other crew members.
• 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
liquid into a slack or empty tank
• If the source of the leakage is located in the pumproom at the
sea valves the necessary measures must be taken to relieve the
pressure from the relevant section of the pipeline
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If the spilled liquid 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.
• Ensure that any residues collected, and any contaminated
absorbent materials used in the clean up operation are stored
carefully prior to disposal.
A spill response checklist is included in Appendix 5.
After dealing with the cause of the spill, it may be necessary to

obtain permission from local authorities or the terminal (or both) to
continue normal operations.
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3.1.2 Tank Overflow During Loading Or Bunkering

valves
• Sound the emergency alarm, and initiate emergency response
procedures
• Inform terminal/ loading master/ bunkering personnel about the
incident
Further measures:
essential air intake to engine-room.
protection from vapour or liquid contact is necessary for the
response team and for other crew members.
• Consider mitigating activities such as decontamination of
personnel who have been exposed
• Reduce the tank level by dropping cargo or bunkers into an empty
or slack tank
• Prepare pumps for transfer of cargo / bunkers to shore if
necessary
• Begin clean up procedures
• Prepare portable pumps if it is possible to transfer the spilled
liquid into a slack or empty tank.

• Use sorbents and permissible solvents to clean up the liquid
spilled on board.
absorbent materials used in the clean up operation are stored
After dealing with the cause of the spill it may be necessary to

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3.1.3 Hull Leakage

If oil or other cargo liquid is noticed on the water near the vessel
during cargo or bunkering operations and cannot be accounted for, the
possibility of hull leakage should be suspected.
valves, tank valves and pipeline master valves
• Sound the emergency alarm, and initiate emergency response
procedures
• Inform terminal/ loading master/ bunkering personnel about the
incident.
Further measures:
• Use the Pollution Prevention Team in an attempt to locate the
source of leakage.
• Consider mitigating activities such as decontamination of
personnel who have been exposed
essential air intake to 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.
When the source of leakage is identified:
• Reduce the head of cargo or bunker oil by dropping or pumping
liquid into an empty or slack tank
• Consider the possibility of pumping water into the leaking tank
to create a water cushion to prevent further loss of oil.
• If the leakage is located below the waterline, call in divers
for further investigation.
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.
After dealing with the cause of the spill it may be necessary to
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.
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3.2 SPILLS RESULTING FROM CASUALTIES

In the event of a casualty, the master's first priority is to ensure
the safety of the ship's personnel and to initiate action to prevent
the incident from getting worse. 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.
If the casualty involves grounding, breaching of the outer hull or
other structural damage for which calculations of stability and
damaged longitudinal strength are beyond the ship's resources,
assistance must be sought from shore.
It may be necessary to transfer all or part of the cargo to another
ship. The ICS/OCIMF publication "Ship to Ship Transfer Guide
(Petroleum)" describes procedures to be followed in such a case. The
advice is supplemented for noxious liquid cargoes by advice in the ICS
“Tanker Safety Guide (Chemicals)”.Copies are held on board, and the
master should encourage officers to familiarise themselves with the
contents. When arranging a rendezvous, the master should ensure that
the lightering vessel will also follow the same procedures.
The following casualty situations are dealt with:

• Grounding
• Fire/Explosion
• Collision (with a fixed or a moving object)
• Hull Failure
• Excessive List
• Containment System Failure
• Submerged or Foundered
• Wrecked or Stranded
• Hazardous Vapour Release
• Dangerous Reactions of Cargo
• Other Hazardous Cargo Release
• Loss of Tank Environmental Control
• Cargo Contamination Yielding A Hazardous Condition
There is much repetition in the following sub-sections, but this is

deemed to be acceptable. The intent is that, in an emergency, the
initial guidance given is as appropriate as possible. It is probable
that, once the extent of a casualty has been assessed, the first
essential steps taken and the situation stabilised, careful
consideration will allow departure from or variation of pre-prepared
plans. Then cross referral would be appropriate.
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3.2.1 Grounding and Stranding
If the ship runs aground, the following steps should be taken

immediately:
• Sound the emergency alarm and initiate emergency response

procedures
• Eliminate all avoidable sources of ignition and ban all smoking
on board
• Consider whether to stop air intake to accommodation and non-
essential air intake to the engine-room
• Reduce the inert gas pressure to zero
Further action:
• Carry out a visual inspection of the ship to determine the
severity of the situation
• Take soundings around the ship to determine the nature and
gradient of the seabed
• Check difference in the tidal ranges at the grounding site
• Evaluate tidal current in the grounding area
• 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
• Compare present tank soundings against departure soundings
• Evaluate the probability of additional release of oil or NLS.
Further information on the action to be taken when a ship is aground
is contained in the ICS/OCIMF publication "Peril at Sea and Salvage -
A Guide for Masters".
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:
• 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.
• Isolate all cargo and/or bunker tanks to reduce further loss due
to hydrostatic pressure during tidal changes.
• Review existing and forecast weather conditions, and whether the
ship will be adversely affected by them.
• Evaluate the possibility of transferring cargo to barges or
other ships, and request such assistance accordingly.
• Trimming or lightening the vessel sufficiently to avoid damage
to intact tanks, thereby avoiding additional pollution from
spillage of oil or noxious liquid substances.
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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:
• Using anchors
• Taking in ballast in empty tanks (if possible)
• Reducing longitudinal stress on the hull by transferring cargo
internally. Attention should be given to hull stress and damage
stability information, referring to the classification society
if necessary.

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3.2.2 Fire and Explosion
If an explosion or a fire occurs on board:
• Sound the emergency alarm, deploy the ship's fire emergency

team(s) and follow the emergency procedures
• Determine the extent of the damage, and decide what damage
control measures can be taken
• Determine whether there are casualties
• Request assistance as deemed necessary
• Assess the possibility of pollution from leakage of oil/NLS.
• If there is a spill in connection with the fire or explosion,
inform appropriate parties in accordance with Section 2 of this
plan.
3.2.3 Collision with a fixed or moving object
If a collision occurs:
• Sound the emergency alarm and initiate emergency procedures.

• Determine whether there are casualties.
The master should assess the situation for pollution purposes as

follows, taking action where appropriate:
• Decide whether separation of the vessels may cause or increase

the spillage of oil or noxious liquid substance.
• If any cargo or bunker tanks are penetrated, reduce the risk of
further spillage by isolating penetrated tanks or transferring
liquid to slack or empty tanks.
• If there is a spill in connection with the collision, inform the
appropriate parties in accordance with Section 2 of this plan.
Having assessed the damage and dealt with imminent danger,

consideration of further action for repair or cargo transhipment, or
mitigating the effect of liquid spilt, should be done in conjunction
with appropriate authorities, in order to facilitate pollution
control.

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3.2.4 Hull Failure
If the ship suffers severe structural hull failure:
• Sound the emergency alarm and muster the crew

• Reduce speed or stop to minimise stress on the hull
• Assess the immediate danger of sinking or capsize
• Initiate damage control measures
• Reduce the inert gas pressure to zero
The Master should then assess the situation for pollution purposes as
follows:
• If oil or noxious liquid substances has spilled, inform the

appropriate parties in accordance with Section 2 of this plan
• Consider whether offloading of oil or noxious liquid substances
that is necessary in order to maintain stability can wait until
another ship or a barge is available
• If the change in stability and stress cannot be calculated on
board, contact the classification society and arrange for the
necessary calculations to be carried out
• Consider the forecast weather conditions and the effect they may
have on the situation.
mitigating the effect of liquid spilt, should be done in conjunction
control.

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3.2.5 Excessive List
If excessive list occurs rapidly and unexpectedly it may be due to:
• Failure of the hull plating

• Failure of an internal bulkhead between compartments
• Shift of cargo
• Flooding of a large space such as the engine room, where free
surface can cause a list
• Damage through grounding or collision
• Incorrect operational procedures.
Steps to be taken immediately:
• Stop any cargo, bunkering or ballast operations in progress, and

close all tank valves and pipeline master valves
• Sound the emergency alarm and muster the crew
• If under way, reduce speed or stop
• Establish the reason for the list.
Further measures:
• Sound all tanks and compare soundings with departure soundings

• If oil or noxious liquid substances has spilled, inform the
• If possible, take corrective action to rectify the situation.
to mitigate the effects of liquid spilt, should be done in conjunction
control.

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3.2.6 Containment System Failure
If there has been an internal failure of the bunker oil or cargo

containment system, other than pipeline leakage, it is likely that it
will be detected by another symptom such as an excessive list, a tank
overflow or external hull leakage, often preceded or accompanied by a
loud or unusual noise. Advice on initial reaction in each case will be
described under other sections. However, once a failure of the
internal containment system has been identified, there may be
additional responses that can be taken to avoid or mitigate a spill of
oil or noxious liquid substances
Steps to be taken immediately:

• Stop any cargo, bunkering or ballasting operations in progress,
and close all tank valves and pipeline master valves
• If under way, consider reducing speed or stopping
• If in port, consider evacuation of non-essential personnel
Further measures:
• Determine the extent of the damage, and decide what damage

control measures can be taken.
• If the failure has occurred to a system containing a noxious
liquid substance, consider what safety precautions are necessary
to protect the crew from vapours or contact with the liquid
• Assess the possibility of pollution from leakage of oil/NLS.
• If oil/NLS has spilled, inform the appropriate parties in
accordance with Section 2 of this plan
• Consider whether the level of liquid in the tanks associated
with the system failure should be reduced. Remember to consider
the effect on hull stress and stability of the vessel.

• Use sorbents and permissible solvents to clean up the liquid

spilled on board.
absorbent materials used in the clean-up operation are stored
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3.2.7 Submerged, Foundered or Wrecked
If the ship is wrecked to the extent that it is in imminent danger of

foundering or being completely or partially submerged, safety of the
lives of the crew will take priority over preventing pollution. It is
likely that the event which caused the sinking will have led to some
surface pollution already. However, if time allows, it may be possible
to take some measures which will limit subsequent spillage.
The following actions may be considered, if there is no risk to the
safety of the crew, and time allows:
• Inform the appropriate parties in accordance with Section 2 of
this plan
• Close all tank valves and pipeline master valves
• Screw down or lock shut any tank vent valves
• Close vent flaps and watertight openings in the cargo area
• Alert other ships and navigational authorities to the presence
of pollutants.
3.2.8 Hazardous Vapour Release
For vessels at sea, it is unlikely that a significant marine pollution

hazard will be created solely by vapour release. In port the main
problem with such an event is safety of the crew and nearby shore
personnel in a flammable or toxic atmosphere.
Steps to take immediately:

• Stop any cargo, bunkering or ballasting operations in progress,
and close all tank valves and pipeline master valves
• Eliminate possible sources of ignition
• If under way, consider altering course to create the best wind
flow, or reducing speed or stopping
• If in port, consider evacuation of non-essential personnel
• If in port, alert shore and terminal personnel, and the crew of
craft alongside
Further measures:
• Establish the reason for the hazardous vapour release

• If possible, take corrective action to rectify the situation.
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3.2.9 Dangerous Reactions of Cargoes, and Cargo Contamination

Yielding a hazardous condition
This is an inherent danger associated with the carriage of chemical
cargoes and noxious liquid substances. If a dangerous cargo reaction
or contamination of a cargo yielding a hazardous condition occurs, the
consequences to the safety of the ship, its crew and nearby shore
personnel will be paramount, and must take priority. However, a
result of the occurrence may be a spill into the sea, and mitigation
of the risk of pollution or actual pollution can be addressed by
consideration of the following measures:
• Stop any cargo, bunkering or ballasting operations in progress, and
• If oil or a noxious liquid substance has spilled, inform the
• If immediate action is necessary to jettison cargo, inform the
• If in port, alert shore and terminal personnel, and the crew of any
craft alongside
Further measures
• Establish the reason for the reaction or contamination
• If possible, take corrective action to rectify the situation. This
may involve reducing the liquid level in a tank, cooling or diluting
a mixture where a reaction is in progress, or containing the process
by smothering with inert gas or foam.
• Consider whether offloading of oil or a noxious liquid substance
that is necessary for safety or in order to maintain stability can
wait until another ship or a barge is available
• If the change in stability and stress cannot be calculated on board,
contact the classification society and arrange for the necessary
calculations to be carried out
• Consider whether external salvage assistance may be necessary for
control and mitigation of a probable spill. An early warning that
proves to be over-cautious and must be cancelled may be better than
a late call that cannot be met.
Having assessed the situation and dealt with imminent danger,
consideration of further action or cargo transhipment, or to mitigate
the effects of liquid spilt, should be done in conjunction with
appropriate authorities, in order to facilitate pollution control.
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3.2.10 Other Hazardous Cargo Release

Danger to personnel, the ship or shore installations should be given
priority over the potential for pollution. However, release of
noxious liquid substances into the sea can create dangerous situations
through reaction between the liquid and water.
• Stop any cargo, bunkering or ballasting operations in progress, and
• By reference to the cargo information sheet, determine whether a
dangerous reaction with water is likely
• If oil or a noxious liquid substance has spilled, inform the
• If in port, alert shore and terminal personnel, and the crew of any
craft alongside
Further measures
• Establish the reason for the cargo release
• If possible, take corrective action to stop the release. This may
involve reducing the liquid level in a tank by transferring it to
another tank. Remember to consider the effect on hull stress and
stability of the vessel and the compatibility of noxious liquid
substances with tank type, material of construction and tank
coating.
• If the change in stability and stress cannot be calculated on board,
contact the classification society and arrange for the necessary
calculations to be carried out
• If it is necessary to offload a noxious liquid substance, consider
whether it can wait until another ship or a barge is available
• Consider whether external salvage assistance may be necessary for
control and mitigation of a probable spill. An early warning that
proves to be over-cautious and must be cancelled may be better than
a late call that cannot be met.
Having assessed the situation and dealt with imminent danger,
consideration of further action or cargo transhipment, or to mitigate
the effects of liquid spilt, should be done in conjunction with
appropriate authorities, in order to facilitate pollution control.
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3.2.11 Loss of Tank Environmental Control

Many noxious liquid substances carried as cargo by sea are required to
have the atmosphere above the liquid controlled in order to ensure
safety. Loss of this control can result in a hazardous situation
that may lead to marine pollution. If loss of control occurs in
tanks containing such cargoes, the following measures can avoid or
mitigate the effect and the possibility of a spill.
• Ensure necessary precautionary safety measures for crew, ship and
shore are taken
• Establish the reason for the loss of tank environmental control, and
if possible take corrective action
• Establish a continual monitoring process to compare liquid levels,
tank pressures or cargo temperatures.
• By reference to the cargo information sheet, determine whether a
dangerous situation is likely to arise. If a spill is probable, or
jettison of the noxious liquid substance may become necessary,
inform the appropriate parties in accordance with Section 2 of this
plan
Further measures:
Consider whether it is possible to transfer the noxious liquid
substance to another tank, taking account of the effect on hull stress
and stability of the vessel and the compatibility of noxious liquid
substances with tank type, material of construction and tank coating.
SECTION 3.3 DAMAGE STABILITY & HULL STRESS CONSIDERATION
If the vessel is damaged or aground, and it is necessary to carry out

internal transfer of cargo or bunkers to mitigate the problem, the
relevant stability and hull stress parameters prior to commencement of
any transfer shall be calculated by the Master/Chief Officer.
Reference shall be made of the data available in the Trim and
Stability Book, available on board.
When the damage sustained is suspected to be extensive and the impact

of the internal transfer on stress and stability becomes impossible to
compute ob board, or if the vessel is in a potentially unstable
condition, the following “Damage Condition Report” must be filled in
and forwarded to the Managers at the earliest.
Kindly refer Annex -3 for contact details of Managers.
in 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.
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DAMAGE CONDITION REPORT
____________________________________________________________________
If a verbal report is being made mention name of addressee.
Nature of Casualty
Collision/ Grounding/ Fire/ Explosion/ Other _______________________
Date /Time of Casualty
Date_________________________
Time (GMT) _________________________
Geographic Location of vessel. LAT ______________________
LONG _____________________
____________________________________________________________________
Identification of Damage
(Give details of compartments which are known to be damaged and open

to the sea, including those which are damaged above the waterline)
Compartment Bunker or Cargo Quantity in

compartment
Extent & location of structural damages in way of above compartments
____________________________________________________________________
Loading Condition
Cargo/ballast – Tankwise amount and disposition
Fuel Oil – tankwise amount and disposition
Draft – when free floating
FORWARD _____________
MIDSHIP ______________
AFT _________________
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DAMAGE CONDITION REPORT (CONTD)
Vessels Condition
Extent to which aground (soundings around the vessel if aground)
Right Ahead (A) -

Stbd Bow (B) -
Stbd Beam (C) -
Stbd Quarter (D) –
Right After (E) -
Port Quarter (F) –
Port Beam (G) –
Port Bow (H) –
Draft
Forward -
Midship (port) -
Midship (stbd)-
Aft -
Vessel’s List (if any)
Cargo and fuel – loss or change in amount or disposition
Action already taken
Local Condition
Tidal Conditions
A) High Water Time (GMT) –

B) Low Water Time (GMT) –
Tidal Range
Wind (force and direction)
Sea and swell (height and direction)
Direction of Current
Weather forecast
Air and sea temperatures
Bottom conditions (nature)
Other local significant features

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SECTION 3.4 LOCATION OF VESSEL’S PLANS
The following drawings specific to the vessel have been appended to

this Plan as Appendix 10:
a) General Arrangement Plan
b) Capacity Plan with Deadweight Scale

c) Midship Section
d) Pumping Plan
e) Piping Diagrams for Ships, Bilge, Ballast, Fuel and Lube Oils
In addition to the above drawings, the following are available on the
vessel with the Master as well as within the Manager’s office:
i) Trim and Stability Information, including Damaged Stability
Criteria
ii) Company’s Emergency Procedures Manual
SECTION 3.4.1 CARGO AND FUEL STOWAGE DATA

Information such as the specifications, quantity and disposition of
the current bunkers, cargo and ballast carried, are available with the
Chief Officer and Master on board the vessel.
SECTION 3.5 PRIORITY ACTIONS
The following provides guidance and information to Masters on the

priority actions required in the event of an operational spill and/or
spill resulting from an accident in order to control or mitigate the
discharge or probable discharge:
a) Ensure safety of personnel and ship and take action to prevent

escalation of the incident. Immediate consideration should be
given to measures aimed at preventing fire personnel exposure to
toxic vapours and explosion, i.e. altering course so ship is
upwind of spilled cargo, shutting down non-essential air intakes,
etc. if ship is aground and cannot manoeuver, all possible sources
of ignition should be eliminated and action taken to prevent
flammable vapours or toxic vapours entering the accommodation and
engine room spaces.
When it is possible to manoeuver, the Master in conjunction with

the appropriate shore authorities may consider moving the ship to
a more suitable location in order to carry out desired actions
e.g. to facilitate emergency repair work, lightening operations or
to reduce the threat posed to any particular sensitive shoreline
areas.
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b) Assess and obtain detailed information on damage sustained by

ship. A visual inspection should be carried out and all cargo
tanks, bunker tanks and other compartments sounded. Care should be
taken when opening spillage plugs or sighting ports, especially
when the ship is aground as a loss of buoyancy could result.
c) 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 spillage. When bottom damage is sustained,
hydrostatic balance will be achieved fairly rapidly especially if
the damage is severe in which case the time available for
preventative action will often be limited. When significant side
damage is sustained in the way of oil tanks, cargo or bunkers 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 oil is displaced by water flowing in under the oil.
When the damage is fairly limited and restricted, e.g. one or two
compartments, consideration may be given to transferring oil
internally from damaged to intact tanks.
d) When considering the transfer of oil or NLS from a damage tank to

an intact tank, the master should consider:
1) the extent of the damage;
2) hydrostatic balance;
3) the ship’s ability to transfer cargo; and
4) the physical properties of the substance(s) (for ships
certified to carry NLS) involved such as:
a) Solubility
b) Density
c) Water Reactivity
d) Solidification
e) Compatibility.
SECTION 3.6 LIGHTENING ACTIVITIES
Should the ship sustain extensive structural damage, it may be necessary

to transfer all or part of the cargo to another ship.
Guidelines on procedures to be followed for ship-to-ship transfer of

cargoes are given in Appendix 11 of this Plan.
The coast state must be kept informed about the intention of carrying
out this emergency lightening operation and their permission sought as
such operation may be subject to its jurisdiction.
Before carrying out such transfer, the effect on the damage stability
and damage longitudinal strength of the vessel shall be analysed and the
amount to be transferred shall be ascertained accordingly.
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Moreover prior to commencing any manoeuvres for ship to ship transfer,

all checklists incorporated in the company procedures or equivalent
guide booklet shall be completed.
Necessary arrangement for the emergency lightening services and the

associated equipment shall be made by the Owner/Managers, at the time,
through competent companies rendering such services.
SECTION 3.7 MITIGATING ACTIVITIES
When the safety of both the ship and personnel has been addressed, the
Master should initiate mitigating activities keeping in mind the
following aspects:
a) Assessment and monitoring requirements:

The situation should be frequently assessed and reported to all
interested parties, See also the previous section regarding
reports. Ship personnel should be assigned to monitor the general
situation, for example:
- weather and sea conditions
- slick movement
- progress of activities
- risk of pollution/further pollution occurring
- risk of fire
b) Personnel protection issues:

All ship personnel who come / may come into contact with oil and/or
cleaning materials must wear suitable protective equipment. Other
threats to personnel health and safety are to be considered. The
Ship Captain’s Medical Guide and the relevant material safety
data sheet should be referred to.
It should be impressed on all personnel involved in cargo handling

operations that they should wash thoroughly, especially before
eating or smoking.
Personnel should also be advised to vacate the area if they feel

any symptoms of Vapour exposure and to keep a regular watch for
symptoms in others.
c) Physical properties of the substance (for ships certified to carry

NLS) involved such as:
.1 solubility;
.2 density;
.3 water reactivity;
.4 solidification; and
.5 compatibility
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The properties of the substances should be obtained from the

shipping documents, such as material data sheet.
d) Containment and other response techniques (e.g. dispersing,

absorbing):
Continuing efforts are to be made to prevent or reduce the escape
of oil contain and remove spilled substances from on deck as
quickly as possible. In the case of oil this must include the
following:
- ensure all openings leading overside are plugged

- drain or use portable pumps to transfer into sound tanks or
drums
- if necessary, employ makeshift barriers using any suitable
materials to supplement coamings and similar fixtures
- use degreasers or dispersants and mop up with absorbent
materials
- spilled oils are not to be washed overboard, whether or not
treated with degreaser / dispersants.
- Enforce stringent fire/explosion and other hazard prevention
measures.
e) Isolation procedures:
In most situations the ship’s personnel will be able to take little
direct action in cleaning up oil that has escaped overboard. Small
spills, in favourable circumstances, could be the exception.
- When the vessel is in a port or terminal, or in other
sheltered waters, small overside slicks may be contained by
deploying makeshift booms using such devices as floating
mooring lines or air-filled hoses.
- Consider employing portable pumps or absorbents to remove
harmful substances from the contained area, pending the
arrival of shore assistance.
- Never use dispersants or similar chemical agents overside
unless sanctioned by the relevant national or local authority.
f) Decontamination of personnel:
The Ship Captain’s Medical guide and the relevant Material Safety
Data Sheet should be referred to. Contaminated clothing should be
removed and laundered, or disposed with the clean up materials if
they can not be laundered.
g) Disposal of removed oil and clean-up materials:

Removed oil and clean-up materials must be stowed in leak-proof
containers. Disposal of these containers shall be in accordance
with the requirements of MARPOL Annex V; Regulations for the
prevention of Pollution by Garbage from Ships.
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SECTION 4 NATIONAL AND LOCAL CO-ORDINATION
GENERAL
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 a spill can be tackled most

effectively from the shore and there is normally no requirement on the
part of the ship owner or the ship’s crew to organize the clean-up
response in respect of oil lost overboard. Operational spills usually
occur in port at a cargo or bunkering 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 is
usually assumed by an agency of government.
It is therefore very important to immediately notify the coastal state

or the local authorities, in the event of a spill or a substantial
threat of same, in order for them to activate the clean-up response
and mitigate the effects of a pollution incident. It shall however be
remembered that authorization of the coastal state must be obtained
prior any mitigating action is taken. Reference is to be made to
Appendix 1 of this plan in which the contact details of the various
coastal states spill notification points have been mentioned. As such
in the event of a spill, the Master shall notify and coordinate with
these authorities.
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SECTION 4.1 SPILL RESPONSE TECHNIQUES
The methods used to combat oil or noxious liquid substance spills depend
upon the type and quantity of oil/noxious liquid substances involved
the location of the accident and the policy of the country in which
the spill occurs. A knowledge of the various response techniques and
their strengths and weaknesses is considered useful, especially for
situations where the spiller wishes, or is required, to organize the
response operation.
The options are:-
(a) leave the oil/ noxious liquid substances to dissipate naturally and
monitor slick movement:
(b) chemically disperse the product on the water:
(c) contain and recover the product from the water:
(d) protect specific sensitive sites and clean up contaminated

shorelines.
Often a combination of two or more of these approaches is appropriate.
It is generally accepted that if winds and currents are likely to take

the oil/ noxious liquid substances away from coastlines and sensitive
resources, the best thing is to leave the oil/ noxious liquid
substances to dissipate naturally. However, as many spills tend to
occur in coastal waters, this option is frequently not possible. Many
countries put a great deal of emphasis on combating the spill at sea
with the aim of preventing it going ashore. Whilst this approach
would seem to be the obvious one, the practical problems are
considerable as oil rapidly spreads and fragments over a wide area.
Protection of key resources is a response option which is rarely

employed to full advantage, often due to the fact that the necessary
resources are utilized in attempting to deal with the oil/ noxious
liquid substances at sea. Furthermore, if such a defensive strategy
is to be employed there must be a detailed contingency plan for the
spill location showing where the sensitive resources are and
identifying those that are to be given priority protection. This is
frequently difficult and can only be done by an agency or government.
The following list indicates the type of sensitive areas likely to be
given priority:
(a) wild life and ecological sites, for example, bird sanctuaries,
nesting areas, fish spawning areas, hatcheries, marshes and
mangrove swamps;
(b) amenity areas, for example, yacht marinas and beaches;

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(c) industrial or commercial sites such as water intakes for power

stations or desalination plants, fish farms, shellfish beds and
other mariculture sites.
It is likely that everything can be protected and inevitably oil/

noxious liquid substances will end up on the shore. However, shoreline
clean-up techniques do not require the use of specialized equipment and
predominantly rely on manual methods. One of the major problems
associated with shoreline clean-up is the disposal of the collected
material since this usually involves a large volume consisting of a
mixture of oil and solids which are difficult to separate. Furthermore,
disposal requires governmental approval in many instances.
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SECTION 4.2 AVAILABILITY OF CLEAN-UP RESOURCES
The quantities of equipment, materials and manpower available for a

particular location are usually geared to the most probable size of
spill and the characteristics of the area at risk. Many terminals hold
small stockpiles of equipment available for use in local spills.
National resources owned by governments, on the other hand, are often
intended primarily to deal with spills from ships at sea although they
may also be used to supplement local resources. These resources are
usually operated by contract manpower using vessels of opportunity, as
oil/ noxious liquid substances spills are not frequent enough to
justify employment of full time personnel and dedicated vessels.
In addition, with the enforcement of the Oil Pollution Act of 1990,

there are various Oil Spill Removal Organizations and/or clean up Co-
operatives available in almost all the ports of the U.S.A having
resources compatible for mitigating oil spills of varying nature.
Access to these resources may be obtained with the help of the
vessel’s local agent in these ports. Besides above, for operating in
the states of Washington and Oregon, vessels may obtain umbrella cover
of these State approved contingency plans which automatically provides
access to their clean up resources.
SECTION 4.3 ORGANISATION AND RESPONSIBILITY FOR RESPONSE
Most countries recognize that it is unreasonable and impractical to

expect a vessel’s crew to respond to a spill from their ship and
therefore a government agency or port authority will normally take
charge and recover the costs afterwards.
In a relatively few countries, for example USA and Japan, tanker

owners are required to organize the clean-up of a spill from one of
their ships and this will usually necessitate employing a local oil
spill clean-up contractor or oil industry clean-up co-operative. A
number of developing nations lack both specialized resources and
contingency plans and may rely on help from a variety of sources
outside the country to assist with clean-up. However, it should be
recognized that the actual response adopted by a country to a
particular incident will depend upon a number of factors such as the
location of the spill and the type and quantity of oil/ noxious liquid
substances involved.
Under the terms of the International Convention Relating to

Intervention on the High Seas in cases of Oil Pollution casualties,
1969 (The Intervention Convention) a coastal state is permitted to
intervene on the high seas against the wishes of the ship and cargo
owners to the extent necessary to prevent, mitigate or eliminate grave
and imminent danger to the coastline or related interests from
pollution or threat of pollution following a marine casualty. In this
context “related interests” include tourism, fishing and other marine
resources and wildlife.
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SECTION 4.4 INITIATING THE CLEAN-UP RESPONSE
A) SMALL OPERATIONAL SPILLS
In most instances, the ship’s initial report to terminal or harbour

authorities will trigger the mobilization of the local response
organization. It is not normally practical for ship’s personnel to be
directly involved in the clean-up activities and their prime role must
be to provide as much information as is necessary to assist the
response and to co-operate fully with clean-up personnel. However,
where there is no local response or there is a delay in it being
activated, the Master should consider the use of available shipboard
materials to clean up or contain the spill by, for example, using ship
stocked sorbents or utilizing mooring ropes or air filled fire hoses
as makeshift booms.
In case of small operational spills, the Master shall take whatever
actions that are necessary to prevent the oil/ noxious liquid
substances escaping overside and, having done so, shall take action to
clean up the oil/ noxious liquid substances contained on deck using
the clean-up equipment available on board as listed in Appendix 4 of
this plan.
Under no circumstances shall the spilled oil/ noxious liquid

substances be washed overside, nor should dispersants or degreasants
be used on oil spilt in the water as their use could contravene local
regulations. One the oil/ noxious liquid substances is in the water,
there is very little that the ship can do to respond practically and
reliance must be placed on shore authorities and organizations.
In general the initiation of clean up response for small operational
spills shall be as follows
Shipboard Response
• Stop all cargo or bunkering operations by the quickest means

• Sound the emergency alarm and activate the Pollution Prevention
Team (as detailed in Section 5) for taking appropriate action to
prevent the oil/ noxious liquid substances from escaping over the
shipside and commencing the clean up of oil/ noxious liquid
substances spilled on deck.
Initiating Local Response
In the event the oil/ noxious liquid substances has already escaped
overside or the vessel’s Pollution Prevention Team is unable to
prevent the oil/ noxious liquid substances from escaping overside,
the Master shall initiate local response as follows :
a) Notify the terminal or harbour authorities who will mobilize the

local response organization.
b) If in US water, the National Response Centre and the local USCG
station must be notified.
c) Notify the local clean up company through the local agent.
d) Inform Owner/Manager and the local P&I Club correspondent.
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(B) LARGER SPILLS

In case of larger spills, the ship is even more restricted as to what
action it can take to response practically to the spill. In case of a
spill resulting due to casualty, securing safety of the ship and crew
shall take priority of the Master. Invariably, therefore, ship’s actions
will be limited to reporting details to the relevant local and coastal
authorities, owners/Managers, P&I Club and to requesting the appropriate
clean-up response.
In general the initiation of clean up response for large spills shall be

as follows:
In Territorial Water Limit
a) Initiate clean up response as for small operational spills mentioned

in Section 4.4 (A) above to reduce as far as possible the outflow of
oil/ noxious liquid substances into the sea.
b) Secure safety of the crew and vessel
c) Notify and forward Initial Reports as indicated under Section 2.2 to
the Local or Port authorities and inform the Owners/Managers and
local agents as well.
d) If in U.S waters notify the National Response Centre and the local
USCG station within 30 minutes of incident.
e) If not already informed by the Managers/Owners notify the local P&I
Club correspondent
f) Notify the local clean up contractor through the local agent
g) Quantity the amount of oil/ noxious liquid substances spilled and
it’s precise characteristics.
h) Monitor the clean-up operations and maintain records as specified in
Section 5.7
i) Keep the Owners/Managers, Local/port authorities or the USCG and the
P&I Club representative informed with regard to significant changes
in vessel conditions, weather, rate of escape of oil/ noxious
liquid substances, present status etc by means of follow up
reports
At Sea
In case of large spill while at sea initiate clean up response as

follows
a) If maneuverability of the vessel is not affected, alter course so

that the ship is upwind of the oil slick.
b) Secure safety of the crew and vessel.
c) Eliminate all possible sources of ignition and prevent flammable
vapours from entering the accommodation and engine room spaces.
d) Transmit the statutory Initial Report to the nearest Coastal station
as per the format included in Section 2.2
e) Notify the Manager/Owners and keep the next port agent informed
f) Keep the Managers/Owners, nearest Coastal station updated
The master shall act as the Company’s on-scene representative and shall
be responsible for overseeing the actions of any salvage or spill
contractors employed until such time as he is formally advised by the
company that he has been relieved of these responsibilities.
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SECTION 4.5 CREW RESPONSIBILITIES, RESPONSE TO OVERBOARD DISCHARGE
It is the Masters responsibility to initiate a response in the event of a

discharge or substantial threat of discharge into the waters.
The Master shall:
• Immediately notify to the appropriate authorities, local agents,

Owners/Managers, as per Section 2.3 using the procedures and format
included in Section 2.2. of this Plan.
• Remain charge of clean-up operations and act as the Company’s on-

scene representative till such time he has been formally advised by
the Company that he has been relieved of these responsibilities.
• To the maximum extent practical and consistent with safety of the

vessel and crew fully cooperate with the government officials
including the national officials in charge (in the United States the
Coast Guard Captain of the Port)
• Keep records of all events related to the incident, including

sampling of spilled oil as detailed in Section 5.7 of this Plan.
The crew is not required to perform any clean-up operation from the water,
however, safety and other duties permitting, the crew may attempt to use
equipment available on board to recover smaller spills.
Under no circumstances shall the crew apply emulsifiers, dispersants, or

other chemical additives over the side for any purpose whatsoever.
SECTION 4.6 POINT OF CONTACT AND COORDINATING WITH AUTHORITIES
In the event of a spill, while in port, the Master shall designate the
ship’s office or the Smoke Room, depending on the number of officials, as
a point of contact for coordinating shipboard activities with national and
local authorities in combating the pollution. This designated office
which shall serve as the command center, shall be clearly marked and its
location identified on a signboard placed near the gangway. As far as
practicable (depending on the port), a telephone shall be arranged through
the vessel’s agent and placed in this office to facilitate in
communicating with the managers/Owners and the other various parties
involved.
In dealing with the local authorities, the Master shall seek the
assistance of the local P&I Club representative, who would normally make
arrangement for attendance of legal representation. It is imperative that
the Master and crew cooperate fully with the national or local authorities
and SHOW CONCERN whatever the extent of spillage. The Master should make a
note of their names, the governmental department which they represent, and
a note of their activities while on board.
While at sea, the Master shall use the Bridge as the point of contact and
use the Radio Room for establishing communication, using the available
modes as listed in Section 2.4, with all the concerned parties.
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SECTION 5 ADDITIONAL INFORMATION
SECTION 5.1
VESSEL’S POLLUTION PREVENTION TEAM
The vessel has a Pollution Prevention Team to manage the on-board response
to any actual or potential spill incident. This team is composed as
indicated in the chart below and shall be augmented at the discretion of
the Master as the situation dictates.
MASTER GMDSS
Officer
Chief Engineer Chief Officer
Duty Engineer Duty Officer
All off-duty personnel Duty Deckhand

(as needed)
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SECTION 5.1.1 GENERAL RESPONSIBILITIES
The general responsibilities of each individual of the vessel’s

Pollution prevention Team shall be as follows:
RANK DUTIES:
Master Overall in charge of operation on board.

Ensures notification to the appropriate authorities
and alerting procedures are carried out as required
as per Section 2 of this Plan.
Inform local agent and request agent to inform the
local P&I Club representative.
Executes plan appropriate to the emergency.
Remains as owner’s on-scene representative until
relieved and liaises with all parties concerned.
Requests assistance as deemed necessary.
Ensures follow-up reports are made and everyone kept
updated of any change in status of the situation at
regular intervals.
Ensures that proper recording and sampling
procedures as mentioned in Section 5.7 of this Plan
are complied with.
Oversees stability calculation and evaluation
Initiates an investigation into cause of incident.
GMDSS Officer Acts as assistant to Master.

Transmit and receive reports as requested by Master.
Keep log of all events, reports submitted, actions
taken in accordance with the plan.
Chief Officer In charge of prevention team at site and acts as the

spill officer.
Ensures that vessel has adequate stock of onboard
spill clean-up equipment at all times.
Takes action during emergencies as directed by the
Master.
Keeps Master informed and updated on the situation
and the results from action taken to limit outflow.
Calls out additional personnel as necessary.
Initiates damage stability calculation.
Chief Engineer In charge of bunker operational spills.

Organizes on board clean-up equipment.
Start fire/foam pump as required.
Assist Master & Chief Officer with casualty related
damage control.
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GENERAL RESPONSIBILITIES (cont’d)
RANK DUTIES
Duty Deck Alert and inform Chief and Master immediately on sighting
Officer any spill or of any situation which could result to a
spill.
Mobilize deckhands to the best position for keeping
escaping oil/ noxious liquid substances from running
over the vessel’s sides.
In case of tank spillage notify terminal or facility and
stop bunker operations.
Drop level of affected tank to an empty or slack tank.
In case of leakages from pipeline, hoses or manifold
during the loading operation alert the shore staff and
have the transfer operation stopped.
Keep control of situation till Chief Officer takes
charge.
Mobilize vessel’s Emergency Team, as needed.
Duty Engineer Makes sure that the air driven pumps are properly rigged
and tested.
Recover free flowing oil/ noxious liquid substances on
deck by operating these pumps.
Prepare for fire fighting.
Assist Chief Engineer
Duty Deckhand If oil/ noxious liquid substances leakage is detected

immediately notify the Duty Officer by all possible
means.
Position sorbent material to prevent any oil/ noxious
liquid substances from reaching the railing. Commence
clean-up by using the on board spill clean-up equipment.
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SECTION 5.2 TRAINING PROCEDURE AND REQUIREMENT
Internationally stipulated safety standards for shipboard personnel

shall form the basis for on-board personnel to perform duties in a
competent and environmentally sensitive manner. This high standard
shall be augmented with on-the-job training and periodical
pollution response training exercises.
It shall be understood that this plan will be of little value if

the personnel who will be using it are not familiar with its
contents. As such, all responsible personnel shall review this Plan
upon joining the vessel. The Master shall be responsible to ensure
that regular training is undertaken periodically to confirm that
the plan functions effectively. Such training may be held in
conjunction with the other shipboard exercises as described in the
vessel’s Emergency Procedures Manual (Tankers).
Training shall be imparted to all the officers and crew members by

means of discussion, issuing appropriate instructions or
demonstration to cover the following subjects:
• Notification/Alerting – (discussion of the legal requirements

for reporting all spills or threats of spill).
• Communication
• Prevention – (discussion of the methods of pollution

prevention and explanation of requirements that all personnel
are to be vigilant in spotting and reporting potential
hazards. Discussion on precautions to be taken during
transfer/bunkering operations or disposal of bilge water or
garbage shall also be made)
• Emergency mitigation in the event of

- Transfer system leaks
- Tank overflows
- Cargo Tank, Fuel Tank and Hull leaks
- (discussion of the oil spill response procedures.
Instructions regarding emergency shutdown procedures and
location of emergency shut down devices)
• Procedures to be adopted in case of potential catastrophic

situations.
• Sampling of spilt oil/ noxious liquid substances – (precautions

to be taken and hazards involved as mentioned in the Material
Safety Data Sheets of the product(s) carried on board).
• Use of on-board spill cleanup equipment –(demonstration to all

personnel of the location of such equipment and instructions
in their use).
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While carrying out the training covering the various aspects

mentioned above, reference shall be made to the relevant sections
of this Plan.
SECTION 5.3 DRILL PROCEDURE AND REQUIREMENT
Shipboard pollution prevention and emergency drills shall be

conducted by the Master. These drills shall be both announced and
unannounced at the discretion of the Master with an aim of ensuring
that all personnel are fully conversant of their duties and the
vessel’s Pollution Prevention Team will act proficiently in the
event of an actual situation.
Emergency Procedure Drills – Monthly
Drills that exercise procedures for potentially catastrophic events

like grounding, collision, etc. shall be carried out in accordance
with the company’s Emergency Procedures Manual. In addition, Master
shall ensure that at least one drill is conducted every month which
will require deployment of on-board equipment in response to :
• Transfer system leaks

• Tank overflows
• Cargo tank, fuel tank and hull leaks
Shipboard emergency drill scenarios shall vary from month to month,

however every effort shall be made to combine various aspects of
the training items in the spirit of receiving the most benefit from
a single exercise. Each exercise shall be thoroughly debriefed to
identify shortfalls and improvements that are necessary. Whenever
possible, drills shall be scheduled prior arrival at a port where
transfer or bunkering operations are expected.
Notification Drills
While conducting the above mentioned required emergency drills,

notification procedures shall also be simulated as outlined in
Section 2 of this Plan and reporting forms included in that Section
shall be used in order to be familiar with the use of same.
System of Training
All Deck and Engineer Officers must be capable of operating the

emergency fire pump, bulk foam system, lifeboat engines and GMDSS
portable radios. The action to be taken by the individual members
of the Emergency Party and the Emergency Party as a unit must be
considered against the various possible types of emergency
situations they may be called upon to combat.
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SECTION 5.4 PLAN REVIEW AND UPDATE PROCEDURES
This Plan shall be subjected to regular review by the Managers and

the Master of the vessel to ensure that the specific information
contained therein is current. Necessary changes and/or updating
shall only be made by the DESIGNATED PERSON / GENERAL MANAGER,
QUALITY & SAFETY within the Manager’s office, who shall obtain
approval of the Administration for the changes made, to the
applicable sections (refer item 5 of Introduction), before making
formal issue of the revision pages/sections to the copy holders of
this Plan.
In order to allow quick capture of changing information and

incorporating it into the plan, all copy holders shall direct
feedback containing comments, corrections and suggestions for
improvement, etc. to the above named individual. On the basis of
the feedback received, the plan shall be subjected to two forms of
reviews as mentioned hereunder :
a) Periodic Review : This shall be carried out by the Managers at

least on a yearly basis and besides using the feedback received,
changes in contact names and numbers, ship characteristics,
company policy or mandatory regulations implemented by the
regulatory bodies, shall form the basis of this review.
b) Post Incidence Review : Whenever the plan has been put in use in
response to an incident, comments on the effectiveness of this
Plan and its content shall be forwarded to the above named
individual within the Manager’s office, who shall evaluate the
comments and if needed shall make modifications to the plan or
suggest changes to the company’s management.
As a general guideline, the Master will file a report to the

Manager’s office at the conclusion of the incident. The report will
include :
• Copies of all reports previously submitted
• Copies of all log entries related to the incident
• A narrative description of the incident
• An evaluation of the role and performance of

- P&I Club representative
- Agent
- Cleanup contractor (if applicable)
- Others as appropriate
• An evaluation of the cause
• Recommendations (ship-specific & fleetwise application)

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SECTION 5.5 PUBLIC AFFAIRS
Accidents involving fires/explosions, oil / noxious liquid

substances spills, collisions, groundings, and hazardous substances
spills involving substantial property losses and/or injuries to the
public, employees, emergency response personnel or natural
resources are matters of broad public interest, and therefore
constitute significant news.
When an emergency of any size arises, it must be expected that the

news media will want to know the facts. They learn of many of these
incidents through arrangements with municipal departments such as
police, fire and ambulance. If the accident is of serious
proportions, reporters, photographers, radio newsmen and TV
cameramen will arrive on the scene seeking to report the event.
Oil spills in particular provide dramatic and upsetting pictures

and the new media will be looking for scapegoats or taking the
opportunity to further particular interests of their own. It is
therefore very important not to be intimidated or to over react to
these initial barrage of questions.
The office will appoint a spokesperson to handle the new media but
in the absence of the spokesperson, the Master shall take note of
the following :
a) Avoid direct contact with the press/media – redirect all

questions to the office. It is best to say nothing to the
press/media but instead should establish a time at which such
information will be made available to them.
b) Advise all ship staff to stay away from shore personnel and
press/media
c) Never issue any statement without thinking of the legal and

practical implications. When required information is not known,
do not speculate. If any severe or fatal injury is sustained,
the names of people shall not be released until their next of
kin have been notified. No speculation should be made to the
cause of the incident nor dollar amount of damage should be
given or speculated.
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SECTION 5.6 EMERGENCY TOWING
The prevailing circumstances and the nature of casualty shall

determine the nature of the tow to be undertaken.
In any case the Master shall determine, with the advise of the
Managers :
• the need for assistance

• how to obtain assistance
• the terms of the contract, and
• the towing arrangements.
Generally, in a planned tow, the procedures to be adopted should be

agreed with the towing master who, knowing the capabilities and the
type of equipment available to him, can suggest a towing
arrangement that will best suit the intended voyage.
In an emergency tow, account should be taken of the size,

horsepower and maneuverability of the assisting ship when deciding
upon the towing arrangement which, due to the circumstances, may be
unconventional.
It is therefore vital that the Master and the deck officers are
fully familiar with the procedures for “preparations for towing”,
“connecting the tow” and “commencing tow”. In this respect,
reference shall be made to Chapter 6 of the “Peril at Sea and
Salvage” booklet which is provided onboard.
Besides above, the Master shall also be familiar with the

provisions of Lloyds Standard Form of Salvage Agreement (LOF 90),
which shall be the basis for salvage negotiations between the
vessel and the potential salvors, unless specifically advised by
the Managers at that time. In this respect the Master shall refer
to Chapter 9 of the “Peril at Sea and Salvage” booklet and before
signing any agreement he shall obtain the consent of the
managers/Owners.
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SECTION 5.7 RECORD KEEPING AND SAMPLING PROCEDURES
As with any other incident that will eventually involve liability,

compensation and re-imbursement issues, it is essential that the
Master with the assistance of the GMDSS Officer maintain a
comprehensive, detailed record of events. Apart from detailing all
actions taken on board, the log shall also contain a record of
communications with outside authorities, owners, and other parties,
as well as a brief summary of information passed and received, and
decisions made.
The observed movement of the spilled oil/ noxious liquid substances
shall also be recorded together with details of prevailing wind,
current and sea conditions. When the spill occurs in port, a brief
description of areas contaminated by the spill will be useful
together with information on other craft and facilities likely to
be affected. Written data should be supported by photographs
whenever possible although care must be taken to ensure that the
use of cameras does not contravene with the local regulations. Only
facts shall be logged; do not speculate as to what has happened !
Brief details of any response initiated by shore authorities should
also be recorded and, when known, information on numbers of
personnel engaged in the clean-up as well as type and quantity of
clean-up equipment and material being used. It may be particularly
useful to collect samples of all the different types of products
carried on board as well as a sample of the spilled oil/ noxious
liquid substances, especially in cases where it is suspected that
not all the pollution comes from one source. If the ship is not
responsible for a particular spill, photographs of the hull and
deck may help in verifying this. Similarly, if another ship is
observed spilling oil, this should be photographed, if possible
and, reported on sighting.
Photographs of the spill on the sea close to the vessel may help in
ascertaining the magnitude of the spill. If shoreline contamination
occurs, the assistance of the P&I Club representative or an
appointed independent surveyor shall be taken to arrange for
obtaining representative samples of the deposited oil/ noxious
liquid substances.
When taking samples, which may eventually be required as evidence
in legal proceedings, it is essential to establish their
authenticity. Collection of samples should therefore be witnessed
and containers should be properly sealed and labeled. As pollution
control authorities will probably also require samples for their
own use, it may be appropriate for sampling to be undertaken as a
joint exercise with samples being split between the two parties and
authenticated at the same time. It must be ensured that adequate
safety precautions are taken with respect to personnel protection.
The ship’s crew shall don proper protective clothing and shall also
be briefed about the special hazards for the applicable grade of
oil/ noxious liquid substances, as detailed in the Material Safety
Data Sheets of the product.
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APPENDIX 1
LIST OF NATIONAL OPERATIONAL CONTACT POINTS

REGULARLY UPDATED QUARTELY
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APPENDIX 2
LIST OF PORT CONTACTS
NAME OF CONTACT
PORT ADDRESS
PERSON/INSTITUTION DETAILS
Tel:
:
Fax:
Tlx:
Tel:
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Fax:
Tlx:
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Fax:
Tlx:
Tel:
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Fax:
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APPENDIX 2
LIST OF PORT CONTACTS
NAME OF CONTACT
PORT ADDRESS
PERSON/INSTITUTION DETAILS
Tel:
:
Fax:
Tlx:
Tel:
:
Fax:
Tlx:
Tel:
:
Fax:
Tlx:
Tel:
:
Fax:
Tlx:
Tel:
:
Fax:
Tlx:
Tel:
:
Fax:
Tlx:
Tel:
:
Fax:
Tlx:
Tel:
:
Fax:
Tlx:
DATE: 15.10.02
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APPENDIX 3
LIST OF SHIP INTEREST CONTACTS
A) OWNER'S & MANAGER'S INFORMATION
Owner : SHANDONG SHIPPING TANKER CO., LIMITED
Address : 36F, INTERNATIONAL SHIPPING CENTER

66 LIAN YUNGANG ROAD
QINGDAO, SHAN DONG
CHINA
Telephone :
E-Mail :
Manager : FLEET MANAGEMENT LIMITED
Address : 27th FLOOR, SOUTH ISLAND PLACE

8 WONG CHUK HANG ROAD
HONG KONG
Telephone : +852 2298 8300

Facsimile : +852 2528 1550
DPA : Capt. Ranvir Jatar

24 HRS No. : +852 9833 5194
Alt (DPA) : Capt. M. Sathya

24 HRS No. : +852 9371 3909
EMERGENCY NOTIFICATION NUMBER - +852 9730 0111
B) TELEPHONE LIST OF KEY PERSONNEL IN MANAGER'S OFFICE
Notification of oil spill is to be made to the following person in the

Hong Kong office or at their after office hour number, in the order listed
until contact is made.
Office Residence
Mr. K. S. Rajvanshy 2298 8959 2566 8959

(Managing Director)
SHORE SIDE SPILL RESPONSE CO-ORDINATOR
Capt. Ranvir Jatar 2298 8495 9833 5194

(Designated Person Ashore)
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LIST OF SHIP INTEREST CONTACTS (CONT’D)
C) VESSEL'S CLASSIFICATION SOCIETY
NAME : DNV, HONG KONG
ADDRESS : 21ST FLOOR

NO. 3 LOCKHART ROAD
WANCHAI, HONG KONG
TELEPHONE : +852 2865 3332

FACSIMILE : +852 2865 3513
D) VESSEL'S P&I CLUB
NAME : STEAMSHIP MUTUAL
ADDRESS : AQUATICAL HOUSE 39

BELL LANE, LONDON, R1 7LU
UNITED KINGDOM
TELEPHONE : +44 207 2475490

FACSIMILE : +44 207 3779378
E) VESSEL'S FLAG ADMINISTRATION
NAME : L.I.S.C.R.
ADDRESS : 8619 WESTWOOD CENTER DRIVE

VIENNA, VA 22182
USA.
TELEPHONE : +1 703 790 3434

FACSIMILE : +1 703 790 5655
For Emergency Calls:
Duty Officer Cell : +1 703 963 6216

Answering Service : +1 757 278 0001
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APPENDIX 4
LIST OF OIL SPILL RESPONSE EQUIPMENT TO BE CARRIED ON BOARD

(This form is to be kept updated by the Master in accordance to the inventory of
spill clean up equipment available on board and its location is to be identified)
MINIMUM ROB AS
WHERE
SR. NO DESCRIPTION OF ITEM QUANTITY OF:
STORED
REQUIRED _______
To suffice
all scupper
Scupper Plugs pipes which
1. (plug all scuppers before any cargo are directly
or bunker operations) leading
overboard/ to
main deck
Anti –Static Shovels
2. 2 Pcs
(for deck cleaning)
Non Sparking Scoops
3. 2 Pcs
(for deck cleaning)
Sawdust
4. (for cleaning & absorbing small 200 Kgs
leaks on deck)
5. Plastic collection bags 30 Nos
6. Oil spill Dispersant 60 Ltrs
7. Oil resistant Boots 5 Pairs
8. Protective Safety Goggles 5 Nos
9. Oil Resistant Gloves 5 Pairs
10. Mask for Dust/Hydrocarbon 5 Nos
Portable Air driven (non Sparking)

10. 1 Set
pump with suction & discharge Hose
Empty drums of 200 ltrs capacity

11. 2 Each
(for holding SOLID waste)
Empty drums of 200 ltrs capacity

12. 2 Each
(for holding LIQUID waste)
Plastic Buckets (for Quick

13. 4 Each
collection/ Transfer)
Coir Brooms (for Sweeping Sawdust/

14. 4 Nos
residue etc)
DATE: 05.07.21
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According to 33 CFR 155 U.S. Coast Guard regulations, paragraph

155.205, 155.210, 155.220 and 155.320, Tanker vessels which are 400
feet or greater in length, must provide oil spill cleaning equipment
on board equivalent to handle 12 barrels of oil spill. Tanker
vessels smaller than 400 ft in length and all dry cargo must provide
oil spill cleaning equipment on board equivalent to handle 7 barrels
of oil spill
Contents of 7 Barrel kit:
MINIMUM ROB AS
WHERE
STORED
REQUIRED _______
Oil absorbent Pads / Mats (43 x 48
1 600
cm)
2 Oil absorbent Booms (13 cm x 6m) 6
3 Oil absorbent snakes (1.2m x 8m) 30
4 Oil absorbent pillows (43 x 43 cm) 40
5 Disposal overall/ jump suites 5 Pcs
6 Masks for Dust/Hydrocarbon 5 Nos
7 Oil Resistant Gloves 5
Oil resistant Boots 5 Pairs

8
9 Protective Safety Goggles 5 Nos

10 1 Set
11 Disposals collection bags 20 nos
Non Sparking Scoops

12 2 Pcs
(for deck cleaning)
13 2 Pcs
(for deck cleaning)
14. 4
The above equipment and materials are maintained on board to contain and clean
up deck spills of upto 7 barrels (approx 1.1 M3).
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Contents of 12 Barrel kit:
MINIMUM ROB AS
WHERE
STORED
REQUIRED _______
Oil absorbent Pads / Mats (43 x 48
1 1000
cm)
2 Oil absorbent Booms (13 cm x 6m) 10
3 Oil absorbent snakes (1.2m x 8m) 66
4 Oil absorbent pillows (43 x 43 cm) 56
5 Disposal overall/ jump suites 5 Pcs
6 Masks for Dust/Hydrocarbon 5 Nos
7 Oil Resistant Gloves 5
Oil resistant Boots 5 Pairs

8
9 Protective Safety Goggles 5 Nos

10 1 Set
11 Disposals collection bags 30 nos
Non Sparking Scoops

12 2 Pcs
(for deck cleaning)
13 2 Pcs
(for deck cleaning)
14. 4
The above equipment and materials are maintained on board to contain and clean
up deck spills of upto 12 barrels (approx 2 M3).
These items are to be used only for the above purpose and shall be stored in a
designated locker which must be clearly marked “EMERGENCY CLEAN-UP EQUIPMENT”.
DATE: 05.07.21
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APPENDIX 5A
OPERATIONAL OIL/NOXIOUS LIQUID SUBSTANCE SPILL RESPONSE CHECK LIST
ACTION
ACTION TO BE CONSIDERED PERSON RESPONSIBLE
TAKEN
IMMEDIATE ACTION
Sound emergency alarm. Yes/No Person discovering incident

Initiate vessel emergency response procedures. Yes/No Officer on duty
INITIAL RESPONSE
Cease all cargo and/or bunkering operations. Yes/No Officer on duty

Close manifold valves. Yes/No Officer on duty
Stop air intake to accommodation. Yes/No Officer on duty
Stop non-essential air intake to engine room. Yes/No Engineer on duty
Locate source of leakage. Yes/No Officer on duty
Stop or reduce flow of oil or noxious liquid. Yes/No Officer on duty
Commence clean-up procedures using onboard
equipment and material available. Yes/No Chief Officer
Comply with reporting procedures. Yes/No Master
SECONDARY RESPONSE
Assess fire risk from release of flammable

substances. Yes/No Chief Officer
Reduce level in relevant tank by dropping oil
Or noxious liquid into empty or slack tank. Yes/No Chief Officer
Reduce level in tanks in suspect area. Yes/No Chief Officer
Drain affected line to empty or slack tank. Yes/No Chief Officer
Reduce inert gas pressure to zero. Yes/No Chief Engineer
If leakage is at pumproom seavalve, relieve
pressure on pipelines. Yes/No Chief Officer
Prepare pumps for transfer of oil Or noxious
liquid to other tanks or to shore or lighter. Yes/No Chief Engineer
Prepare portable pumps if it is possible to
transfer spilt oil Or noxious liquid to empty Yes/No Chief Engineer
tank.
FURTHER RESPONSE
Pump water into leaking tank to create water

cushion and prevent further oil loss. Yes/No Chief Officer
If leakage is below waterline arrange divers
for further investigation. Yes/No Master
Calculate stresses/stability. If necessary
request shore assistance for same. Yes/No Chief Officer
Transfer cargo or bunkers to alleviate
high stresses. Yes/No Chief Officer
Stow residues from cleanup carefully prior
to disposal. Yes/No Officer on duty
DATE: 05.07.21
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APPENDIX 5B
CASUALTY SPILL RESPONSE CHECK LIST
ACTION PERSON
ACTION TO BE CONSIDERED
TAKEN RESPONSIBLE
IMMEDIATE ACTION
Sound emergency alarm. Yes/No Officer on duty

Initiate vessel emergency response procedures. Yes/No Officer on duty
INITIAL RESPONSE
Stop air intake to accommodation. Yes/No Officer on duty

Stop non-essential air intake to engine room. Yes/No Engineer on duty
Assess further danger to ship or personnel by
such as capsize or immediate sinking. Yes/No Master
Cease all cargo and other non-essential
operations. Yes/No Officer on duty
Assess whether oil Or noxious liquid has actually Yes/No Chief Officer
been spilt or there is a probability that it will Master
be spilt. Yes/No Master
Comply with reporting procedures. Yes/No Chief Officer
Sound all compartment. Yes/No Chief Officer
Sound around vessel if aground. Yes/No Master
Request outside assistance. Yes/No Chief Officer
Stop or reduce flow of oil Or noxious liquid. Yes/No Chief Officer
Counter excessive list. Yes/No Officer on duty
Contain spilt oil Or noxious liquid.
Commence clean-up procedures using clean-up Yes/No Chief Officer
equipment, material available onboard.
FURTHER RESPONSE
Reduce inert gas pressure to zero, if applicable.

Yes/No Chief Engineer
Assess fire risk from release of flammable
substances.
Yes/No Chief Officer
Consider evacuation of non-essential crew.
Yes/No Master
Assess likelihood of further damage to vessel
or cargo.
Yes/No Master
Calculate stresses/stability. If necessary
request for shore assistance.
Transfer cargo or bunkers to alleviate high Yes/No Chief Officer
stresses.
Request assistance or escort to port of refuge. Yes/No Chief Officer
Yes/No Master
Manoeuver upwind of spill/away from land.
Yes/No Master
Assess whether tide will worsen situation.
Obtain weather forecast and assess effect. Yes/No Second Officer
Yes/No Master
Prepare pumps for transfer of oil Or noxious
liquid to other tanks or to shore or lightening
Yes/No Chief Engineer
vessel.
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APPENDIX 5C
EXAMPLE CHECKLISTS FOR USE IN EMERGENCIES
Checklist for response to operational spill of oil or noxious liquid substance
This checklist is intended for response guidance when dealing with a spill of oil Or noxious liquid
during cargo or bunkering operations. 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.
ACTION TO BE CONSIDERED ACTION TAKEN PERSON RESPONSIBLE

Immediate Action Yes No
Sound Emergency Alarm   Person discovering incident
Initiate ship’s emergency response procedure   Officer on duty
Initial Response
Stop all cargo and bunkering operations   Officer on duty
Close manifold valves   Officer on duty
Stop air intake to accommodation   Officer on duty
Stop non-essential air intake to machinery spaces   Engineer on duty
Locate source of leakage   Officer on duty
Close all tank valves and pipeline master valves   Officer on duty
Commence clean-up procedures using absorbents and   Chief Officer
permitted solvents.
Comply with reporting procedures   Master
Secondary Response
Assess fire risk from release of flammable liquids or vapour   Chief Officer
Reduce liquid level in relevant tank by dropping into an   Chief Officer
empty or slack tank
Reduce liquid levels in tanks in suspect area   Chief Officer
Drain affected pipeline to empty or slack tank   Chief Officer
Reduce inert gas pressure to zero   Chief Engineer
If leakage is at pumproom seavalve, relieve pipeline pressure   Chief Officer
Prepare pumps for transfer of liquid to other tanks or to   Chief Engineer
shore or to lighter
Prepare portable pumps for transfer of spilt liquid to empty tank   Chief Engineer
Further response
Consider mitigating activities to reduce effect of spilt liquid   Master
Pump water into leaking tank to create water cushion under   Chief Officer
oil or light chemical to prevent further loss
If leakage is below waterline, arrange divers to investigate   Master
Calculate stresses and stability, requesting shore assistance if   Chief Officer
necessary
Transfer cargo or bunkers to alleviate high stresses   Chief Officer
Designate stowage for residues from clean-up prior to disposal   Officer on duty
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APPENDIX 5D
EXAMPLE CHECKLISTS FOR USE IN EMERGENCIES
Checklist for response to spill after a casualty
This checklist is intended for response guidance when dealing with a spill of oil following a casualty.
Responsibility for action to deal with the casualty itself will be as laid down in existing plans, such as
the Emergency Muster list.
The term "Navigator" refers to the officer responsible for passage planning and voyage analysis,
usually the second officer.
ACTION TO BE CONSIDERED ACTION TAKEN PERSON RESPONSIBLE

Immediate Action Yes No
Sound Emergency Alarm   Person discovering incident
Initiate ship’s emergency response procedure   Officer on duty
Initial Response
Stop air intake to accommodation   Officer on duty
Stop non-essential air intake to machinery spaces   Engineer on duty
Assess further danger to ship or personnel by such as   Master
capsize or immediate sinking
Stop all cargo and ballasting operations   Officer on duty
Close all tank valves and pipeline master valves   Officer on duty
Assess whether oil Or noxious liquid has actually been spilt   Chief Officer
Assess whether oil Or noxious liquid will probably be spilt   Master
Comply with reporting procedures   Master
Sound all compartments   Chief Officer
Sound around ship if it is aground   Chief Officer
Request outside assistance   Master
Stop or reduce outflow of oil Or noxious liquid   Chief Officer
Counter excessive list   Chief Officer
Contain spilt liquid still on deck   Officer on duty
Commence clean-up procedures using absorbents and   Chief Officer
permitted solvents.
Further response
Reduce inert gas pressure to zero   Chief Engineer
Assess fire risk from release of flammable liquids or vapour   Chief Officer
Consider evacuation of non-essential crew   Master
Assess liklelihood of further damage to ship or cargo   Master
Calculate stresses and stability, requesting shore assistance if   Chief Officer
necessary
Transfer cargo or bunkers to alleviate high stresses   Chief Officer
Request assistance or escort to place of refuge   Master
Manoeuvre upwind of spill and / or away from land   Master
Assess effect of tide and current, on ship and spilt liquid   Navigator
Obtain weather forecast and assess effect on ship   Master
Prepare pumps for transfer of liquid to other tanks or to   Chief Engineer
shore or to lighter
Reduce liquid levels in tanks in suspect area   Chief Officer
Designate stowage for residues from clean-up prior to disposal   Officer on duty
DATE: 05.07.21
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APPENDIX 6
SUMMARY FLOWCHART OF SHIPBOARD ACTIONS
This summary flowchart provides an outline of the course of action that shipboard personnel should
follow in responding to an oil Or noxious liquid pollution emergency. The steps are designed to
assist personnel in actions to stop or minimise the discharge of oil Or noxious liquid and mitigate
its effect.
DISCHARGE OF OIL/NLS
PROBABLE OR ACTUAL
ASSESSMENT OF THE NATURE OF INCIDENT
ACTIONS REQUIRED
* Alert Crew Members

* Identify Spill Source
* Personnel Protectin
* Spill Assessment
* Vapour monitoring
* Evacuation
REPORTING ACTION TO CONTROL DISCHARGE

To be made by the Master and in his Measures to minimise the escape of oil and threat to the
absence by the Chief Officer marine environment
WHEN TO REPORT NAVIGATIONAL MEASURES SEAMANSHIP MEASURES

* All probable and actual spills
(refer Section 2.1)
HOW TO REPORT
* By quickest means to coastal radio * Alter course/position * Safety assessment and
station and/or speed precaution
* Designated ship movement reporting * Change of list and/or * Advice on priority
station or trim countermeasures/
* Rescue Co-ordination Center (at sea) * Anchoring preventive measures
* By quickest available means to * Setting aground * Damage stability and
local authorities * Initiate towage stress considerations
* Assess safe haven * Ballasting/deballasting
WHO TO CONTACT requirements * Internal cargo transfer
(refer Section 2.3) * Weather/tide/swell operations
* Nearest Coastal State forecasting * Emergency ship-to-ship
* Harbour, terminal operators, port * Slick monitoring transfers of cargo
authorities, local agent (in port) * Record of events and and/or bunker
* Ship Owners/Manager; P&I rep communications taken * Set up shipboard
* Head Charterer; cargo owner response for:
* Refer to Appendix 1,2 & 3 - Leak sealing
- Fire fighting
WHAT TO REPORT - Handling of shipboard
(refer Section 2.2) response equipment
* Initial report (Res. 851(20) as - etc.
amended by IMO resolution MEPC. 138
(53)
* Follow-up reports
* Characteristics of oil spilled
STEPS TO INITIATE EXTERNAL RESPONSE
* Cargo/ballast bunker dispositions
* Weather and sea conditions
* Slick movement * Refer to Appendix 1 for local assistance
* Assistance required * Refer to Appendix 3 for Ship Interest Contact List
* External clean-up resources required
- Salvage
* Continued monitoring of activities
- Lightening capacity
- Mechanical equipment
- External strike team
- Chemical dispersant/degreasant

APPENDIX 7A
SPILL NOTIFICATION SEQUENCE

VESSEL BEYOND 200 MILES FROM SHORE
SPILL OBSERVER
MASTER
HEAD OF QUALITY
NEAREST COASTAL
MANAGEMENT SYSTEM
STATE USING
OR IN HIS ABSENCE
MARPOL REPORTING
NEXT PERSON AS
FORMAT
PER APPENDIX 3(B)
SR.SUPERINTENDENT MANAGER MANAGING DIRECTOR ASSISTANCE

C&M DEPT DIRECTOR GEN MANAGER
* CLEANUP CONTRACTOR
* SALVAGE
SUPERINTENDENT * EMERG LIGHTERING
PAGE: 1 OF 2
DATE: 05.07.21
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OWNER P & I H & M REP COMMERCIAL
REP (IF RQRD) OPERATOR
FLAG VESSEL
AUTHORITY CLASSIFIC
CHARTERER CARGO
OWNER

APPENDIX 7B
SPILL NOTIFICATION SEQUENCE

VESSEL IN PORT OR WITHIN 200 MILES FROM SHORE
SPILL OBSERVER
MASTER
IF OUTSIDE IF IN
U.S. WATERS U.S. WATERS HEAD OF QUALITY
MANAGEMENT SYSTEM
OR IN HIS ABSENCE
PORT / HARBOUR TERMINAL OR VESSELS NEXT PERSON AS
AUTHORITIES USCG NATIONAL NEAREST TRANSFER FACILITY AGENT PER APPENDIX 3(B)
USING MARPOL RESPONSE USCG
REPORTING FORMAT CENTRE COTP
SR.SUPERINTENDENT MANAGER MANAGING DIRECTOR ASSISTANCE

C&M DEPT DIRECTOR GEN MANAGER
* CLEANUP CONTRACTOR
* SALVAGE
SUPERINTENDENT * EMERG LIGHTERING
PAGE: 2 OF 2
DATE: 05.07.21
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OWNER P & I H & M REP COMMERCIAL
REP (IF RQRD) OPERATOR
FLAG VESSEL
AUTHORITY CLASSIFIC
CHARTERER CARGO
OWNER
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APPENDIX 8
NOTIFICATION CHECKLIST
This form is to be filled in as complete as applicable and it is not

necessary to collect all information before making the initial
notification
Means by which FML office may contact vessel --------------------------
Incident Date ___________________ Incident Time _________________

Location ___________________
Nearest Coastal State Y N Date_______________ Time ______________
Which Coastal State Notified ________________
Terminal/Transfer Facility Y N Person_____________ Phone#_____________
Date _______________ Time __________________
Port/Harbour Authorities Y N Person_____________ Phone#_____________
Date _______________ Time __________________
USCG Center Y N Person ________________________________
Date _______________ Time __________________
Local USCG Y N Person ________________________________
Date __________ Time __________ Phone#__________
Vessel Agent Y N Person ____________ Phone#_____________
Date _______________ Time __________________
Fleet Office Y N Date _______________ Time ______________
Person ____________________ Phone# _____________
Contractor Y N Contacted by: Terminal/Port Authority
Vessel/FML/Vessel Agent
Date _______________ Time __________________
Party _____________________ Phone# _____________
Other Y N Organisation ___________________________
Date ________________ Time __________________
Person ____________________ Phone# _____________
Other Y N Organisation ___________________________
Date ________________ Time __________________
Person ____________________ Phone# _____________
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APPENDIX 9
The Kingdom of Saudi Arabia
Ministry of Defense & Aviation
Meteorology and Environmental Protection Administration
EPGD
Oil Spill Response Center
No ________________
Date ______________
NOTIFICATION FORM
TANKER GROUND AND/OR POLLUTION BY OIL AND OTHER HAZARDOUS
MATERIALS
Hijjra Date ________________ Gregorian Date ___________________

H.Time received ___________________________________
Name of Notifier __________________________________
Organisation ______________________________________
Telephone _________________________________________
Time the accident noted __________________ Oil Spill Hazardous Substances
No Pollution or spill
Cause of spill or pollution
Grounding Tanker Ship Boat
Collision Tanker Ship Boat
with: Tanker Ship Boat Facility
Accident during loading/unloading operation.
Other causes
1. Source of pollution:
Unidentified Identified Tanker Ship Boat Facility Other
Name of organization responsible for the accident _______________________
Quantity of oil or other hazardous cargo on board of tanker/ship ___________
____________________________________________________________________________
____________________________________________________________________________
Volume of bunker fuel on board ____________________________________________
Owner or agent of the source ______________________________________________
2. Location of accident or spill:
Offshore Onshore
Along the coastline In-land
Define exact location of accident _________________________________________
DATE: 05.07.21
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APPENDIX 9 (cont’d)
NOTIFICATION FORM (cont’d)

(THE KINGDOM OF SAUDI ARABIA)
3. Area of affected or polluted site ________________________________

Volume of oil spilled ______________________________________________
Length _____________________________________________________________
Width ______________________________________________________________
Status and form of pollution

Tick one or more of the following
Heavy (black)7
Weathered
Light sheen
Tar mats
Tar balls
Oil mixed with grass
Oil mixed with sand
In the form of sporadic lines
In the form of long lines
In the form of coherent semi-circle mass
In the form of sporadic semi-circle
Pollution by other hazardous substances
Names of pollutants, if possible
Other circumstances and forms
Name significant organizations adjacent to the pollution ____________

_______________________________________________________________________
Q: Are there any containment activities: Yes No
Q: Are there any marine units or tankers near the pollution area: ___________
If yes, please:
Q: Name Such Facilities or
tankers:_______________________________________________________________
Q: Is there any response being undertaken by your organization: Yes No
Mention name and telephone No. of the person responsible for coordination at the
affected organization ________________________________________________________________
______________________________________________________________________________________
Other remarks
______________________________________________________________________________________
______________________________________________________________________________________
DATE: 05.07.21
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APPENDIX 10
LIST OF VESSEL’S PLANS AND DRAWINGS
1. GENERAL ARRANGEMENT PLAN
2. CAPACITY PLAN
3. MIDSHIP SECTION
4. PUMPING PLAN
5. PIPING DIAGRAMS FOR SHIP’S CARGO,BILGE, BALLAST, FUEL AND

LUBE OILS
PAGE: 1 OF 10
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APPENDIX 11
GUIDELINES ON SHIP-TO-SHIP TRANSFER OPERATIONS
SECTION 11.1 GUIDELINES TO STS OPERATION
SHIP TO SHIP transfer operations can be very dangerous especially at the

time of getting alongside, mooring and unmooring of the 2nd carrier
vessel.
Vessels have experienced several incidents by improper maneuvering

and/or operation while conducting ship-to-ship transfer operation
(hereinafter called STS) at anchorage/sea. Some incidents could have
resulted in serious oil spill or explosion incident, which might have
caused fatal blow to marine environment and/or our precious lives. Hence
the vessels concerned are required to be well aware of the risks and
danger of STS operations and perform the operations with due
precautions, most keen attention and care. Generally, STS consists of
approaching, getting alongside, mooring, hose connecting, cargo
transfer, hose disconnecting, unmooring and leaving alongside
operations.
However, within these guidelines, the contents will be highlighted to

the approaching, getting alongside, mooring, unmooring and leaving
alongside when carrying out STS at anchor.
SECTION 11.1.1 MOTHER VESSEL
Mother vessel is in a passive position as she is at anchor and to

receive the 2nd carrier vessel. However, it is required to take proper
actions to coordinate and cooperate with the 2nd carrier to secure
safety:
1) Communication channel with the 2nd carrier must be established well in

advance and communicate with the master of the 2nd carrier to exchange
necessary information and to make necessary agreement regarding the
operations,
2) If appropriate, it is recommended to use port anchor to give the way

to the 2nd carrier for easy approach and getting alongside on the
starboard side of the mother vessel.
3) The shackles of anchor in the sea should not be less than 6 shackles
in order to get enough holding power.
4) The number and size of fenders have to be enough to receive the 2nd
carrier for STS and the mooring lines have to have enough strength.
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5) The fenders are to be positioned to receive the parallel body of the

2nd carrier. Portable fenders are to be arranged to protect the
mother vessel from direct contact by the 2nd carrier’s bow and stern
plating. In order to reposition the portable fenders as necessary,
crew must stationed near the fenders,
6) Enough number of crew has to be stationed in positions.
7) The master & duty officer have to be on the bridge during,

approaching, getting alongside, mooring & unmooring in order to
monitor the operations, communicate with the 2nd carrier and give
necessary orders to the crew for safe operations. The master of the
2nd carrier is to be informed of the relative heading angle between
the vessels, the distance between the vessels, estimated speed of
approach, etc. to help the master of the 2nd vessel for safe
operations as agreed with him in advance. To give correct
information the 2 nd carrier, the master has to collect the necessary
information from C/O and 2/O stationed on the decks.
8) During the operations the main engine has to be ready for immediate
use just in case of emergency.
SECTION 11.1.2 2ND CARRIER
1) Well in advance to commencement of approaching the mother vessel, the

master of the 2nd carrier has to establish effective communication
channel with the mother vessel and communicate with the master of the
mother vessel to get necessary information on the situation of the
mother vessel and its surroundings such as wind direction and force,
current, arrangement of fenders and make necessary agreement on the
manner of exchanging information and advice, method of approach and
mooring, etc.
2) It is recommended to approach from starboard quarter of mother

vessel. Don't try to approach from the direction of bow or midship
of mother vessel.
3) Approach and getting alongside operations should be attempted under

reasonable sea state.
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SECTION 11.2 MOORING (Refer diagram at end of this section)
Generally there are two methods of approaching and getting alongside

the mother vessel i.e. Type-1 and Type-2.
Type-2 is useful for a master who has a lot of experience of STS,

however, it sometimes can be very dangerous when a mistake is made in
controlling speed or the 2nd vessel is pushed towards the mother vessel
by current or wind.
Therefore, the Type-1 is recommended for safety reason, which is to:
1) Proceed to point “A” with 30 of angle to approach with very slow
speed,
2) Stop engine and reduce the speed to almost zero at point “A”. It
is the reason to keep 30 for reducing speed at point “A” when
setting the course in parallel with the heading of mother vessel,
3) Proceed to point “B” with minimum speed which can maintain ship's
steer ability and course,
4) When the ship's mid-ship reached at point “C” with about 50 meters
beam distance against the mother vessel, reduce the speed and put
the rudder to port 20 with quick dead slow ahead engine. When the
vessel’s heading turned to port 20, make a quick dead slow astern
to keep her in parallel with the mother vessel course and to
reduce beam distance with the mother vessel. By repeating this
quick ahead and astern operation, the vessel can approach to the
mother vessel in parallel with the mother vessel,
5) If the vessel fails to approach as per the above manoeuver and the
vessel is put in a dangerous relative angle and/or position with
the mother vessel, the Master must not hesitate to leave the
position quickly and repeat to approach again,
6) When mooring the vessel, the most important thing is to control

`relative position with the mother vessel, therefore, the vessel
has to take a bow spring with the mother vessel as 1st line and
head line as 2nd line. Once the vessel has taken a bow spring,
the vessel can be controlled freely to adjust the position &
course by using the main engine ahead with steering the rudder
angle. With a bow spring taken with the mother vessel, use of the
main engine with rudder will make her little speed ahead but cause
her big turning moment which can be used for control of the
vessel’s heading.
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For example, if the vessel’s heading is turning to port, steer the

rudder to starboard with quick ahead engine and then vessel’s
heading will be turning to starboard without changing ship's
relative position with the mother vessel. If the vessel’s heading
is turning to starboard, make rudder to port with quick ahead
engine. It must be well aware that if the engine is used long,
the vessel’s stern will also start to turn by kick.
7) It is preferable to get alongside by keeping a position in

parallel with the mother vessel. However, it sometimes is
difficult to do so without assistance of a tug boat. If such is
the case, firstly get alongside the forward of vessel and then
stern.
While approaching to the mother vessel, even when the vessel

cannot control or reduce speed nearby the mother vessel as
designated in the above, the master should not use the main engine
astern to reduce the speed because the stern of vessel may contact
with the mother vessel for uncontrollable movements. If the vessel
can not keep minimum beam distance 50 meters against the mother
vessel or the vessel can not keep her heading almost in parallel
with the mother vessel, the master should not hesitate to leave
away from the mother vessel immediately and try again in due
course. Never try to get alongside the mother vessel under adverse
or undesirable. If the vessel is approaching to the mother vessel
with beam distance not more than 50 meters, the bow or stern of
vessel may contact the mother vessel as a result of suction due to
bank effect and also the difficulty may be felt by the master to
keep the course of vessel for the same reason. Under such
circumstances, the master should make a quick decision to leave
the place and attempt another approach.
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SECTION 11.3 UNMOORING (Refer diagram at end of this section)
There are 3 methods of leaving alongside. However, the Type-2 and Type-
3 can be very dangerous. Those two types are carried out only under
special condition. Therefore, only Type-1 is recommended as safe method
which is to :
1) Firstly, let go head line and bow spring,
2) Turn to starboard the heading of vessel by current coming from the

forward. If the heading of vessel does not turn to starboard,
make it by heaving of stern line & put the rudder angle to hard
starboard.
3) Make the relative angle of the heading of vessel not less than 30
with the heading of mother vessel and then let go stern line,
4) When the stern of vessel leaves from the mother vessel more than 3
meters, let go the quarter spring lines,
5) Put the rudder to midship & leave the mother vessel with dead
slow, slow and half ahead engine gradually.
6) If practicable, it is better leave the mother vessel with good

speed for avoiding to be drifted to the bow of mother vessel by
current or wind. Do not make the vessel turn port and do not pass
in front of the bow of mother vessel,
7) Do not make big steering of the rudder until the bow of mother
vessel and the anchor chain are cleared completely.
SECTION 11.4 WALL EFFECT (Refer diagram at end of this section)
As saying suction or repelling effect when vessel is passing side of

bank or another vessel, it is the most important factor to be
considered during STS. The phenomenon of suction or repelling is
increased when the distance between ship to ship become closer and also
the speed of the vessel will be faster.
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SECTION 11.5 EXCHANGE OF INFORMATION
TO : MASTER OF 2ND CARRIER

FM : MASTER OF MOTHER VESSEL
DATE:
SHIP TO SHIP TRANSFER CHECK LIST (PRE ARRIVAL)

(Mother vessel to 2nd carrier through agent)
This check list should be completed by mother vessel and sent to 2 nd carrier through agent
before arrival anchorage.
1. Deadweight :
2. LOA :
3. Depth :
4. Arrival Draft & Trim:
5. Size & number of fender :
6. Which anchor will be used(port or starboard):
7. Which side on your vessel want to be alongside:
8. What is your VHF channel available for STS:
9. Cargoes to be transferred or to be taken:
10.
Name of cargo:
Quantity:
Cargo tanks:
Kind of cargo pump:
Size of manifold:
Max Pumping or loading
rate(mt/h)
11. How many parcels vessel can load or unload simultaneously in case of plural cargo:
12. If loading/unloading cargo by one by one, which parcel of cargo will be loaded or unloaded:
13. How many flexible cargo hoses are you available for STS:
14. Departure draft & Trim:
15. Other information for 2nd carrier, if any:
15. If any other question against the 2nd carrier, to prescribe here:
Signature, master of mother vessel:_______________________________
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TO : MASTER OF MOTHER VESSEL

FM : MASTER OF 2ND CARRIER
DATE:
SHIP TO SHIP TRANSFER CHECK LIST (PRE ARRIVAL)
(2nd carrier to mother vessel through agent)
This check list should be completed by 2nd carrier and sent to mother vessel through agent
before arrival anchorage.
1. Deadweight :
2. LOA :
3. Depth :
4. Parallel body:
5. Arrival Draft & Trim:
6. Which side of mother vessel want to be alongside:
7. What is your VHF channel available for STS:
8. Mooring procedure from approach to mother vessel to mooring at mother vessel to be
prescribed:
9. Cargoes to be transferred or to be taken:
Name of cargo:
Quantity:
Cargo tanks:
Kind of cargo pump(if
applicable)
Size of manifold:
Max Pumping or loading
rate(mt/h)
10. How many parcels vessel can load or unload simultaneously in case of plural cargo:
11. If loading/unloading cargo by one by one, which parcel of cargo will be loaded or unloaded:
12. How many flexible cargo hoses are you available for STS:
13. Departure draft & trim:
14. Other information for mother vessel if any:
15. If any other question against the 2nd carrier, to prescribe here:
Remarks: Before unmooring, the procedure should be discussed & agreed with masters
between mother vessel and 2nd carrier.
Signature, master of mother vessel:________________________________

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SCHEMATIC DIAGRAM FOR MOORING, UNMOORING AND WALL EFFECT DURING STS
OPERATION.
MOORING
Type – 1 Type – 2
(2)
(1)
Abt 50m (C) 50m
-------------------------------------- (B) -- collision
0.5L
-------------------------------------------(A)--
Abt 30 deg
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UNMOORING
Type-1 Type-2
4 3
1 2 1 2
-------------------------------------------------------- (A) ----------------------------------------------------------
Possible
collision
30deg
Type - 3
--------------------------------------------------
1 2
5 4 3
collision possible
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Wall Effect (Bank Effect)
1
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APPENDIX 12
Training Record (SOPEP/SMPEP)
M.V./M.T. Date:
Details of Training:
No. Name Rank

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
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M.T.

SHIPBOARD MARINE POLLUTION

ANY SPILLAGE OF OIL OR NOXIOUS LIQUID SUBSTANCE

IT IS VITALLY IMPORTANT TO PREVENT ANY SPILLAGE OF

EVERY CREW MEMBER HAS A RESPONSIBILITY

DATE APPROVED BY OFFICIAL

Regulation 37 of Annex I of MARPOL requires every oil tanker of 150 GT

Name : SOLAR SUSIE Flag : LIBERIA

POR : MONROVIA Call Sign : D5XD2

IMO Number : 9898515 Official No:

Gross Tons : 30259 Net Tons : 13576

Ship Type : OIL / CHEMICAL TANKER Year Built : 2021

Builder : NEW TIMES SHIPBUILDING CO., LTD

Classification Society: DNV

Length Overall : 183.24 Mtrs LBP : 176.05 Mtrs

Max Breadth : 32.20 Mtrs

Depth : 19.10 Mtrs Summer draught : 13.30 Mtrs

Summer DWT : 49389 MT

Propeller : SINGLE SCREW, FIXED PITCH, 4 BLADES

Owner : SHANDONG SHIPPING TANKER CO. LIMITED

Address : 36F, INTERNATIONAL SHIPPING CENTER

Manager : FLEET MANAGEMENT LIMITED

Address : 27th FLOOR, SOUTH ISLAND PLACE

Telephone : +852 2298 8300

SECTION SUBJECT PAGE REV.NO. DATE

APPROVAL DOCUMENT I 0 05.07.21

SHIP’S PARTICULARS III 0 05.07.21

TABLE OF CONTENTS IV - VII 0 05.07.21

RECORD OF CHANGES VIII 0 05.07.21

REGULATORY REQUIREMENTS IX 0 05.07.21

RESPONSE PLAN REQUIREMENTS X 0 05.07.21

2.1 WHEN TO REPORT 3 0 05.07.21

2.1.1 ACTUAL DISCHARGE 3 0 05.07.21

2.1.2 PROBABLE DISCHARGE 3 0 05.07.21

2.2 INITIAL REPORT OF INCIDENT 4 - 10 0 05.07.21

2.3 WHOM TO CONTACT 11 - 13 0 05.07.21

2.4 COMMUNICATION METHODS 13 0 05.07.21

3 STEPS TO CONTROL DISCHARGE

3.1 OPERATIONAL SPILLS OF OIL 1 0 05.07.21

3.1.1 PIPELINE LEAKAGE DURING

3.1.2 TANK OVERFLOW DURING LOADING

3.1.3 HULL LEAKAGE 4 0 05.07.21

TABLE OF CONTENTS (CONT’D)

SECTION SUBJECT PAGE REV.NO. DATE

3.2 SPILLS RESULTING FROM

3.2.1 GROUNDING AND STRANDING 6 – 7 0 05.07.21

3.2.2 FIRE AND EXPLOSION 8 0 05.07.21

3.2.3 COLLISION WITH A FIXED OR

3.2.4 HULL FAILURE 9 0 05.07.21

3.2.5 EXCESSIVE LIST 10 0 05.07.21

3.2.6 CONTAINMENT SYSTEM FAILURE 11 0 05.07.21

3.2.7 SUBMERGED, FOUNDERED OR

3.2.8 HAZARDOUS VAPOUR RELEASE 12 0 05.07.21

3.3 DAMAGE STABILITY & HULL 13 0 05.07.21

3.4 LOCATION OF VESSEL’S PLANS 18 0 05.07.21

3.4.1 CARGO AND FUEL STOWAGE DATA 18 0 05.07.21

3.5 PRIORITY ACTIONS 18-19 0 05.07.21

3.6 LIGHTENING ACTIVITIES 19 0 05.07.21

3.7 MITIGATING ACTIVITIES 20-21 0 05.07.21