MARINE POLLUTION

To educate the students in the handling of Oily waters and

other waste to prevent marine pollution and be aware of the
International and National Legislations for the Prevention of
Marine Pollution
 Marine Pollution
COVERAGE

• INTRODUCTION TO MARINE POLLUTION

• ANNEXES
• LEGISLATIONS
HISTORY
a new problem began to
emerge –

Torrey Canyon disaster

of 1967, in which
120,000 tonnes of oil
was spilled,
demonstrated the scale
of the problem.

–POLLUTION
Human Error
• what happened?
–Left Kuwait (19 February 1967) for ‘who knows where?’
–Canary Isles (14 March), info: Milford Haven by 18 March
–to steam 2000 miles in 5 days, 6pm by 18 Mar to catch tide
or wait 6 more days
–17 kts, Auto Pilot, 1 small scale chart of Scilly Isles
–Capt slept at 0330H to be awaken at 0600H
–0630H, discuss with OOW, pass between the gap off Scilly
Isle
–0700H, Captain is on the Bridge
–0800H, change watch, new 3/O (First Trip) & AB
–0815H, now passing Scilly Isles, 30 min to Seven Stones
reef
–3/O uses range & bearing, not 3 cross bearings
–Fishing boats, turn to stbd, close to 7 stones
–0840H, plotting error discovered, 2.8’ to reef
Human Error
• what happened?
Course change to ‘North’ (?) – change Auto to Manual,
then to Auto again.
re-plot position, still heading to reef (about 2 miles to go)
Emergency course change, 340o , change Auto to Manual,
to Auto, re-plot position again.
AB shouts can’t hear the ‘clicks’ sir, Master didn’t hear
Master went to chart room, realizes can’t hear ‘clicks’,
thinks the fuses must have blown;
Fuses - OK, thinks Oil pumps for the rudder is not working
Rings the Engine Room, by mistake dialed Galley, galley
says
“Oh, captain, your breakfast is ready”
Captain glances at the Auto-pilot, realizes the problem,
moves lever to Manual, changes course
control lever, by the wheel, had been knocked into ‘Disengage’.

Speed: 17 knots, too late.

HISTORY
• 1954 - OILPOL 1954.
–two main ways of tackling the problem:
• established “prohibited zones”, 50 miles from nearest land,
prohibits discharge containing more than 100ppm
• requires contracting parties: reception facilities of oily water &
residues

• 1962 - amendment to the convention:

–extends its application to lower tonnage ships
–extended the prohibited zones
–restricts operational discharge of oil from oil tankers
and from machinery spaces of all ships.
History of MARPOL

• 1967 - Torrey Canyon; 120,000 gal of crude oil

– all efforts were made in order prevent disastrous
effects of oil on coastal & marine life
– since there was no proper procedures in the usage of
dispersant/chemicals, all efforts only aggravated the
situation
– IMO convened to drew up plan of action on technical
& legal aspects of the incident
History of MARPOL
• 1969 - IMO Assembly decided to convene an Int’l
Conference in 1973
– to prepare a suitable int’l agreement for placing
restraints on the contamination of the sea, land and
air by ships.
History of MARPOL
• 1973 Convention
– ‘73 convention incorporated much of OILPOL ‘54 and its
amendments into Annex I, Oil.
•due to the greater threat of operational pollution than accidental.
– convention also intends to cover other forms of pollution:
chemical, harmful substances in package form, sewage &
garbage.
– Convention did not enter in force yet due to few signifying
member states
• 1978 Conference
– due to a spate of tanker accidents (1976-77)
– Conference on Tanker and Pollution Prevention
History of MARPOL
• Due to the rising concern of Oil Pollution
• 1954 - UK organized a conference on oil pollution
resulting to “Int’l Convention for the Prevention of
Pollution by Oil (OILPOL), 1954.”
– Entered into force in July 26, 1958 thru IMO
Convention, functions transferred to IMO
– addresses oil pollution resulting from:
• routine Tanker operations
• discharge of oily waste from machinery spaces
– these were regarded as the major causes of pollution then
Definition

• Convention
– a formal meeting of delegates, especially for political
or professional purposes
• Protocol
– a preliminary draft of an official document, as a treaty
• Treaty
– a formal agreement or compact between two or more
nations
The Governing Body

•In 1948 an international conference in Geneva

adopted a convention formally establishing IMO
- the original name was the Inter-Governmental
Maritime Consultative Organization, or IMCO,
but the name was changed in 1982 to IMO.

•The IMO has always been recognized that the best

way of improving safety at sea is by developing
international regulations that are followed by all
shipping nations

•From the mid-19th century onwards a number of such

treaties were adopted.
The Governing Body

• The purposes of the Organization

– to provide machinery for cooperation among
Governments in the field of governmental
regulation and practices relating to technical
matters of all kinds affecting shipping engaged in
international trade;
– to encourage and facilitate the general adoption of
the highest practicable standards in matters
concerning maritime safety, efficiency of
navigation and prevention and control of marine
pollution from ships.
The Governing Body

•IMO's first task

– the International Convention for the Safety
of Life at Sea (SOLAS)
•The most important convention dealing with
maritime safety
•The 1st version was adopted in 1914 following
the sinking of the Titanic with the loss of more
than 1500 lives.
•The present version was adopted in 1974 and
entered into force in 1980.
The Governing Body

• During the next few years IMO introduced a series of

measures designed to prevent tanker accidents and
to minimize their consequences.

• It also tackled the environmental threat caused by

routine operations such as the cleaning of oil
cargo tanks and the disposal of engine room
wastes - in tonnage terms a bigger menace than
accidental pollution.

• International Convention for the Prevention of

Pollution from Ships, 1973, as modified by the
Protocol of 1978 relating thereto (MARPOL 73/78)
Cause of Marine Pollution
• Tanker accidents:
– Torrey Canyon - 1967
– Amoco Cadiz - 1978
• Collision and grounding accounts for roughly 80
percent of all major accidents.
• Cleaning of cargo residue (clingage) - 800 tons on a
200,000 deadweight. crude oil carrier.
• Dry-docking - 30,000 tons
• Bilge and fuel oil from all types of ships - 330,000
tons.
• Non-tanker accidents - 20,000 tons.
MARPOL POLLUTION
• "Introduction of man, directly or indirectly, of substances or
energy into the marine environment (including estuaries)
resulting in such deleterious effects as harm to living
resources, hazard to human health, hindrance to marine
activities including fishing, impairment of quality for use of
sea-water, and reduction of amenities."
• Or garbage Dump?
MARPOL POLLUTION
The definition has two important qualities:

• it is action oriented, HUMAN ACTIVITY

• amenable to measurement , HARMFUL &
Identifiable
Effects of MARPOL POLLUTION
• Low level contamination can kill larvae and cause disease in
marine life, especially near major cities and industry.

• Oil slicks kill marine life, especially in marine habitats

• Contaminate coastal swimming areas and seafood, spreading

cholera, typhoid and other diseases.

• Plastic debris entangles marine life or is mistaken for food.

Effects of MARPOL POLLUTION
• Plastics litter beaches and coasts and may persist
for 200 to 400 years.
• Can spur algal blooms (red tides), releasing toxins
that can kill fish and poison people.
Source of MARINE POLLUTION from Ships

• Operational discharges from tankers during tank

cleaning.

• Bilges discharges from all vessels.

• Spills due to marine accidents, i.e. collision,

grounding, explosion etc.

• Spills during loading, discharging, transferring,

bunkering

• Deliberate discharge of refuse, sewage, garbage,

holds sweepings.
The Importance of Human Factor
• Human Error constitutes 90% of all the marine pollution
accidents

• 10% is due to technical and mechanical errors.

• technical or mechanical fault has generally human fault at its base.

• no changes in marine pollution without attitudinal changes at all

levels of the industry.
How to Prevent Marine Pollution
• Proper training of crew in the operation and
maintenance of machineries
– Crew must have a basic knowledge of the system

– Regular inspection of the Oily Water Separator,

Incinerator, Sewage Plant
– Crew must know the actual capacity of the system

– Teach the crew on how to analyze the system

– Teach the crew to speak up when something is not

right

– “Work around” and short cuts are not acceptable

How to Prevent Marine Pollution
• Proper use of chemicals on board

• Proper management of machinery spare parts

• Everyone on board contribute to good

housekeeping

• Teach the crew the proper waste management.

– Collecting, Segregating, Processing, Storing and
Disposal of garbage.
Source of pollutants in Marine Pollution
• Land-based sources - byproducts of
industry
•Agriculture Pesticides and herbicides
•Discharge from urban areas
•Industrial Products
• Oil introduced into the sea through
exploration and exploitation activities as
well as natural sewage.
• Pollutants caused by shipping and maritime
activities in general.
Source of pollutants in Marine Pollution
• The NATIONAL ACADEMY OF SCIENCE (NAS) of
the United States estimates in tonnage terms, the
most important pollutants resulting from shipping
operation is OIL.
– 1980 - As much as 3.54 million tons of oil entered the
sea every year.
– 1.5 million tons of which resulted from the transport of
oil by sea.
– Remainder came from Land-based activities and
included industrial wastes; urban and natural sewage.
• World oil consumption in 1987
– 61 million barrels/day, less than the 64 million barrels
in 1979 but still a substantial increase on the 31 million
barrels consumed daily in 1965
Cause of Marine Pollution
• Increase in tonnage and size
–1950 - 30,000 deadweight regarded as very
large.
• At PRESENT
–250,000 tons deadweight are a commonplace
and a number twice that tonnage have been
built.
Status of Ship
• New Ship
• Building contract is placed after 31 December 1975
• Keel was laid or similar stage of construction after 30 June 1976
• Deliver of ship is after 31 December 1979

• Or has undergone major conversion whose contract place on 31 December

1975. construction begun after 30 June 1976 and delivered on 31 December
1979.

• Existing Ship
Means it is
not a
NEW SHIP
 Status of Ship
• New Oil Tanker
• Building contract is placed after 1 June 1979

• Keel was laid or similar stage of construction after 30 June 1976

• Deliver of ship is after 1 June 1982

• Or has undergone major conversion whose contract place on 1 June 1979.

construction begun after 1 January 1980 and delivered on 1 June 1980.

• Existing Oil Tanker

Means it is
not a
NEW OIL
TANER
 Types of Ship
• OIL TANKER- means a ship constructed or adopted primarily to carry
oil in bulk in its cargo spaces and includes combination carriers and
any chemical tanker as defined in annex II of the present
convention when it is carrying a cargo or part cargo of oil in bulk or
a “gas carrier”

• CRUDE OIL TANKER – means an oil tanker engaged in the trade of

carrying Crude Oil

• PRODUCT TANKER – means an oil tanker engaged in the trade of

Carrying Oil other than Crude Oil

• COMBINATION TANKER – means a ship designed to carry either oil or

Solid cargoes in bulk

• CHEMICAL TANKER – means a ship constructed or adapted primarily

to carry a cargo of noxious liquid substances in bulk and includes an
“oil Tanker” as defined in Annex I
 Designation of the Types of oil Tankers
• Crude OIL TANKER – is allowed to carry crude oil but is
prohibited from carrying crude oil
• Product Carriers – is allowed to carry product oil but is
prohibited from carrying crude oil
• Crude Oil / product carriers – is allowed to carry either crude
oil or oil product oil, or both simultaneously.
MARPOL 73/78

• prevention of pollution of the marine environment

by ships from operational or accidental causes.
• It is a combination of two treaties adopted in
1973 (ICPPS) and 1978 (CTSPP) respectively
–ICPPS (Int’l Convention for the Prevention of Pollution
from Ships)
–CTSPP (Conference on Tanker Safety and Pollution
Prevention)
MARPOL 73/78
• ICPPS - adopted on 2 Nov 1973
–Covered pollution by:
• Oil
• Chemicals
• Harmful Substances in Package Form
• Sewage
• Garbage
• CTSPP - Feb 1978
– Protocol relating to the 1973 ICPPS, was adopted on CTSPP
to prevent the re-occurrence of tanker accidents (1976-77).
– Incorporated in the Protocol was the SOLAS ‘74 relating to
Tanker Design and Operation.
MARPOL 73/78

• As the 1973 MARPOL Convention had not

yet entered into force, the 1978 MARPOL
Protocol absorbed the parent Convention.
• International Convention for the
Prevention of Marine Pollution from
Ships, 1973, as modified by the Protocol
of 1978 (MARPOL 73/78), entered into
force on 2 October 1983
MARPOL 73/78 ANNEX I

Regulation for the Prevention

of Pollution by Oil
Entry into force October 2 1983
ANNEX I Definition
• OIL – a petroleum in any form including crude oil, fuel oil,
sludge, oil refuse and refined products (other than
petrochemicals which are subject to the previsions of
Annex II of the present convection)
• OILY MIXTURE – a mixture with any oil content
• OIL FUEL – means any oil used as fuel in connection with
the propulsion and auxiliary machinery of the ship in which
such oil is carried
• CRUDE OIL – means any liquid hydrocarbon mixture
occurring naturally in the earth whether or not treated to
render it suitable for transportation and includes
1. Crude oil which certain distillate fractions may have
2. Crude oil to which certain distillate fractions may have
been added
List of Oils
• Asphalt solution – blending stocks, roofers flux, straight run
residue
• OILS – clarified, crude oil, mixtures containing crude oil, diesel
oil, fuel oil#4, fuel oil #5, fuel oil #6, residual fuel oil, Road Oil,
transformer Oil, Aromatic Oil, (excluding vegetable oils)
lubricating oils, and blending stock, mineral oil, motor oil,
penetrating oil, spindle oil, turbine oil
• DISTILLATES – straight run, flush feed stocks
• Gas OIL – cracked
• GASOLINE BLENDING STOCK – alkylates fuel, reformates,
polymer fuel
• GASOLINE – casing head, (natural), automotive, aviation, straight
run fuel oil #1 (kerosene), fuel oil #1-D, Fuel oil #2, Fuel oil#2-D
• JET FUEL – JP-1 (kerosene) JP -3, JP-4, JP-5 (kerosene, Heavy)
Turbo fuel , kerosene, mineral spirit
• NAPHTHA- solvent, petroleum, heart cut distillate oil
MARPOL 73/78 ANNEX I
•Significant Features:
–Load on Top
–Special Areas
–Segregated Ballast Tank
–COW
–Double Hull (1992 amendment) for
new oil tankers
ANNEX I Reg. IX Control of Discharge of OIL
For an oil tanker
• The tanker is not within a special area
• The tanker is more than 50 nm from the nearest
land
• The tanker is proceeding en route
• The rate of discharge does not exceed 30 liters per
nm
• The total quantity should not exceed 1/15,000 for
existing tankers and 1/30,000 for new tankers.
• The Tanker has in operation an oil discharge
monitoring and control system and a slop tank
arrangement, required by Reg.15 of this Annex
ANNEX I Reg. IX Control of Discharge of OIL
For a ship of 400 Gross Tons and above other than an oil
tanker

• The ship is not within a special area

• The ship is proceeding en route
• The oil content of the effluent without dilution does not
exceed 15 parts per million
• The ship has in operation equipment (Oily Water
Separator and Oil Discharge Monitor) as required by
Regulation 16 of this Annex
ANNEX I Reg. X Special Areas

• Mediterranean Sea area

• Baltic Sea area
• Black Sea area
• Red Sea area
• Gulfs Area
• Gulf of Aden area
• Antarctic area (south of Lat 60S)
• North West European waters
ANNEX I Reg. XX Oil Record Book

• Records the
movement of oily
water, oil and its
residues
ANNEX I Reg. XX Oil Record Book
• Records the
movement of oily
water, oil and its
residues
• Every Oil Tanker 150 GT and
above and every ship of 400
GT and above other than an
Oil Tanker shall be provided
with an Oil Record Book Part I
(Machinery Space Operations).
• Every Oil Tanker 150 GT and
above shall also be provided
with an Oil Record Book Part II
(Cargo Ballast Operations).
IOPP International Oil Pollution Prevention Certificate

• Is issued to oil tankers (150 Gross Tons and above) and

other ships (400 Gross Tons and above) after an initial
or renewal survey in accordance with the provisions of
Regulation 4 of Annex 1

• The certificate states that the structure, equipment,

systems, fittings, arrangements and material fully
comply with applicable requirements of Annex 1 and are
in good working order

• The validity is 5 years

• No certificate is issued to a ship which is entitled to
fly the flag of the State which is not a Party.
IOPP International Oil Pollution Prevention Certificate

• Ceases to be valid if:

– the relevant surveys are not completed within the

specified periods

–the certificate is not endorsed in accordance with

Regulation 4 of this Annex and

–upon transfer of the ship to the flag of another

State.
IOPP International Oil Pollution Prevention Certificate

• Extension:
– if renewal survey has been completed, if new
certificate can not be issued or placed onboard before
expiry of the existing - certificate shall be accepted
valid for not more than 5 months

–if a ship is not in port during survey time, the Admin

may extend validity for the purpose of allowing the
ship to complete voyage to the port in which it is to
be surveyed, if proper and reasonable to do so. Not
longer than 3 months.
MARPOL 73/78 ANNEX II

• Control of Pollution by
Noxious Liquid Substances

Entry into force: 6 April 1987

ANNEX II Control of Pollution by Noxious Liquid
Substances

• Some 250 substances were evaluated and

included in the list appended to the
Convention.
• The discharge of their residues is allowed
only to reception facilities until certain
concentrations and conditions are complied
with.

• Chemical Tanker – means a ship constructed or

adapted primarily to carry a cargo of noxious liquid
substances in bulk and includes an “oil Tanker” as
defined in Annex I
MARPOL 73/78 ANNEX III

• Prevention of pollution by
harmful substances in
package form

Entry into force: 01 July 1992

ANNEX III Prevention of pollution by Harmful
substances in package form

• Requirements on issuing standards on

packing, marking, labeling, documentation,
stowage, quantity limitations, exceptions and
notifications for preventing pollution by
harmful substances.
• Packing – package shall be adequate to minimize the hazard
to the marine environment, having regard to their specific
content

• Stowage – harmful substances shall be properly stowed and

secured so as to minimized the hazard s to the marine
environment without impairing the safety of the ship and
persons on the board
MARPOL 73/78 ANNEX IV
• Prevention of
pollution by
sewage from
ships

Entry into force: 27

September 2003
ANNEX IV Prevention of pollution by sewage from
ships

Discharge of SEWAGE is prohibited except:

1. Comminuted and disinfected
en route at not less than 4 knots and 4 miles from the
nearest land
2. Not comminuted and disinfected,
discharge will be at 12 miles from the nearest land.
3. Has an approved treatment plant
- the test results of the plant are laid down in the ship’s
Int’l Sewage Pollution Prevention 1973.
- Effluent shall not produce visible floating solids, nor
cause discoloration of the surrounding water.
ANNEX IV Prevention of pollution by sewage from
ships

• Sewage – drainage and other wastes from any form of toilets.

Urinals and WC scuppers

• Drainage – from medical premises (dispensary, sick bay, etc.)

via wash basins, wash tubs and scuppers located in such
premises.

• Drainage from spaces containing living animals

• Other waste waters when mixed with the drainage defined

above
MARPOL 73/78 ANNEX V

• Prevention of
pollution by
garbage from
ships

Entry into force:

31 December 1988
ANNEX V Prevention of pollution by garbage from ships

Special areas

1. The Mediterranean Sea Area

2. The Baltic Sea Area
3. The Black Sea Area
4. The Red Sea Area
5. The Gulfs Area
6. The North Sea Area
7. The Antarctic Area
8. The Wider Caribbean Region including the Gulf of Mexico
and the Caribbean Sea
ANNEX V Prevention of pollution by garbage from
ships
Special areas
The Mediterranean Sea Area
1.The Baltic Sea Area
2.The Black Sea Area
3.The Red Sea Area
4.The Gulfs Area
5.The North Sea Area
6.The Antarctic Area
7.The Wider Caribbean Region including the Gulf of
Mexico and the Caribbean Sea
ANNEX V GARBAGE Disposal Outside Special Areas

Plastics Including but not limited to

synthetic ropes, synthetic fishing
nets, plastic garbage bags and
incinerator ashes from plastic
products that may contain toxic or
heavy metal residue

NO DISCHARGE
ANNEX V GARBAGE Disposal Outside Special Areas

2. Dunnage, lining and packing materials which will float

More than 25 nautical miles from nearest land

3. Food waste and other garbage including paper products,

rags, glass, metal, bottles, crockery and similar refuse

More than 12 nautical miles

ANNEX V GARBAGE Disposal Outside Special Areas

4)Food waste and other garbage including paper

products, rags, glass, metal, bottles, crockery and
similar refuse

More than 3 nautical miles if

comminuted or ground and can pass
through a screen no greater than 25
mm.
ANNEX V GARBAGE Disposal Outside Special Areas

4)Food waste and other garbage including paper

products, rags, glass, metal, bottles, crockery and
similar refuse

More than 3 nautical miles if

comminuted or ground and can pass
through a screen no greater than 25
mm.
ANNEX V GARBAGE Disposal within Special Areas

1. Plastics

No Discharge
2. All other garbage, including paper products, rags, glass,
metal, bottles, crockery, dunnage, lining and packing
materials

No Discharge
ANNEX V GARBAGE Disposal within Special Areas

3. Food waste

More than 12 nautical miles from

the nearest land

4. Food waste in wider Caribbean region

More than 3 nautical miles if

comminuted or ground and shall be
capable of passing through a screen
with openings no greater than 25
mm.
Garbage Disposal outside Special Areas

• PRCMFG – Paper, Rags,

Crockery, Metals, Food 3 mi
waste, Glass NONE

• DLP Materials – floating 3 - 12 mi

Dunnage, Lining, and
Packing materials PRCMFG (Ground)

• “GROUND” – means
garbage that has been 12 - 25 mi
ground to 25mm or 1 PRCMFG (Ground and Not Ground)
inch

• “PLASTIC” – nowhere to
be discharge while afloat Outside 25 mi

PRCMFG (Ground and Not Ground)

DLP Materials
Garbage Disposal outside Special Areas

DISTANCE FROM
DISPOSAL PERMITTED DISPOSAL PROHIBITED
NEAREST LAND

•PRCMFG (Ground)
•PRCMFG (not Ground)
WITH IN 3 MILES NONE
•DLP materials
•PLASTIC
•PRCMFG (not Ground)
3 – 12 miles PRCMFG (Ground) •DLP materials
•PLASTIC
•DLP materials
12 – 25 miles PRCMFG (Ground and not Ground)
•PLASTIC

PRCMFG (Ground and not Ground)

OUTSIDE 25 miles •PLASTIC
DLP Materials

PLASTIC FOOD WASTE FLOATING PAPER, RAGS,

DUNNAGE, GLASS,
LINING and CROCKERY,
PACKING GLASS,
MATERIALS METALS
BOTTLES and
SIMILAR
REFUSE
MARPOL 73/78
MARPOL 73/78
MARPOL 73/78 ANNEX VI
•Prevention of
Air Pollution
from ships

Adopted:
September 1997

Entry into force:

19 May 2005
ANNEX VI Air pollution
• Continuous Feeding – as the process
whereby waste is fed into a
combustion chamber without human
assistance while the incinerator is in
normal operating conditions with the
combustion chamber operative
temperature between 850 degrees
and 1200 degree.
• Emission – means any release of
substances subject to control by this
Annex from ships into the
atmosphere or sea.
ANNEX VI Air pollution
• OZONE depleting substances – means controlled
substances defined in paragraph 4 of article 1 of the
Montreal Protocol I substances tat deplete the Ozone layer,
1987

• OZONE-DEPLETING SUBSTANCES – that may be found

onboard the ship include, but are not limited to:
• Halon 1211 - Bromochlorodifluoromethane
• Halon 1301 – Bromotrifluoromethane
• Halon 2402 – 1,2 Dibromo-1,1,2,2, - tetrafluooroethane
(also known as Halon 114B2)
• CFC – 11 Trichlorofluoromethane
• CFC – 12 Dichlorodiifluoromethane
• CFC – 113 1,1,2-Trichloro-1,2,2,-Trifluoroethane
• CFC – 114 1,2,-Dichloro-1,1,2,2,-Tetrafluoroethane
• CFC – 115 Chloropentafluoroethane
ANNEX VI Prevention of Air Pollution from Ships

• set limits on sulphur oxide and nitrogen

oxide emissions from ship exhausts

• prohibits deliberate emissions of ozone

depleting substances.
MARPOL 73/78 NATIONAL LEGISLATIONS

• Oil Pollution Act of 1990

• Clean Water Act
• Act to Preventing Pollution from Ships
• Ports and Waterways Safety Act
• The False Statement Act
MARPOL 73/78 Oil Pollution Act of 1990

• Overview
–signed into Law in August 1990, in response to
rising public concern following Exxon Valdez
–improved nation’s ability to prevent and respond
to oil spills by:
• establishing provisions
• provide the money and resources necessary to
respond to oil spills
MARPOL 73/78 Oil Pollution Act of 1990

• Overview
–created the national Oil Liability Trust Fund
• the owner or operator of a facility from which oil is
discharged (responsible party) is liable for the costs
associated with the containment or cleanup of the
spill or any damages resulting from he spill.
• EPA’s first priority is to ensure that responsible
parties pay to clean up their own oil releases.
• When responsible party is unknown or refuses to
pay, funds from the Trust Fund can be used to
cover removal costs or damages resulting from the
discharges of oil.
MARPOL 73/78 Oil Pollution Act of 1990

• Overview
–created the national Oil Liability Trust Fund
• 1 Billion Dollars per spill incident
• revenues:
– 5 cents per barrel on domestic & imported oil (end Dec
31,1994)
– interest on the fund
– cost recovery from parties responsible from the spills
– fines or civil penalties collected
MARPOL 73/78 Oil Pollution Act of 1990
• Overview
– provided new requirements for Contingency
Planning both by government & industry
• National Oil and Hazardous Substances Pollution
Contingency Plan (NCP)
– owners or operators of vessels and certain facilities that
pose a serious threat to the environment must prepare
their own facility response plan
– increased penalties for regulatory non-
compliance, broadened the response and
enforcement authorities of the fed.
government, and preserved State authority to
establish law governing oil spill prevention and
response.
MARPOL 73/78 Oil Pollution Act of 1990
• OPA Key Provisions
– Responsible party (vessel/facility) is liable for:
• certain specified damages resulting from the
discharge of oil
• removal costs incurred in a manner consistent with
the NCP
– The liability of Tank vessels larger than 3K GT is
increased to $1,200/GT or $10 million,
whichever is greater.
– The CWA does not preempt State Law
– Contingency Plans
MARPOL 73/78 Oil Pollution Act of 1990
• OPA Key Provisions
– The fine for failing to notify the appropriate
Federal Agency of a discharge is increased from
a max of $10,000 to a max of $250,000 for
an individual or $500,000 for an organization.
The max prison term is also increased from 1
yr to 5 yrs. The penalties for violations have a
max of $250,000 and 15 yrs in prison.

– Civil penalties are authorized at $25,000 for

each day of violation or $1,000/bbl of oil
discharged. Failure to comply with a Federal
removal order can result in civil penalties of up
to $25,000/day of violation.
MARPOL 73/78 Clean Water Act
• Two major parts of Act
1)provisions which authorize federal financial assistance
for municipal sewage treatment plant construction
2)regulatory requirements that apply to industrial and
municipal discharges

• Applies to US Flag and Foreign Flag operating in US

waters.

• Prohibits the discharge of harmful quantities of oil or

hazardous substance out to 200 miles.
MARPOL 73/78 Clean Water Act
• Discharges in nation’s water is unlawful
– unless specified by a permit
– the Law has civil, criminal and administrative enforcement
provisions and also permits citizen suit enforcement.

• Imposes requirements regarding record keeping and

reporting , and allows for inspections

• A fine of as much as $250,000, 15 years in prison, or

both, is authorized for ‘knowing endangerment’ violations
that knowingly place another person in imminent danger
of death or serious bodily injury
MARPOL 73/78 Act to Preventing Pollutions
from Ships

1)Oil and Noxious Liquid Substances

– provisions apply only to seagoing ships operating
in the navigable waters of the United States
– requirement of Annex I & II of MARPOL applies
• limits of discharges
• requirement for monitoring equipment
• records keeping aboard ship
– vessels covered by APPS and MARPOL keeps Oil
Record Books in which all discharges, disposal and
transfers of oil are kept.
– Criminally charge violators of illegal discharge of
oily water on the high sea.
MARPOL 73/78 Act to Preventing Pollutions
from Ships

2)Garbage and Plastics

– all manned fixed or floating platforms subject
to the jurisdiction of the United States, are
required to keep records of garbage discharges
and disposal
– Criminally charge violators of illegal dumping of
plastics into the US exclusive economic zone
– Annex V of MARPOL applies
MARPOL 73/78 Ports and Waterways
Safety Act

• was amended by the Port and Tankers Safety Act

of 1978 (PTSA), Public law 95-474 and the OPA
’90.
• designed to promote navigation, vessel safety,
and protection of the marine environment.
• applies to US Waters and its territories
• establishes Vessel Traffic Service/Separation
(VTSS) schemes in congested waters.
MARPOL 73/78 Ports and Waterways Safety
Act

• Purpose:
– reduce the possibility of vessel cargo loss or damage
to life, property or the marine environment;
– prevent damage to structures in navigable waters of
the united States or the resources within such waters;
– comply with all applicable standards and requirements
for vessel construction, equipment, manning and
operational procedures; and
– handling of dangerous articles and substances on the
structures is conducted in accordance with established
standards and requirements.
MARPOL 73/78 False Statement Act

• to knowingly or willfully falsify, conceal or

cover up by any trick, scheme or device
any material fact

• to make any materially false, fictitious, or

fraudulent statement or representation.
MARPOL 73/78 False Statement Act
• to knowingly or willfully falsify, conceal or
cover up by any trick, scheme or device
any material fact

• to make any materially false, fictitious, or

fraudulent statement or representation.

• to make or use any false writing or

document knowing the same to contain
any materially false, fictitious or fraudulent
statement or entry.
MARPOL 73/78 Organizations & Implementing Agencies

• U.S. Coast Guard (USCG)

• Environmental Protection Agency (EPA)
• Oily Water Separation System Task Force
(OWSSTF)
• Department of Justice (DOJ)
• Federal Bureau of Investigation (FBI)
Ship’s Oil Pollution Emergency Plan
SOPEP Learning Objectives

• To be acquainted with some of the

relevant international Oil Pollution
Conventions

• Be aware of the consequences of whether

these conventions are implied or not by
States or Coastal (Port) States, focusing on
vessel emergency plans
SOPEP Basic Ideas
• Probably the most important parameter in preventing and
responding to incidents is the existence and use of an Emergency
plan by Well trained personnel, ensuring that shipboard as well as
shore based operational personnel are aware of their basic duties in
order to prevent or respond to a casualty
• Provided in a standard layout that shall be similar for any vessel
irrespective of the flag that she is flying and /or approving
authorities involved, the SOPEP manual is starting the basic
procedures and routines.
• However for vessels entering the waters of any states will also have
to meet such local requirements, as for the Vessels' response Plan
(VRP) provisions for tanker vessels under the United States of
America Oil Pollution Act of 1990 (OPA 90)
• For SOPEP to be approved it must be carefully tailored for the
particular vessel and organization that is intended for. Any such
plan shall list all basic information needed in case of an emergency.
SOPEP Basic Elements of Marine Pollution Law
Liability of Damage

• The International Convention on Civil liability for Oil Pollution damage

CLC Convention)
• The International convention on the Establishment of an International
Fund for OIL Pollution Damage (Funds Convention)
Prevention and Removal
• The International Convention for the Prevention of Pollution from
Ships, 1973/78 (MARPOL)
• The International Convention for the Pollution Preparedness,
Response and Co-Operation (OPRCO Convention) 1990, which took
effect 13 may 1995.

Related Convention
• The International convention on Safety of Life at Sea (SOLAS), 1974
• The International Convention on Salvage, 1990
SOPEP Basic Elements of Marine Pollution Law
UNITED STATES
• Some coastal states consider that it is not in their best interest to
participate in an International Oil Pollution liability and compensation
regime. For instance in the United states, both federal Laws and
some extent State laws have set other standards which by the rule
makers are considered more effective in preventing incidents and in
guaranteeing full and prompt compensation for damages resulting
from incidents within the respective jurisdiction (waters)

CANADA
• In Canada owners are required to enter into a contract with an OSRO
prior to entering Canadian waters. Consequently, vessels engaged in
Canadian trade need to have their SOPEP adopted to meet the
Canadian shipping as amended end of 1993. however, those
standards are considered to be within the relevant International
Maritime Organization (IMO) conventions as same have been ratified
by Canada.
AUSTRIALIA
• In Australia the 1983 protection of the Sea (Prevention of Pollution
from ships) Act has been amended.
• When carrying an approved SOPEP one will be in compliance of the
said law
SOPEP Liability
• As a general rule one may say that the polluter are define as the
responsible party for spills from vessels, and thus liable for the removals
cost and damages for resulting from such spills or threats thereof.

• For nations which have accepted, i.e. ratified, IMO CLC convention the
owner may limit his liability to a certain amount per the vessels gross
tonnage

• This limited liability for Oil Pollution will be well within the Protection and
Indemnity (P&I) insurance within a standard coverage of US$ 500 million

• For tankers as an additional covers of US$ 200 million is normal

• Under OPA 90 the international accepted limitations have in fact been set
aside leaving the responsible party for a vessel from which Oil is discharge
with an exposure to unlimited liability that will only have an insurance
coverage of US$ 500 million, alternatively US$ 700 million
SOPEP Applicability
• Be familiar and observant of the formal requirements
of Regulation 26 of Annex I or MARPOL 73/78

• Be aware of the Responsibilities of having an

approved manual, using it and maintaining it.
SOPEP Regulations
• Regulation 26 of Annex I of MARPOL 73/78 and the IMO guidelines for the
development of SOPEP states that the plan shall consist of the following
mandatory elements:

• Section 1: PREAMLE
• Section 2: REPORTING PEOCEDURE – setting forth standard reporting
procedures in accordance with IMO and Flag state notification
requirements
• Section 3: SHIPBOARD and SPILL MITIGATION PROCEDURE – complies
with mitigating procedures
• Section 4: NATIONAL and LOCAL CO-ORDINATION - describing
coordinating with national and local authorities
• Section 5: ADDITIONAL INFORMATION – specific companies (internal)
instructions etc. may be included (provide for inclusions of other
non-mandatory information in the plan)
SOPEP Oil Spill in US Waters
• Every vessel required to carry an approved SOPEP will have to comply with the Flag State
requirements at any time in all trades, including when in US Waters
• However, the vessel in US Waters will have to meet the requirements under OPA 90 carrying
a Federal or state Approved VRP as applicable

ALASKA

USA
HAWAII
PUERTO
RICO
GUAM
SOPEP Regulations
• Every tanker (which under OPA 90 means a vessel that is constructed or
adopted to carry, or that carries Oil or hazardous material in bulk as cargo or
cargo residue0 operating in US navigable waters, (i.e. inland and territorial
waters) or transfer's Oil or hazardous material in a place subject to US
jurisdiction will have to carry a US coastguard approved VRP

• In some of the several States of the USA like California and Washington
special prevention plans will have to be approved before the vessels enters
State waters.
SOPEP Regulations
• Non-Tankers are defines as every vessel other than a tanker. Under OPA 90
non-tankers will not have to carry a federal approved VRP

• However some states have additional requirements. Texas requires any

vessel with capacity to carry 10,000 gallons or more of oil as fuel or cargo to
maintain a vessel specific plan to service Texas waters. And approved
SOPEP will satisfy said requirements

• What than about emergency procedures in case of an spill in US waters

SOPEP Oil Pollution Act 1990 (OPA 90)
• The most extreme example of local marine oil law mainly because each
responsible party for a vessel (any person owning, operating or demising
chartering a vessel). For which oil is discharged (or poses a substantial
threat thereof)is liable for removal cost and damages and exposed to
unlimited liability

• As indicated above OPA 90 does not pre-empt other federal law or US State
law. Thus OPA 90 sets minimum standards and the states are free to enact
other rules, including enforcement of stricter provisions in areas like:
• Liability
• Certificates of financial responsibility (COFR)
• Crisis management
• Contract with Oil spill response organizations (OSRO)
• Vessel response plans
• Drills and trainings
• Tank vessel equipments
SOPEP when and whom to be notified

Article 8 and Protocol I of MARPOL 73/78 require that the nearest coastal
state should be notified of actual or probable discharge of Oil at sea.
SOPEP when and whom to be notified
• Every vessel should have their own “risk Profile” being the total amount of
risk factor related to individual vessel. It is the masters responsibility to have
a vessel contingency risk profile fully established and discussed and to
attained that all the duties and responsibility of every individual officers and
ratings are all clarified and discussed in case or during emergency
SOPEP when and whom to be notified
• To be familiar with ad properly
trained and drilled in standard
reporting routines in reporting
routines and forms prescribed by
the IMO is of the utmost important
to shipboard and shore based
personnel

• Other risk factors are related to

preparedness in determining which
authorities and other parties are to
be notified in case of an
emergency.
• To ensure efficient, safe and quick
response it is vital that competent
cleaning up and response
organizations and necessary
equipments are available
SOPEP Too late missing request
• Remember that the final and successful response to an incident threatening
to run out of control, is often depends on the action initiated during on the
first critical minutes of the incident has occurred and immediately afterwards
SOPEP Notification Requirements
• The Master should always have a prepared plan telling him how to call for assistance and
what kind of assistance he will require
• Such plan should be connected with special requirements, e.g. special restriction imposed on
all trades in US waters, ref. OPA 90 ad state requirements, e.g. for US waters coast trading.

MASTER

OWNER’S LOCAL U.S. U.S. OIL SPILL

EMERGENCY STATE COASTGUARD RESPONSE AGENT
AUTHORITIES NRC ORG. (OSRO)
NUMBER

Bulk carriers trading in the US

CCG waters mostly notify the US
COMPANY
CASUALTY Coast Guard (national
Response Canter) and the
contracted cleaning-up
LOCAL OIL SPILL
P&I
contractors (OSROs) as early
RESPONSE
AGENT ORG. (OSRO) CLUB
as possible
SOPEP Manual Layout
• As of April 4 1995 oil Tankers of 150 GT and
above and every vessel other than an Oil Tanker
of 400 GT and above shall carry onboard a Flag
State approved SOPEP manual.
• An approved SOPEP manual will be a Condition
for the issuance of the vessel’s International Oil
Pollution Prevention Certificate (IOPP) and is
open for both Flag and Port State Control
• Thus the manual will have to be designed in
accordance with the guidelines set forth by IMO,
and to be approved by the flag State
Administration, Usually such authority had been
designated to the vessel’s Classification Society.
• Revisions of the manual will have to be approved
by the same authorities
SOPEP requirements OPA 90
• In the USA OPA 90 requirements is much stricter than international
pollution requirements than regards to liability. Gross negligence and/or
willful misconduct. Will result to unlimited liability for Damage caused and
cleaning up cost. The OPA 90 is applicable to both tankers vessels as define
on same act and dry cargo vessels for companies trading their dry cargo
fleet in US waters it would be advisable that SOPEP that should reflect the
procedures to be followed in US waters, in case of an oil pollution accident
this procedures should dedicated procedures so as not conflict with the
international procedures.
SOPEP Salvage requirements
• In respective aware the vessel maybe trading the master should always be in his disposal a
plan telling him on how to call for tug or salvage assistance. Various types of assistance
should might be required should be analyzed in advance and shown in the plan
• As part of the “Vessel Contingency Risk Profile”, procedures dealing with salvage
assistance are essential.
• The master should be given clear guidelines, instructions and authorization how to handle
emergency situations with regards to requesting assistance, and how to enter into an
agreements with a potential salvage company.
• The non-board procedures for requesting assistance must also be properly drilled.
SOPEP Summary Flow Chart
Discharge of OIL
Probable or manual

Actions Required Assessment of the Natural Accident

• Alert Crew members Actions required

• Identify the Spill Source
• Spill Assessment Actions to Control Discharge
Reporting
Navigation Seamanship
Measures Measures

Steps to Initiate External Response

SOPEP Summary Flow Chart
Reporting Discharge of OIL
By the Master and designated Crew Member Probable or manual
• When to Report
• All Probable and actual Spills

• How to Report Assessment of the Natural Accident

• By quickest means to coastal radio station
• Designated ship Movement reporting Station
or Rescue Co-ordination Center (at sea)
• By quickest available means to local
Actions required
authorities

• Whom to contact Actions to Control Discharge

• Nearest coastal state
• Harbor and terminal operations (in port) Reporting
• Ship’s owner's manager, P&I insurer
•
Navigation Seamanship
Head charterer, cargo owner
• Refer to contact list Measures Measures
• What to report
• Initial damage report
• Follow-up reports
• Characteristic of oil spilled
• Cargo ballast/bunker dispositions
• Weather and sea condition
• Slick movement
• Assistance required
• Salvage
• Lightening capacity
• Mechanical equipment Steps to Initiate External Response
• External strike team
SOPEP Summary Flow Chart
Discharge of OIL Actions to control Discharge
Probable or manual Measures to minimize the escape of Oil and
threat to the marine Environment

Assessment of the Natural Accident • Navigational Measures

• Alter course / position and /

Actions required or speed
• Change of list and / or trim
Actions to Control Discharge • Anchoring
Reporting • Setting aground
• Initiate towage
Navigation Seamanship
Measures Measures • Assess safe haven
requirements
• Weather/tide/swell
forecasting
• Slick monitoring
• Record of events and
communication taken

Steps to Initiate External Response

SOPEP Summary Flow Chart
Discharge of OIL Actions to control Discharge
Probable or manual Measures to minimize the escape of Oil and
threat to the marine Environment

Assessment of the Natural Accident • Seamanship Measures

• Safety measurement and

Actions required precaution
• Advise on priority
Actions to Control Discharge countermeasures/preventive
Reporting measures
• Damage stability and stress
Navigation Seamanship
Measures Measures considerations
• Ballasting/de-ballasting
• Internal cargo transfer
operations
• Emergency ship to ship
transfer of cargo and /or
bunker
• Set up shipboard response
for:
Steps to Initiate External Response
• Leak sealing
• Fire fighting
• Handling of shipboard
response (if available)
SOPEP Summary Flow Chart
Discharge of OIL
Probable or manual

Assessment of the Natural Accident

Actions required

Actions to Control Discharge Actions to Initiate External

Reporting Response
Navigation Seamanship
Measures Measures • Refer to coastal port
State listing for local
assistance
• Refer to coastal ship
interest contact list
• External clean-up
resources required
Steps to Initiate External Response • Continued monitoring
of activities
SOPEP Ship / Shore Coordination
COMPANY CASUALTY GROUP (CCG)
SPILL
MANAGEMENT

OFFICE

LOCAL The Master must know what

AUTHORITIES he can expect the Company
SPECIALIST Casualty Group to do and Vice
Versa. The SOPEP manual
must contain clear instructions
how the work will be shared
and what the company
MASTER Casualty Group will follow-up
automatically.
RADIO
OFFICER

CHIEF CHIEF
OFFICER ENGINEER
SOPEP Ship / Shore Coordination
The SOPEP manual will list all relevant local authorities as far as these are available.
In an emergency, efficient co-ordination with the local authorities is one of the key
functions
SOPEP Captain of the Port (COTP)
US waters are divided into number Coast Guard of zone
know as “Captain of the Port Zones” (COTP) national
and local authorities are always involve in case of oil
Spill or threat thereof and should be notified when
threatening their coastal waters.
in the US both federal US coast guard and state
authorities will set up a uniform command including the
owners and operator’s representative.
The SOPEP manual gives information
about the COTP zones and lists of
phone Numbers and other relevant
information
SOPEP Captain Of The Port (COTP)
Puget Sound

Portland
Sault Ste. Marie
Duluth
Portland
Buffalo
Boston
Grand Haven Providence
Milwaukee Detroit Long Island
Cleveland New York
Chicago Toledo Philadelphia
San Francisco Baltimore
Hamilton Roads

Los Angeles / Long Beach

Wilmington AT L A N T IC
San Diego
PA C I F I C Charleston
OCEAN
OCEAN Savannah
New
Houston Orleans Mobile Jacksonville
Port Arthur
Galveston Tampa
Morgan
Miami
HAWAII Corpus
Honolulu Christi
GUAM

San Juan
ALASK
Anchorage A
P
Valdez u
Juneau
CARRIBEAN e
SEA r
t
o
SOPEP Oil Pollution Prevention Team (OPPT)
MASTER Master's Responsibility
And Authority
RADIO
OFFICER Responsibility to ensure that
• Company procedures are followed
• Local regulations and requirements are
kept on board and are being met.
CHIEF CHIEF • Adequate personnel (with necessary skill
OFFICER ENGINEER and training) are available during Oil
transfer operation
• OPPT members are trained regularly
• Vessel’s pre-arrival check list is correctly
reported.
DECK PUMPMAN ENGINE
OFFICER CARGO OFFICER During an incident
ON DUTY ENGINEER ON DUTY • Initiate the notification and alerting
procedures according to vessel response
plan
• Request assistance as necessary co-
DECK PERSONNEL ENGINE ordinate operations
PERSONNEL OFF PERSONNEL
ON DUTY DUTY ON DUTY
SOPEP Oil Pollution Prevention Team (OPPT)
MASTER Radio Officer’s Responsibility and
Authority
RADIO
OFFICER • Secretary to Master

• Transmit and receive report as directed

by the master
CHIEF CHIEF
OFFICER ENGINEER • Keeps logs of all events and progress

DECK PUMPMAN ENGINE

OFFICER CARGO OFFICER
ON DUTY ENGINEER ON DUTY

DECK PERSONNEL ENGINE

PERSONNEL OFF PERSONNEL
ON DUTY DUTY ON DUTY
SOPEP Oil Pollution Prevention Team (OPPT)
MASTER Chief Officer’s Responsibility
and Authority
RADIO
OFFICER • In-charge of all operations

• Keep the master informed

CHIEF CHIEF • Limit overflow by operating pumps/valves

OFFICER ENGINEER
• Assist chief Engineer in case of Bunker
Spill

• Ensure that Pollution Prevention

DECK PUMPMAN ENGINE Equipment is properly maintained
OFFICER CARGO OFFICER
ON DUTY ENGINEER ON DUTY • Conduct a safety meeting with the
terminal’s Loading Master

DECK PERSONNEL ENGINE

PERSONNEL OFF PERSONNEL
ON DUTY DUTY ON DUTY
SOPEP Oil Pollution Prevention Team (OPPT)
Deck Officer on Duty’s Responsibility
MASTER
and Authority

RADIO • Overflow during loading:

OFFICER - Emergency Stop of Loading

• Uncontrollable leakage during COW’ing:

- Emergency Stop of cargo Pumps
CHIEF CHIEF
OFFICER ENGINEER
• in case of leakage from a flange, etc
- Adjust pressure/ stop discharging
- Adjust pressure/ stop loading

PUMPMAN
• In all cases:
DECK ENGINE
CARGO - alert and inform Chief Officer
OFFICER OFFICER
ENGINEER ON DUTY
- Distribute pollution prevention
ON DUTY
equipment
- prepare fire fighting squad as soon as he
has been relieved by the Chief Officer
DECK PERSONNEL ENGINE
PERSONNEL OFF PERSONNEL
ON DUTY DUTY ON DUTY
SOPEP Oil Pollution Prevention Team (OPPT)
Deck Personnel on Duty’s
MASTER
Responsibility and Authority

RADIO • Immediately alert officer’s in-charge by all

OFFICER possible means if an Oil leak is detected
or any threat thereof

• Prepare for use of portable air-driven

CHIEF CHIEF
pumps
OFFICER ENGINEER
• Prepare for cleaning up with
sawdust/absorbent materials

• Keep informed about instructions on

DECK PUMPMAN ENGINE watch list roster)
OFFICER CARGO OFFICER
ON DUTY ENGINEER ON DUTY
• Carry out instructions as given by Officer
on duty

DECK PERSONNEL ENGINE

PERSONNEL OFF PERSONNEL
ON DUTY DUTY ON DUTY
SOPEP Oil Pollution Prevention Team (OPPT)
Chief Engineer’s Responsibility and
MASTER
Authority

RADIO • Organize technical maintenance of

OFFICER pollution prevention equipment, and to
ensure that this is good condition

• All technical fire fighting equipment is in

CHIEF CHIEF
good working condition
OFFICER ENGINEER
• In charge of bunkering operations

• Prior to bunkering, conduct safety

meeting with the terminal’s loading
DECK PUMPMAN ENGINE master on arrival
OFFICER CARGO OFFICER
ON DUTY ENGINEER ON DUTY

DECK PERSONNEL ENGINE

PERSONNEL OFF PERSONNEL
ON DUTY DUTY ON DUTY
SOPEP Oil Pollution Prevention Team (OPPT)
Engine Officer’s on Duty
MASTER
Responsibility and Authority

RADIO • Prepared for fire fighting

OFFICER
• Assist Chief engineer during bunkering
operations
CHIEF CHIEF • Ensure sufficient air pressure to deck
OFFICER ENGINEER
through compressor operations

DECK PUMPMAN ENGINE

OFFICER CARGO OFFICER
ON DUTY ENGINEER ON DUTY

DECK PERSONNEL ENGINE

PERSONNEL OFF PERSONNEL
ON DUTY DUTY ON DUTY
SOPEP Oil Pollution Prevention Team (OPPT)
Engine Personnel on Duty’s
MASTER
Responsibility and Authority

RADIO • Immediately alert officer in charge by all

OFFICER possible means if an oil leak is detected or
any threat thereof
• Prepare for use of portable air-driven
pumps
CHIEF CHIEF • Prepare for cleaning up with
OFFICER ENGINEER
sawdust/absorbent materials
• Keep informed about instructions on
watch list (roster)
• Carry out instructions as given by Officer
on duty.
DECK PUMPMAN ENGINE
OFFICER CARGO OFFICER
ON DUTY ENGINEER ON DUTY

DECK PERSONNEL ENGINE

PERSONNEL OFF PERSONNEL
ON DUTY DUTY ON DUTY
SOPEP Oil Pollution Prevention Team (OPPT)
Pumpman Cargo Engineer’s
MASTER
Responsibility and Authority

RADIO • Limit outflow or any threat thereof, by

OFFICER operating pumps and valves

• Assist the Chief Officer

CHIEF CHIEF • Ensure that portable air-driven pumps are

OFFICER ENGINEER
properly rigged. Recover oil by operating
the air-driven pumps.

• Ensure sufficient air pressure on deck

DECK PUMPMAN ENGINE

OFFICER CARGO OFFICER
ON DUTY ENGINEER ON DUTY

DECK PERSONNEL ENGINE

PERSONNEL OFF PERSONNEL
ON DUTY DUTY ON DUTY
SOPEP Oil Pollution Prevention Team (OPPT)
Personnel Off Duty’s Responsibility
MASTER
and Authority

RADIO
OFFICER • Meet the designated
muster area when the
Oil Pollution Alarm is
CHIEF
OFFICER
CHIEF
ENGINEER
sounded

DECK PUMPMAN ENGINE

OFFICER CARGO OFFICER
ON DUTY ENGINEER ON DUTY

DECK PERSONNEL ENGINE

PERSONNEL OFF PERSONNEL
ON DUTY DUTY ON DUTY
SOPEP Oil Pollution Prevention Equipments
Vessels of overall length of 400 feet or more shall carry
approved equipment or supplies for the containment or
recovery of at least 12 barrels of on-deck oil cargo spills. The
recovery materials includes:

• Non-sparking portable pumps

and hoses

• Non-sparking hand scoops

shovels and buckets

• Absorbent materials
• Sawdust

• Containers for recovered waste

• Emulsifiers

• Protective clothing
SOPEP Steps to Minimize Escape of Oil

THE SAFETY OF THE SHIP AND CREW AND THE PROTECTION OF THE
MARINE ENVIRONMENT ARE PRIORITY CONCERNS

In case of an emergency, the concerns overrule the commercial considerations

It is important that the onboard Oil Pollution prevention Equipment is always

properly maintained and that the personnel are well trained

Whenever an incident (or threat) occurs that causes an oil spill, it is the duty of the
deck officer on watch to immediately alert the Chief Officer and call out the OIL
POLLUTION PREVENTION TEAM (OPPT)
SOPEP OPERATIONAL ACCIDENTS
DAMAGED HULL (cargo/fuel)
PIPELINE LEAKAGE
ACCIDENTAL
TANK OVERFLOW
SPILL
• If during loading/discharging or bunkering
• Should
HowIf discharging,
to reduce
operations theoil Spill STOP
isthe the an
beprobability
from
discovered vessel’s pumps
onOverflowing
of having
the water
an and
tank, close
accidental the
immediately
surrounding manifold
spill
the valvesto reduce
measures
vessel, immediately stop
immediately
the Tank such
whatever leveland notifybeTerminal/Loading
should
operation isinitiated
going on
master
• Ensure
Notify
If loading about
the
that the
orTerminal
all incident
preventive
bunkering byoperations
waymeasures
of usingare to
• avoid
Advice
agreed the
spill chief
emergency
being carried of anyOfficer
out, kind atoperations
procedures
stop have
the once
beenand by give
details
implementedof theemergency
(radio/Whistle/)
using agreed incident
in and
accordance
and have stop what
thewith
loading
signal,the
measures
discharging
quality
stop have been
operations
assurance taken
systemmust be to stopped
minimize
onboard,
the
Call leak.
• Make out and
certain
the the
CallOilout
that terminal/authorities
the
Pollution / bunker and
oil Pollution
all cargo Prevention
P&I
Team representatives
Prevention
tanks, and Team
pipelines
the andare
Chief to beare
Officer
valves advised
properly
according
When
• marked the
If by chance to
and Notification
source
easily
all tanks Procedures.
ofindentified
leakage
are has
Full, been oil
excess
•• The
Alert
located,
to the
beship/ Chief
shoeOfficer
corrective
transferred and
actions
safety
ashore call
areout
checklist to the
hasbeaOil
Pollution
carried
• number
If Oil has outPrevention
of immediately.
been
measures Team
spilled on Ifthe
thewater,
specifically leakage
aimed is
• The
on vessel’s
the Oil Pollution
pipeline, use pads Emergency
and Plan
at
initiate
preventing
properOil notification
Pollution andclamps as
procedures
shall clearly state thetoowners or operator’s
a temporary
• minimizing
Always repair
initiated
the effect,
clean stop
up
should the a leakage
proceduresminor as
policy with regard to actions to be taken
• spill
Cleantake uppossible.
procedures should start as
• soon as place
No actions should be taken that could in
soon as possible
any way jeopardized the ship’s personnel
• Special steps are to be taken if the
either onboard or ashore
leakage is on the sea valves in the
vessel’s pump room.
SOPEP ACCIDENTS SPILLS

FIREGROUNDING
EXCESSIVE
HULL
COLLISION
and EXPLOSION
TOUCHINGFAILURE
LIST
BOTTOM

••Should
If Ifthe
Should
Should thevessel
• Should the
vessel
an
the is for
a vessel
vesselaground
explosion
vessel suffer
be
some and
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the
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damage sources
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excessively,shall
Control tooftake
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identify
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Prevention and
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when the
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entering
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vessel
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touched
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to beis spaces
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taking
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crew the
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bring and
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All onshould
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under and extent
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The
••When
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a collision
the isvessel’s next priority
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and be
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STOPPED any doubtimmediately not the untilfire can
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are
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by the vessel’s for the
caused personnel
crew,
for the
informlist
information
•to muster
The Master’s at on the
their
nest damage
designated
priority the vessel
positions
should be to has
in
and
sustained
alert has
accordingbeen todetermined
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case
ensure of as
a fire
soon breaking
as possible out. that he has
•A •
procedures.
In The officer
order list
to find on duty
outassists
the shall inform
remedial the
action
check
detailed should
information about the
theMaster
damage in that
•needed
Incase
terminal of fire
y
to the
be using
and agreed
explosion, Emergency
the
assessing
the vessel hastaken
situation.
sustainedto ensure that safety of
following
•theSignal
Having vessel and
priorities
inform
refers
assessed to exist
the
the
that
Chief
whenOfficer
SOPEP
damage,
damage
the master
about
control
the situation
should measures
be able to decide are being whatinitiated
kind of
•action
The •Rescuing
master
should be taken to avoid the
shall
lives confer with any Chief
•Limiting
Officer
spillage. and the chief damage Engineer
to vessel in order
and to
determine
cargo the reason for the excess list
•Preventing
and take stepsenvironmental
to rectify the situation
pollution
SOPEP Salvage Emergency Towing
THE MASTER WILL DETERMINE:

Need for Assistance

How to obtain Assistance

The Term of the Contract

The Towing Arrangements

FOR MORE DETAILS REFER TO THE COMPANY’S

SOPEP MANUAL
SOPEP Reporting of non-Conformities

The purpose of dealing with non-conformities is to establish

routines for reporting reviewing and follow up of accidents
incidents near miss and non-conformities and defects
furthermore it intended to assist the shipboard management
in their continues effort improve safety and efficiency
onboard the vessel
SOPEP Reporting of non-Conformities
Non-Conformity- a deviation
from requirements specified
in the QMS, or an error that
could endanger or has
compromised the safety of
people, the environment and
property including ship and
its cargoes.

Near Miss- situations that could

have led to an accident if they
had developed further (i.e.
hazardous occurrences)

Accidents – incidents
involving injury or damage to
life, the environment and
property including the ship
and its cargoes.
SOPEP Evaluation and Review of non-Conformities
Investigation
All accidents, near accidents and non-conformities and critical
operations and functions shall be thoroughly investigated onboard
with the personnel involved

• Consult with the Protection and

Environment Committee and
other personnel involved

• Determine the direct and the

real cause of the incident

• Evaluate the risk of

reoccurrence

• Define trends

• Demonstrate involvement from

the shipboard management by
participating actively in the
investigation.
SOPEP Evaluation and Review of non-Conformities
Reporting
A written report to the Head Office in accordance with the given
instructions should contain;

• Detailed information describing the

course of events and extent of
damage

• Identification of danger involved ad

potential danger for recurrence

• Analysis of direct and real cause

• Corrective actions carried out and
whether or not it is considered a
permanent action

• If considered a temporary
measure, recommendation for
permanent corrective actions to be
stated.
SOPEP