Chapter-14

Emergency Procedures
This Chapter deals with the preparation of plans both by the terminal and by the
tanker to meet an emergency that may in any way concern the cargo or cargo
handling, as well as the immediate action to be taken in such an emergency.
Particular attention is paid to the procedures to be followed and the action to be
taken in the event of a fire because this is potentially the most extreme type of
emergency likely to be encountered, but much of the guidance is applicable in other
circumstances, and it should be read with this in mind. This Chapter does not deal
with rescue from enclosed spaces, which is covered in Chapter 11. Additional
information on fire fighting is contained in Chapter 22. Many of the following
measures may be equally applicable to the control and combat of pollution.

14.1 GENERAL

All tankers and terminals should have procedures ready for immediate
implementation in the event of an emergency. The procedures must anticipate and
cover all types of emergency, which might be encountered in the particular
activities of the tanker or terminal. Although the main aim of the procedures will
be to respond to a fire, all other possible emergencies such as hose or pipeline
bursts, cargo overflow, pumproom flooding, men overcome by gas within tanks,
breakouts of vessels, weather or blackouts, must be covered. Similarly, while the
deployment of fire-fighting equipment will be 'prominent in any emergency
procedures, equipment such as breathing apparatus, resuscitation apparatus and
stretchers must also be covered, together with details of means of escape or exit.

The procedures should be familiar to the personnel involved, who should be

adequately trained and clearly understand the action they would be required to take
when responding to the emergency. This can best be achieved by regularly
exercising the plan. Exercises will also serve to highlight the need for any revisions
to be made to the plan, associated emergency procedures and further training
requirements.

Care should be taken when formulating an emergency plan to ensure that

procedures to alert people or to arrange equipment do not depend too heavily on
one man doing a number of tasks simultaneously.

14.2 TERMINAL EMERGENCY PLAN

 14.2.1 Preparation

A terminal emergency plan, which covers all aspects of the action to be taken in the
event of an emergency, should be developed by all terminals. This plan should be
drawn up in consultation with the port authority, fire brigade, police etc. and be
compatible with any port emergency plan. The plan should include:

 The specific initial action to be taken by those at the location of

the emergency to report, contain and overcome the incident.

 Procedures to be followed in mobilizing the resources of the

terminal as required by the incident.

 Alerting responsibility and procedures.

 Reporting location for personnel involved.

 Emergency Organization giving specific duties of each person.

 Communication systems.

 Control centers.

 An inventory, including location details, of emergency equipment.

Each terminal should have an emergency team whose duties involve planning,
implementing and revising emergency procedures as well as executing them. An
emergency plan, when formulated, must be properly documented in an emergency
procedures manual which should be available to all personnel whose work is
connected with the terminal. The main points of the initial response to an
emergency, such as reporting and action to contain and control it, together with the
location of all emergency equipment, should be conspicuously displayed on notices
at all strategic locations within the terminal.

Ships alongside the terminal berths must be advised of the terminal's emergency
plan, particularly:

 Alarm signals.

 Emergency escapes routes.

  How to summon assistance in the event of an emergency on
board.

14.2.2 Control

It is essential that the terminal emergency plan make absolutely clear the persons or
persons in order of priority, with overall responsibility for dealing with the
emergency. The responsibility, under that person, for the actions of those parts of
the terminal Organization which may be called upon to participate in the effort to
contain and control the incident must also be clearly laid down. Failure to define
lines of responsibility can easily lead to confusion and to the loss of valuable time.

It is particularly important that the role of any civil fire-fighting brigade commander
is clearly stated. In some countries it is mandatory that he takes overall charge of all
fire-fighting activities and the terminal's plan must reflect the true relationship
between civil and terminal fire-fighting controllers before and after the arrival of
the civil fire brigade on the scene.

At major terminals, an office should be designated as a control center, ready for use
in the event of emergencies. This control center should be located at a convenient
central point not adjacent to likely hazards, possibly in the main terminal office.

During an emergency the control center should be manned by a leading

representative from the terminal, port authority, fire brigade; tug company, police or
other appropriate civil authority. When possible, it may also be desirable that a
responsible officer from the casualty vessel be in attendance at the control center to
give advice. A public relations officer should be designated to relay information to
the public.

It is essential that the persons who are to man the control center are aware of its
location and of their duty to proceed there without delay immediately they are
alerted. All other alerted personnel should also report to the main control center
unless another location is specified in the emergency plan.

A secondary unit, the forward control, may be needed, particularly in the case of
major fires, to take charge of operations at the site of the incident, under the overall
command of the control center. The forward control should be manned by an
emergency team trained in emergency techniques and completely familiar with their
duties.
To fulfil its purposes the control center must have good means of communication
(see Sections 14.2.3, 14.2.4 and 14.2.5). It should also be equipped with;

 The terminal emergency plan.

  A prepared list of human and material resources and their location.

 Tape recorder (radio and telephone calls should be recorded).

 Technical information on the installations, etc.

14.2.3 Communications

The control center should be capable of directing, coordinating and controlling,

either directly or through the forward control, all fire-fighting and other emergency
activities, including advice to shipping. For these purposes it must have a
communications system linking it with:

Within the terminal:

 Fire service (shore and afloat).

 Personnel.
 Medical service.

Outside the terminal:

 Fire service.
 Medical service.
 Harbour authorities.
 Tugs and launches.
 Pilots.
 Police.
 Other appropriate civil authorities.

It may not in practice be possible for small terminals to implement all the
recommendations regarding communications, which follow, but they should
endeavor to deploy a communications system adequate for their requirements,
including a fire alarm.

Reliable communications are essential in dealing successfully with emergency

situations. Because of their importance, consideration should be given to setting up
a secondary system to take over if the main system is put out of action.

14.2.4 Communications System

The purpose of the system should be to handle:

  The sounding of the terminal fire alarm.

 The summoning of assistance.

 The co-ordination and control of all fire-fighting and emergency

activities, including movement of vessels.

The communications system must have the flexibility to cover operations:

 On a tanker.
 On a jetty.
 On adjacent water.
 Elsewhere in the terminal.

Most of the equipment should therefore be portable or mobile, particularly that for
use by the forward control. Moreover, it should be of a type approved for any
location in which it is likely to be used. The most satisfactory system to meet all
these requirements is a UHF/VHF transceiver system. Tugs, water-borne fire-
fighting equipment and designated rescue launches, if available, should be
permanently fitted with UHF/VHF transceiver equipment capable of operation on the
channel designated for emergency use. This channel or channels should be made
known to relevant personnel involved in the emergency.

As fire-fighting tugs may be used for either the movement of ships or fire fighting,
they should have at least two separate UHFNHF channels. When fire-fighting, tugs
must be in direct communication with and under the control of the senior fire-
fighting officer in charge.

For communication links from the control center, the following are typical methods:

Internal fire service Special fire alarm and normal

communication system.

Forward control UHF/VHF transceiver; normal communication

system in reserve.

Personnel and internal Normal communication system.

medical services

Fire-fighting craft and UHF/VHF transceiver; via harbour

rescue launches or port authorities as reserve.
 Ships at berths Normal UHF/VHF transceiver link used
in cargo handling operations. There may be
occasions when it would be helpful to station
a terminal man with a portable radio on a
tanker at a berth.

Civil authorities including, Direct telephone link with failure alarm,

fire services police and UHF/VHF transceiver or public telephone
medical services system.

Harbour authorities, pilots, UHFNHF transceiver and public telephone

tugs and other harbour craft system.

In order to avoid the public telephone system being swamped by incoming telephone
calls, an unlisted outgoing only public telephone should be installed in the control
room.

14.2.5 Communications Discipline

All personnel should understand and appreciate the necessity for strictly observing
rules laid down for using communication links in an emergency. They should
receive frequent instruction on such requirements, which should include the
following:

All sections to be allocated a call sign, which should always be used to

identify the section concerned.

Calls, announcements and conversations to be as brief as possible

consistent with intelligibility.

Calls, announcements and conversations to be interrupted only when the

demands of another section are vital to the outcome of the emergency
operation.

Calls from the control center to take priority over all other calls.

Only persons authorized to do so under the terminal emergency plan to

use the communications system.

A log of the incident, communications and primary events should be kept at the
control center.
14.2.6 Fire-Fighting Equipment Plan

A fire-fighting equipment plan showing clearly the location and particulars of all
fire-fighting equipment on or immediately adjacent to the berth should be
permanently displayed on the berth.

14.2.7 Access to Equipment

Fixed and portable fire-fighting equipment, resuscitation equipment etc. should be

kept free of obstructions at all times.

14.2.8 Vehicle Movement and Control

Jetty approaches and jetty heads should be kept free of obstructions to the
movement of vehicles at all times. Packaged cargo or stores for a ship should
therefore not be stacked on the jetty in the path of what will be the direct access in
the event of an emergency. Vehicles permitted onto a jetty or a jetty approach
should not be immobilized and ignition keys should not be removed unless in a
designated car park not forming part of an emergency turning or passing area.
Escape routes should be clearly identified. Where possible a one-way traffic
system should be considered.

During an emergency, traffic into a terminal or on to berths must be strictly limited

to vehicles required to deal with the emergency or to render assistance. When
available, and. if it is practicable, local police should be requested to exercise
control well outside the terminal so that the roads, which converge on the terminal
are kept free for essential traffic movement.

14.2.9 Use of Municipal and Port Services

A terminal emergency plan should make the best possible use of the services,
which can be relied upon to be available. In such circumstances, success in dealing
with an emergency could depend upon the degree of co-operation achieved and
upon prior combined training carried out with these services. Frequent
opportunities should be taken to have combined exercises simulating terminal
emergencies.

If a terminal is located in an area where a concentration of industry exists, it may be

practicable to sponsor a mutual assistance plan.

14.2.10 Harbour Authorities, Police and Fire Services

All emergencies should be reported to the harbour authority.

 Any emergency that requires, or might require, assistance beyond the resources of
the terminal should immediately be reported to the local fire services or the local
police.

14.2.11 Pilots

If, in an emergency, the partial or total evacuation of jetties is decided upon, the
local pilotage organizations may be called upon at short notice to provide a number
of pilots to advise on the handling of ships not involved.

14.2.12 Tugs

If tugs are used to berth or all or some of them may be fitted unberth tankers at a
terminal, with fire-fighting equipment specially designed to fight fires on tankers at
the terminal berths or on the terminal itself, and they may also be equipped to pump
fire-fighting water into the terminal's fire main system.

Where the fire-fighting capability of tugs is part of a terminal's planned response to

fires on tankers or on the terminal itself; they must be made available as soon as they
are required if their contribution is to be effective. Arrangements must be made with
the pilots so that, should these tugs be assisting a ship berthing or unberthing at the
terminal or in some other part of the harbour when a fire emergency occurs, they can
be released in the shortest possible time to assist in fire-fighting. When these tugs
are idle between routine tasks they must be moored with easily slipped moorings,
within easy reach and, where possible, within sight of the terminal, and must keep a
continuous radio and visual watch on the terminal. Where the attendance of these
fire-fighting tugs at a fire cannot be assured within a reasonable time scale, their
contribution to the fire-fighting plans of the terminal should be downgraded
accordingly.

The decision to use tugs to assist in fighting a fire on a tanker or on the terminal, or
to use them to sail other vessels in danger of becoming involved, should be made by
the person in overall charge of the fire-fighting and in conjunction with the harbour
authority. Fire-fighting tugs should be equipped with UHF/VHF radio with separate
channels for towing and fire fighting and, when fire-fighting, they must be in direct
contact with and under the control of the person in overall charge of the fire fighting.
Tugs should not fight fires independently of the person in charge of fire fighting as
this could impede his fire-fighting strategy.

Tugs with fire-fighting equipment should be inspected regularly to ensure that their
equipment and foam compound stocks are in good condition. Tests of the fire pump
and monitors should be carried out weekly. The foam filling points on the tugs must
be kept clear so as to be immediately ready for use.

A decision should be made as part of the terminal emergency plan as to whether

trained fire fighters should board the tug or whether the crew will be used for fire-
fighting duties. The decision should be supported with appropriate training for the
chosen fire fighters (see Section 14.2.17).

14.2.13 Rescue Launches

A launch or launches, if available, should be detailed in an emergency to provide for:
 The recovery of personnel who may be in the water.
 The evacuation of personnel trapped on a tanker or on a berth.

Launches detailed for these duties should have the f6liowing equipment:

 A communication link capable of being integrated into the control

center communication system.

 Fixed or portable searchlights for operations during darkness or

periods of reduced visibility.

 Blankets, as personnel recovered from the water are likely to be

suffering from cold and shock.

 Portable boarding ladders to facilitate entry into the launch; personnel

in the water may have little or no reserve energy and may be unable to
help themselves.

 Self contained breathing apparatus.

 Resuscitation equipment.

The crews of the launches should receive instruction in rescuing survivors from the
water, bearing in mind that these may be seriously injured or suffering from
extensive burns. They should also receive instruction in artificial respiration.
Launch crews should be made aware that survival time in water could be very short
and the prompt rescue of personnel is therefore important.

14.2.14 Medical Facilities

 Terminal and outside medical facilities should be alerted at once depending upon
the nature of the emergency. As soon as possible they should be told:

 The nature and location of the emergency.

 The likelihood or number of casualties.
 Whether medical staff is required at the location of the emergency.

As soon as details of casualties are known, they should be passed to 'the appropriate
medical authorities, together with their names if available.

14.2.15 Harbour Authorities and Vessel Traffic Control Centers

The local harbour authority and vessel traffic control center, if there is one, should be
informed of any emergency involving the terminal, or ships berthed or moored at the
terminal, with details of:

 The nature and extent of the emergency.

 The nature of the ship or ships involved, with locations and cargo details.
 The nature of assistance required.

This information will be required to enable the harbour authority and vessel traffic
control center to decide whether to restrict navigation within the port area or to close
the port.

14.2.16 Emergency Removal of a Tanker From a Berth

If a fire on a tanker or on a berth cannot be controlled it may be necessary to

consider whether or not the tanker should be removed from the berth. Planning for
such an eventuality may require consultation between a port authority representative
or harbour master, the responsible terminal official, the master of the tanker and the
senior local authority fire officer. The plan should stress the need to avoid
precipitate action, which might increase, rather than lessen, the danger to the
personnel, the tanker, the terminal, other ships berthed nearby and other adjacent
installations.

If it is necessary to remove from a berth a tanker, which may be on fire, the

circumstances may be such that the ship's crew is unable to assist. The terminal
emergency plan should therefore make provision for manpower for closing valves,
disconnecting hoses or arms, unmooring the tanker and for operating fire-fighting
equipment without assistance from the tanker's personnel. (see Section 3.7).

The plan should cover:

  Designation of the person, or persons in order of priority, with the
authority to decide whether or not to remove a tanker which is on
fire from its berth.

 Action to be taken with respect to ships at other berths.

 Designation of safe locations to which a tanker on fire can be moved

under controlled conditions, if it is decided to move the ship.

The decision whether to remove a tanker under controlled conditions or to retain it at

the berth should, in the first instance, be based on the preservation of life, but can
also involve consideration of:

 The capability of fire-fighting equipment at the terminal and

readily available from nearby sources.

 The availability of tugs to assist in removing the tanker from the

berth.

 The ability of the tanker to move under its own power.

 The availability of safe locations to which a tanker on fire can

proceed or be towed and possibly beached.

 The availability of adequate fire-fighting equipment and personnel

to fight a fire if a tanker is towed to a safe, and probably remote,
location.

 The proximity of other ships at the terminal.

 The shipping and other facilities in the area and the possibility of
closure of the port for a period.

 The availability of equipment for controlling any pollution.

 The relative investment and earning capacity of the tanker and of

the terminal facilities that could become inoperative or be
destroyed by the fire.

14.2.17 Training and Drills

 The degree of training given to terminal personnel in fire prevention and fire-
fighting may depend upon whether there is a permanent fire-fighting unit attached
to the terminal or to a plant nearby, or whether arrangements have been made for
speedy assistance from an outside source.

Selected terminal personnel should receive instruction in the use of the fire-fighting
and emergency equipment available at the terminal. All personnel working at
terminals should receive instruction in fire prevention and in basic fire-fighting
techniques. Periodic refresher training should be provided, supplemented by fire
drills.

Crews of tugs, which can be used for fire fighting, should receive instruction and
training in fighting oil fires in co-operation with land-based fire-fighting services.
In order to utilize fully the tugs fire-fighting equipment and capability during an
emergency, it may be necessary to supplement the crew with trained shore
personnel. Opportunities should be provided at frequent intervals for combined
practices involving the tugs and shore fire-fighting services.

Opportunities may arise whereby a combined fire practice or conference can be

arranged between shore personnel and crew members of a tanker at a berth without
imposing an operational delay on either the terminal or the tanker. This would help
to make the tanker personnel familiar with the fire-fighting equipment ashore.
Shore personnel would also have the opportunity of becoming familiar with the
types and locations of fire-fighting equipment on board and of being instructed in
any design features on tankers, which may require special attention in case of fire.

14.3 TANKER EMERGENCY PLAN

14.3.1 Preparation

Planning and preparation are essential if personnel are to deal successfully with
emergencies on board tankers. The master and other officers should consider what
they would do in the event of various types of emergency such as fire in cargo tanks,
fire in the engine room, fire in the accommodation, the collapse of a person in a tank,
the ship breaking adrift from her berth, the emergency release of a tanker from her
berth etc.

They will not be able to foresee in detail what might occur in all such emergencies
but good advance planning will result in quicker and better decisions and a well
organized reaction to the situation. (see Section 3.7)
The following information should be readily available:

 Type of cargo, amount and disposition.

 Whereabouts of other hazardous substances.
 General arrangement plan.
 Stability information.
 Fire-fighting equipment plans.

14.3.2 Emergency Organization

An emergency Organization should be set up which will come into operation in the
event of an emergency. The purpose of this Organization will be in each situation
to:

 Raise the alarm.

 Locate and assess the incident and possible dangers.
 Organize manpower and equipment.

The following suggestions are for guidance in planning an emergency Organization,

which should cover the following four elements:

Command Center
There should be one group in control of the response to the emergency with the
master or the senior officer on board in charge. The command center should have
means of internal and external communication.

Emergency Party
This group should be under the command of a senior officer and should assess the
emergency and report to the command center on the situation, advising what action
should be taken and what assistance should be provided, either from on board or, if
the ship is in port, from ashore.

Back up Emergency Party

The back up emergency party under the command of an officer should stand by to
assist the emergency party as instructed by the command center and to provide back
up services, e.g. equipment, stores, medical services including cardiopulmonary
resuscitation etc.

Engineering Group
This group should be under the command of the chief engineer or the senior
engineering officer on board and should provide emergency assistance as instructed
by the command center. The prime responsibility for dealing with any emergency in
the main machinery spaces will probably rest with this group. it may be called on to
provide additional manpower elsewhere.

The plan should ensure that all arrangements apply equally well in port and at sea.

14.3.3 Preliminary Action

The person who discovers the emergency must raise the alarm and pass on
information about the situation to the officer on duty who, in turn, must alert the
emergency Organization. While this is being done, those on the scene should
attempt immediate measures to control the emergency until the emergency
Organization takes effect.

Each group in the emergency Organization should have a designated assembly point,
as should those persons not directly involved as members of any group. Personnel
not direct involved should stand by to act as required.

14.3.4 Ship's Fire Alarm Signal

At a terminal the sounding of the ship's fire alarm system should be

supplemented by series of long blasts on the ship's whistle, each blast being not
less than 10 seconds in duration, or by some other locally required signal.

14.3.5 Fire-Fighting Equipment Plans

Fire-fighting equipment plans must be permanently displayed in prominent

position, showing clearly, for each deck, the location and particulars of all fire-
fighting equipment dampers, controls, etc. These plans should also be displayed,
or be readily available, at the access points to the ship when it is in port.

14.3.6 Inspection and Maintenance

Fire-fighting equipment should always be ready for immediate use and should be
checked frequently. The dates and details of such checks should be recorded and
indicated on the appliance as appropriate. The inspection of all fire-fighting and
other emergency equipment should be carried out by a responsible officer, and
any necessary maintenance work completed without delay. As soon as possible
after an incident there should be a thorough check of all the equipment used. All
breathing apparatus used should be checked and the bottles recharged. Foam
systems should be flushed through etc.
 14.3.7 Training and Drills

Ship's personnel should be familiar with the theory of fire fighting outlined in
Chapter 22 and should receive instruction in the use of fire-fighting and
emergency equipment. Practices and drills should be arranged at intervals to
ensure that personnel retain their familiarity with the equipment.

If an opportunity arises for a combined fire practice or conference with shore

personnel at a terminal (see Section 14.2.17) the master should make an officer
available to show the shore personnel the location of portable and fixed fire-
fighting equipment on board and also to instruct them on any design features of
the ship which may require special attention in case of fire.

14.4 FIRE ON A TANKER AT SEA OR AT ANCHOR

Ship's personnel who discover an outbreak of fire must immediately raise the alarm,
indicating the location of the fire. The ship's fire alarm must be operated as soon as
possible.

Personnel in the vicinity of the fire should apply the nearest suitable extinguishing
agent to attempt to limit the spread of the fire, to extinguish it, and thereafter to
prevent re-ignition. If they are unsuccessful, their actions should very quickly be
superseded by the operation of the tanker's emergency plan.

Any cargo, ballast, tank cleaning or bunkering operations should be stopped

immediately and all valves closed. Any craft alongside should be removed.

After all personnel have been evacuated from the vicinity, all doors, openings and
tank apertures should be closed as quickly as possible and mechanical ventilation
should be stopped. Decks, bulkheads and other structures in the vicinity of the fire,
and adjacent tanks, which contain petroleum liquids or are not gas free, should be
cooled with water.

The tanker should be maneuvered so as to resist the spread of the fire and allow it
to be attacked from windward.

14.5 FIRE ON A TANKER AT A TERMINAL

14.5.1 Action by Ship's Personnel

If a fire breaks out on a tanker while at a terminal, the tanker must raise the alarm
by sounding the recognized alarm signal consisting of a series of long blasts on the
ship's whistle, each blast being not less than 10 seconds in duration, unless the
terminal has notified the ship of some other locally recognized alarm signal. All
cargo, bunkering, or ballasting operations must be stopped and the main engines
and steering gear brought to a stand by condition.

Once the alarm has been raised, responsibility for fighting the fire on board the ship
will rest with the master or other responsible officer assisted by the ship's crew.
The same emergency organization should be used as when the ship is at sea (see
Section 14.3.2) with an additional group under the command of an officer or senior
rating to make preparations, where possible, for disconnecting metal arms or hoses
from the manifold.

On mobilization of the terminal and, where applicable, the civil fire-fighting forces
and equipment, the master or other responsible officer, in conjunction with the
professional fire fighters, must make a united effort to bring the fire under control.

14.5.2 Action by Terminal Personnel

On hearing a tanker sounding its fire alarm, the person in charge of a berth must
immediately advise the control room. The controlroom personnel will sound the
terminal fire alarm, inform the port authority and commence shutting down any
loading, discharging, bunkering or deballasting operations which may be taking
place.

The terminal's fire emergency plan will be activated and this may involve shutting
down cargo, bunkering, and ballast-handling operations on ships on adjacent or
neighboring berths. All other ships at the terminal should be informed of the
emergency and, where considered necessary, make preparations to disconnect metal
arms or hoses and bring their engines and steering gear to a state of readiness.

Where there are fire-fighting tugs, the terminal control room will summon them to
assist in fighting the fire until a decision is made by the person in overall control
whether or not to use them to assist in the evacuation of unaffected ships (see
Section 14.2.16 for the emergency removal of a tanker on fire from a berth).

The terminal control room will be responsible for summoning any outside
assistance such as the civil fire brigade, rescue launches, medical aid and
ambulances, police, harbour authority and pilots.

14.6 FIRE OR EXPLOSION ON A BERTH

 14.6.1 Action by Vessels

Should a fire or explosion occur on a berth, the ship or ships at the berth must
immediately report the incident to the terminal control room by the quickest
possible method (VHF/UHF/ telephone contact, sounding ship's siren etc.); shut
down all cargo, bunkering, deballasting and tank cleaning operations; and drain all
arms or hoses ready for disconnecting. The ships' fire mains should be pressurized
and water fog applied in strategic places. The ships' engines, steering gear and
unmooring equipment must be brought to a state of immediate readiness. A pilot
ladder should be put over on the offshore side.

14.6.2 Action by Vessels at Other Berths

On hearing the terminal alarm being sounded or on being otherwise advised of a

fire at the terminal, a ship whose berth is not involved in the fire should shut down
all cargo, bunkering and ballasting operations; bring her fire-fighting capability to a
state of readiness; and make engines, steering gear and mooring equipment ready
for immediate use.

14.7 JETTISON OF CARGO

The jettison of cargo is an extreme measure justified only as a means of saving life at
sea or for the safety of the vessel. A decision to jettison cargo should therefore not
be taken until all the alternative options have been considered in the light of
available information on stability and reserve buoyancy.

If it is necessary to jettison cargo the following precautions should be taken:

Engine room personnel should be alerted. Depending on the

circumstances prevailing at the time, consideration should be given to
changing over engine room intakes from high to low level.

Discharge should take place through the sea valve and where possible
on the side opposite to the engine room intakes.

All non-essential inlets should be closed.

If discharge must be from the deck level, flexible hoses should be
rigged to extend below, the water surface.

All safety precautions relating to normal operations, which involve the

presence of flammable gas in the vicinity of the deck must be
observed.

A radio warning should be broadcast.