PR-1069 - Emergency Response Document Part III Contingency Plans Volume VI Marine Operations

Petroleum Development Oman L.L.C.
Emergency Response Document Part III Contingency Plans –

Marine Operations
Document ID PR-1069
Document Type Procedure
Security Unrestricted
Discipline Engineering and Operations
Owner Functional Production Manager - UOP
Issue Date 01 June 2016
Revision 7.0
Copyright: This document is the property of Petroleum Development Oman, LLC. Neither the whole nor any
part of this document may be disclosed to others or reproduced, stored in a retrieval system, or transmitted in
any form by any means (electronic, mechanical, reprographic recording or otherwise) withut prior written consent
of the owner.
Revision: 7.0
Petroleum Development Oman LLC Effective: June 16
This page was intentionally left blank
Page 2 PR-1069 - Emergency Response Document Part III Printed 30/01/18

Contingency Plans - Marine Terminal
The controlled version of this CMF Document resides online in Livelink®. Printed copies are UNCONTROLLED
Revision: 7.0
i Document Authorisation
Authorised For Issue – November 2014

Revision: 7.0
ii Revision History
The following is a brief summary of the 5 most recent revisions to this document. Details of all
revisions prior to these are held on file by the issuing department.
Revision No. Date Author Scope / Remarks

7.0 Apr-16 UIPT34 Major Revision & Update of section
1,5, and minor revision in other
areas
6.0 Sep-13 UIPT/341 Major Revision & Update of section
7, and minor revision in other areas
5.0 May-08 UOP6 Update and reformat in accordance
with UIT4 Instructions
4.0 Dec 02 TTT/5 Major Revision and Re-Structure
3.0 Feb 00 TTT/52 Addition of ‘Passing Ship Scenario’
2.0 Nov 99 TTT/52 Revision 1
iii Related Business Processes

Code Business Process (EPBM 4.0)
GP-20 Risk Management
iv Related Corporate Management Frame Work (CMF) Documents

The related CMF Documents can be retrieved from the CMF Document Control Portal.
CP-123 Emergency Response Documents Part I – CoP

PR-1065 Emergency Response Documents Part II – Company Procedure
GU-288 Emergency Response Document Part IV, Guidelines
CP-126 Personnel and Asset Security - CoP

Revision: 7.0
TABLE OF CONTENTS
i Document Authorisation............................................................................................ 3
ii Revision History........................................................................................................ 4
iii Related Business Processes.....................................................................................4
iv Related Corporate Management Frame Work (CMF) Documents............................4
1 Introduction............................................................................................................... 9
1.1 Objectives of the Emergency Response Management System................................9
1.2 Marine Operations Emergency Response................................................................9
1.2.1 Third Party Emergencies:......................................................................................... 9
1.3 Distribution/Target Audience...................................................................................10
1.4 Glossary of Terms, Definitions and Abbreviations...................................................10
1.5 Changes to the Document.......................................................................................11
1.6 Step-out Approval................................................................................................... 12
2 Organisation and Resources...................................................................................13
2.1 Corporate Organisation........................................................................................... 13
2.1.1 Corporate Emergency Coordination Centre (CECC)..............................................13
2.1.2 Emergency Telephone Operator.............................................................................13
2.2 Area Organisation................................................................................................... 13
2.2.1 Local Emergency Control Centre (LECC)...............................................................13
2.2.2 On Scene Commander (OSC)................................................................................13
2.3 Marine Organisation................................................................................................ 14
2.3.1 Emergency Organisation.........................................................................................14
Figure 1 Marine Emergency Organisation..............................................................................14
2.3.2 On Scene Commander (OSC)................................................................................15
2.3.3 Berthing Masters Assistant (BMA)...........................................................................15
2.3.4 Other Marine Personnel..........................................................................................15
2.3.5 Terminal Control Room........................................................................................... 15
2.4 PDO Marine Resources.......................................................................................... 15
2.4.1 Marine Office........................................................................................................... 15
2.4.2 Mooring Tugs........................................................................................................... 15
2.4.3 Fast Response Vessels........................................................................................... 15
2.4.4 Maintenance Crew and Work Barge.......................................................................16
2.4.5 Mina Al Fahal Port and Jetty...................................................................................16
2.4.6 Spares and Equipment............................................................................................ 16
2.5 Medical Resources.................................................................................................. 16
2.6 External Resources.................................................................................................17
2.6.1 Diving Assistance.................................................................................................... 17
2.6.2 Government (Port Sultan Qaboos) Tugs.................................................................17
2.6.3 Royal Oman Police Coastguard..............................................................................17
2.6.4 Aerial Support......................................................................................................... 17
Revision: 7.0
2.6.5 Government and Government Contracted (Lamor Middle East LLC) Oil Spill Equipment
and Resources........................................................................................................ 17
2.7 Mutual Aid Resources............................................................................................. 17
2.7.1 Shell International Trading & Shipping Company Limited / Oil Spill Expertise Centre 16
2.7.2 Regional Clean Seas Organisation.........................................................................17
2.7.3 Regional Clean Seas Organisation and Oil Spill Team Resource Middle East South Asia
................................................................................................................................ 18
2.7.4 OSRL...................................................................................................................... 18
2.7.5 Petroleum Association of Japan..............................................................................18
3 Reporting, Call out and Initial Response.................................................................20
3.1 Reporting................................................................................................................. 20
3.2 Call Out................................................................................................................... 20
3.3 Initial Response....................................................................................................... 20
3.3.1 Control Room Operator (CRO)...............................................................................20
3.3.2 OSC........................................................................................................................ 20
3.3.3 LEBC....................................................................................................................... 20
4 Generic Roles and Responsibilities.........................................................................21
4.1 Onshore.................................................................................................................. 21
4.1.1 LECC and CECC Teams......................................................................................... 21
4.1.2 Control Room Operator........................................................................................... 22
4.2 Emergency Scene Actions......................................................................................22
4.2.1 OSC........................................................................................................................ 22
4.2.2 BMA........................................................................................................................ 22
4.2.3 Tug Crews............................................................................................................... 22
4.2.4 Maintenance Crew.................................................................................................. 22
5 Emergency Response Contingency Plans..............................................................23
5.1.1 Fire / Explosion Onboard a Vessel in PDO Concession Area.................................23
5.2 Vessel Failure in PDO Concession Area.................................................................24
5.2.1 Risk of Escalation................................................................................................... 25
5.2.2 OSC........................................................................................................................ 26
5.2.3 LECC....................................................................................................................... 27
5.3 Hyperbaric Diving Emergency................................................................................29
5.4 Search and Rescue at Sea.....................................................................................29
5.4.1 Missing Craft / Vessel.............................................................................................. 30
5.4.2 Man Lost Overboard............................................................................................... 30
5.4.3 Finding the MOB..................................................................................................... 31
Figure 2 Search and Rescue Patterns....................................................................................31
5.5 Medical Emergency Offshore & Evacuation (Medivac)..........................................32
5.5.1 Single Casualty - No Emergency............................................................................33
5.5.2 Multiple Casualties - Ongoing Emergency..............................................................33
5.6 Emergency with SBM or Loading Line....................................................................34
Revision: 7.0
5.6.1 Leak or Suspected Leak at an SBM or Loading Line..............................................34

5.6.2 SBM 1 or Loading Line............................................................................................35
5.6.3 SBM 3 or Loading Line............................................................................................35
5.7 Emergency Floating Storage Capacity...................................................................35
5.8 Security Threat........................................................................................................ 35
5.8.1 Duty Suprintendent or Pilot ....................................................................................35
5.8.2 Duty LEBC.............................................................................................................. 35
5.9 Ship Break Out From SBM.....................................................................................36
6 Emergency Stand-Down and Follow up..................................................................37
6.1 Emergency Stand-down.......................................................................................... 37
6.1.1 Authority.................................................................................................................. 37
6.1.2 Full Stand-Down...................................................................................................... 37
6.1.3 Partial Stand-Down................................................................................................. 37
6.1.4 Guidelines for Stand-down......................................................................................37
6.1.5 Debrief and Follow Up............................................................................................ 38
7 Oil Spill.................................................................................................................... 39
7.1 Purpose................................................................................................................... 39
7.2 Scope...................................................................................................................... 39
7.2.1 Scope of the plan.................................................................................................... 39
7.2.2 Area of Operation.................................................................................................... 39
7.3 Spills in Mina al Fahal Port.....................................................................................39
7.4 Third Party Spills..................................................................................................... 39
7.5 Definitions & Abbreviations.....................................................................................40
7.6 Roles & Responsibilities.......................................................................................... 40
7.7 lassification of Oil Spills..........................................................................................40
7.7.1 National Oil Spill Contingency Plan Classification:.................................................40
7.8 Tier 1, 2, 3 Flow Charts from National Oil Spill Contingency Plan..........................42
7.9 Potential Sources of Oil Pollution...........................................................................45
7.10 Protection Priorities................................................................................................. 45
7.11 Factors Affecting the Movement of Oil on Water....................................................46
7.11.1 Type of Oil............................................................................................................... 46
7.11.2 Effect of Current...................................................................................................... 47
7.11.3 Areas outside MAF Bay..........................................................................................47
7.11.4 Within Mina al Fahal Bay........................................................................................47
7.11.5 Sea State................................................................................................................ 48
7.12 Oil Response Strategies......................................................................................... 48
7.12.1 Strategy for Persistent Oils (Crude, Heavy Fuel Oil, Gas Oil)................................48
7.12.2 Strategy for Non-Persistent Oils (Jet, Mogas, Condensate)...................................52
7.13 Mutual Aid Organisations........................................................................................52
7.14 Oil Spill Insurance................................................................................................... 53
Revision: 7.0
7.15 PDO Waste Management Procedures....................................................................53

7.16 Checklists................................................................................................................ 54
7.16.1 Marine Oil Spill in Muscat or MAF Area..................................................................54
7.16.2 Marine Oil Spill outside Muscat or MAF Area.........................................................57
8 Business Resumption.............................................................................................. 58
8.1 Marine Vessel Emergency......................................................................................58
8.2 Oil Spill.................................................................................................................... 58
8.3 Damage to SBM, Hoses or Submarine Pipelines...................................................58
9 Implementation....................................................................................................... 59
9.1 Outstanding Input.................................................................................................... 59
9.2 Distribution.............................................................................................................. 59
9.3 Links to other documentation..................................................................................59
9.3.1 Terminal and Tank Farm Operations.......................................................................59
9.3.2 NOSCP................................................................................................................... 59
Appendix A – MECA Oil Pollution Reporting Form....................................................................60
Appendix B - Government and 3rd Party Telephone Numbers..................................................62
Appendix C - PDO Oil Spill Equipment List & ROPME approved Dispersant List.....................68
Appendix D – Area Maps............................................................................................................ 69
PDOs Area of Oil Spill Response Responsibility (1)...............................................................69
PDO’s Area of Oil Spill Response Responsibility (2)..............................................................70
Appendix E – Navigation Warnings............................................................................................ 80
Appendix F - Actions Arising from this Revision.........................................................................81
Appendix G - User Feedback Page............................................................................................ 82
Appendix H – Annual Emergency Response Drill Schedule......................................................84
Appendix I -- Trajectory Modeling for Oil Spill ......................................................................... 84
Appendix J -- National oil spill contingency Plan. ..................................................................... 94

Revision: 7.0
1 Introduction
1.1 Objectives of the Emergency Response Management System

Key to PDO Operations is ensuring that emergency response activities are carried with the
following priorities:
 Safeguard Lives
 Protect the Environment
 Protect Company or Third Party assets
 Maintain the Company Image/Reputation
 Resume Normal Operations.
Personnel involved in dealing with emergency shall follow these priorities when making
decisions and formulating an action plan.
1.2 Marine Operations Emergency Response

This document describes the emergency response system for all PDO marine operations at
Mina al Fahal, and surrounding PDO Concession, it includes:
 Organisation and Resources
 Reporting, Call Out and Initial Response
 Generic Roles and Responsibilities
 Contingency Plans for different types of emergency, these include
- Fire and explosion on board a vessel
- Collision / Grounding / Structural Failure / Loss of Manoeuvrability
- Hyperbaric diving accident
- Search and Rescue
- Medical and Emergency Medical Evacuation
- Security Threat
 Emergency Stand Down and Follow Up
 Contingency Plans for Business Resumption
- Damage to SBM’s, hoses or pipelines
- Loss of SBM 1
 Contingency Plan for Oil Spill including Floating Storage and STS Operation
1.2.1 Third Party Emergencies:

If vessels transiting the Oman coastline are involved in emergencies having a potential
impact on the Oman coastline, then the ROP Coastguard may request PDO support.
If the transiting vessel is a Shell vessel (STASCO owned or chartered) or is carrying a Shell
cargo, PDO shall be requested by the Shell Country Chairman take on the role of emergency
management in close co-ordination with the Oman government.
PDO support will be provided to OTTCO’s Floating storage and STS Operation as per the
service level agreement ( SLA).

Revision: 7.0
Distribution/Target Audience
This document is intended for use by personnel who are involved in emergency response for
marine emergencies or in the cleanup of an oil spill. It is the responsibility of all Marine
Operations personnel to be familiar with the contents of this document.
This document is available in Livelink. If you do not have access to EDMS contact UIPT/34
to obtain a copy.
The following receive hard copies:
 Pilots Office
 Coastal Local Emergency Control Centre (LECC)
 Corporate Emergency Coordination Centre (CECC)
 Corporate Emergency and Security Manager
 Infrastructure Director
 Ministry of Environment and Climate Affairs
 Pipeline Infrastructure & Oil Terminal Manager
 Head of Environment
 Ministry of Transport and Housing (Director Gen of Ports and Maritime Affairs)
1.3 Glossary of Terms, Definitions and Abbreviations

BMA Berthing Master’s Assistant
DD Duty Director
CCR Cargo Control Room
CDFP Corporate Discipline Focal Point
CECC Corporate Emergency Co-ordination Centre
ETO Emergency Telephone Operator
CRO Control Room Operator
EQRG Emergency Quick Response Guide
FIFI Marine Fire Fighting Capability
FS Floating Storage
IAMSAR International Aeronautical & Maritime Search and Rescue Manual
IMO International Maritime Organisation
ISGOTT International Safety Guide for Oil Tankers and Terminals
International Petroleum Industry Environmental Conservation
IPIECA
Association
ITOPF International Tanker Owners Pollution Federation
LEBC Local Emergency Base Controller
LECC Local Emergency Control Centre
LME Lamor Middle East LLC
MAF Mina al Fahal
MBC Marine Breakaway Coupling
MCO PDO Chief Medical Officer

Revision: 7.0
MECA Ministry of Environment and Climate Affairs

MEMAC Marine Emergency Mutual Aid Centre
MM Muscat Municipality
MOB Man Overboard
MOG Ministry of Oil and Gas
MOP Marine Oil Spill Projection
MOTC Ministry of Transport and Communication
NCCD National Committee for Civil Defence
NOSCP National Oil Spill Contingency Plan
OSC On-Scene-Commander
OSTREA Oil Spill Team Resource
OSTRIMESA Oil Spill Team Resource Middle East South Asia
PAEW Public Authority for Electricity and Water
PEAR People Asset Environment Reputation
PCOC Pollution Control Operations Centre
PCOS Pollution Control Operations Section of the MECA & WR
POMC Pollution Operations Monitoring Centre
RAHRC Ras al Hamra Recreation Club
RECSO Regional Clean Seas Organisation (formerly GAOCMAO)
ROP Royal Oman Police
ROPME Regional Organisation for the Protection of the Marine Environment
SAR Search and Rescue
SBM Single Buoy Mooring
SOAF Sultan of Oman's Armed Forces
SOM Shell Oman Marketing
STS Ship to Ship Transfer
TLV Threshold Limit Value
VLCC Very Large Crude Carrier
1.4 Changes to the Document

Responsibility for the upkeep of the Document shall be with the Pipeline Infrastucture and Oil
Terminal manager , the Owner. Changes to this document shall only be authorised and
approved by the Owner.
Users of the Document who identify inaccuracy or ambiguity can notify the Custodian or
his/her delegate and request changes be initiated. The Requests shall be forwarded to the
Custodian using the ‘User Feedback Page’ provided in this Document.
The Document Custodian on behalf of the Document Owner shall ensure review and re-
verification of this procedure every 3 years.

Revision: 7.0
1.5 Step-out Approval

Not applicable to this procedure

Revision: 7.0
2 Organisation and Resources
2.1 Corporate Organisation
2.1.1 Corporate Emergency Coordination Centre (CECC)

The Duty director will be informed by the Local Emergency Base Controller (LEBC) of any
marine emergency that requires the Local Emergency Control Centre (LECC) Team to be
mobilised. The Corporate Emergency Co-ordination Centre (CECC) shall be mobilised if the
emergency results in:
 Multiple Casualties or loss of life
 Significant or potentially significant environmental damage
 Significantly or potentially significant asset damage
 A requirement to inform the public
 A requirement for resources outside of PDO Emergency Services and resources
 A requirement for Governmental or Group notification
 A requirement for long term business resumption strategies
 Interest from local or international media
The duty director will be advised of any oil spill detected in the PDO operational area
irrespective of size or source. The initial assessment shall include assessment of the
potential impact and the extent of any group exposure (if known).
2.1.2 Emergency Telephone Operator

An Emergency Telephone Operator (ETO) is available to answer calls made to the PDO
emergency telephone number 5555 or 24675555. Calls to the ETO regarding MAF Port or
Marine Operations will be referred immediately to the Terminal Control Room Operator. Calls
may also be made directly to the Terminal CCR who will inform the ETO as part of their
responsibilities.
2.2 Area Organisation
2.2.1 Local Emergency Control Centre (LECC)

A duty LEBC will be notified of any marine emergency, he will decide if mobilisation of the
Local Emergency Control Centre (LECC) is required. The duty LEBC is available at all times
and is an initial point of contact from either the ETO or the Terminal Control Room Operator.
An LECC Team is also available on a 24 hour basis.
The LEBC manages the emergency with the assistance of the LECC Team, On Scene
Commander (OSC), PDO and Government marine resources / emergency services.
For a marine emergency, it is recommended that the duty LEBC hand over the role to the
Head of Marine operation if available) or mobilise an off duty Suprintendent or Pilot to provide
specialist assistance.

Revision: 7.0
2.2.2 On Scene Commander (OSC)

The OSC is the PDO representative implementing management of the emergency at the
emergency site and reports to the LEBC.
In the event of a marine emergency, the OSC will initially be the on duty Port Operations
Supervisor.
2.3 Marine Organisation
2.3.1 Emergency Organisation
Figure 1 Marine Emergency Organisation

Revision: 7.0
2.3.2 On Scene Commander (OSC)

A duty Pilot or Suprintendent UIPT/3411 is available 24 hours / day. The duty Pilot or
Suprintendent will be available either in the Marine Office in the MAF terminal building or
aboard a vessel Piloting to or from an SBM.
2.3.3 Berthing Masters Assistant (BMA)

A BMA accompanies the duty Pilot or vessel Pilotage and mooring operations. The BMA
remains on board during the loading of the vessel. In an emergency, the BMA forms part of
the OSC's team.
2.3.4 Other Marine Personnel

Head of Marine Operation is the senior marine professional and is CDFP (Marine Operations).
This role is filled by either UIPT/34 or by his relief.
Off Duty Suprintendent or Pilots There are always a further Six off duty Pilots required to be
available in country.
Tugs Crews: Four tugs and Pilot boat with total of 32 crew including Master, Chief Officer,
Engineer and AB's per shift. The tugs and crews are on standby 24 hours a day.
Maintenance & Diving Crew: A maintenance crew consisting of one Maintenance/Diving
Supervisor and four diver/assistants is available within one hour of call out, 24 hours a day.
2.3.5 Terminal Control Room

The Terminal Control Room is manned on a 24 hour basis. The Terminal Control Room is
known as “Fahal Control” to all vessels visiting the PDO Concession area.
2.4 PDO Marine Resources
2.4.1 Marine Office

A Marine Office in the Terminal Building is manned by the Duty Pilot and Suprintendents The
marine office has communication facilities including VHF Marine Band Radio and a supply of
spare portable radios.
The office would be used by off duty Suprintendent or Pilot n emergencies to support the OSC
offshore, the LECC and direct emergency support and recovery operations.
2.4.2 Mooring Tugs

A minimum of three and nominally four tugs, SAHWA,SUTOR ,BOXER ,BETA and pilot boat
SOHAL are available on immediate notice for offshore operations.
Each tug has ½ FIF1 capacity [self protection in the form of a ring-main firewater spray
system] with two fire monitors, firewater pump and approximately 8000 litres of foam. The
tugs also carry 2000 litres of oil dispersant which can be applied through spray booms
extended on each side of the vessel.
2.4.3 Fast Response Vessels

There is one Fast Response Craft [FRC] available to transport personnel in an emergency.
Marine Department has one fast response craft Sohal with rated speed of 25 knots . It is used
as pilot boat and can also be used for emergency response, search and rescue, medivac’s
from tankers and maintenance applications.

Revision: 7.0
2.4.4 Maintenance Crew and Work Barge

Maintenance Crew, can be used to:
Provide diving support from the work barge Fahal I or other vessel
Provide fire fighting support from the work barge Fahal I
Deploy skimmers from and retrieve oil to the work barge Fahal I
Work Barge, "FAHAL 2" is normally used for transportation of equipment and a base for
diving operations and maintenance work. In emergencies it is also available for limited Fire
Fighting support and oil spill response. The barge has one water pump and two manually
operated fire fighting monitors (but no self preservation capability).
For oil spill operations, the barge is used to deploy skimmers and to retrieve recovered oil;
storage capacity for recovered oil is 200m³.
NOTE: FAHAL I requires tug assistance to be moved.
Standby diving equipment is maintained on the barge.
2.4.5 Mina Al Fahal Tug Harbour and Jetty

Mina al Fahal [MAF] Port has a minimum depth of 4 metres. Tides of less than 0.5m prevent
emergency access by the tugs.
MAF Harbour is the location of most of the oil spill response equipment. Four oil booms of
250m length (on reels in containers) are positioned permanently on the jetty for speedy
deployment. Another six booms (also on reels in containers) are available in the MAF Harbour
but are not deployed on the jetty. Transport & lifting equipment is required to remove
deployed boom containers and replace with un-deployed boom containers prior to launching.
2.4.6 Spares and Equipment
SBM Spares and Floating Hoses: A spare SBM (SBM 4) is located in MAF bay in shallow
water close to the shore line. Diving and lifting operations are required to unmoor the buoy
and make it ready for towing. A full list of the SBM spares which are carried in stock is
available in a (Marine Data Base) held by UIPT/34. These can be mobilised and will be
transported to the MAF jetty by the Supply Department.
Plidco Clamps: Two Plidco line clamps are available for the 30" and 40” sub-sea oil lines from
Store #1 in Supply.
Dispersant Chemicals: A stock of 162 x 200 litre drums of Chemical Dispersant for oil spill are
held in Supply.
On-shore transportation of equipment and spares: will be organised and carried out by the
Supply Department (Supply Dept. Duty Officer) and the following equipment is available for
use:
 1 x 60 / 1 x 25 tonne cranes
 6 x 2 – 5 tonne Forklift Trucks
 Adhoc contractors flat-bed Trucks
Mobilisation of this equipment during an emergency will take approximately 2 hours.
2.5 Medical Resources

The PDO clinic comprises 5 doctors and 10 nurses and is manned on a 24 hour basis via a
system of shifts. There is always a doctor and nurses on duty. The clinic has two observation
beds. There are two ambulances available each able to carry 2 stretcher cases.
Multiple government hospitals are within a short distance of MAF Port and would be available
to provide specialised medical support as required.
Revision: 7.0
2.6 External Resources
2.6.1 Diving Assistance

Additional diving assistance is available through the maintenance crews area offices based in
Sharjah.
2.6.2 Government (Port Sultan Qaboos) Tugs

Port Sultan Qaboos has Two tugs on standby with two of the four tugs on instant readiness at
all times. The tug capacities vary, ranging up to a maximum of 32 tonnes bollard pull. Two of
the tugs have FIFI capability suitable for fire fighting on Very Large Crude Carriers (VLCCs).
Mobilisation is by UIPT/34 staff via the Port Authority with a one hour response time to MAF
Port.
2.6.3 Royal Oman Police Coastguard

The ROP Coastguard maintains a fleet of patrol boats ranging in size and capability based at
Port Sultan Qaboos. Some of these vessels have dispersant spraying capabilities and if
available, could be on site within one hour of notification.
2.6.4 Aerial Support

Aerial support from the government for SAR over flights, oil spill tracking or spraying of
dispersant is mobilised via the MECA.
2.6.5 Government and Government Contracted (Lamor Middle East LLC) Oil Spill
Equipment and Resources
Mobilisation of Government oil spill equipment is available through MECA Pollution Control
operations section.
PDO has a Service Contract with Lamor Middle East LLC under “National Tier 2 Oil Spill
Response”. Equipment and Resources can be called out in accordance with Contract C21328
for which UIPT34 is the Contract Holder.
2.7 Mutual Aid Resources
2.7.1 Shell International Trading & Shipping Company Limited / Oil Spill
Expertise Centre
In the event of a crisis in a country and within Group structures for shipping emergency
response, the Country Chairman, as senior Shell representative, is responsible for managing
the crisis within the national boundaries and for coordinating the OU crisis response team

Revision: 7.0
It is this team that will coordinate the local Shell response in country, albeit within the context
of any existing national contingency arrangements. It is STASCO's role to provide 24 hour
marine casualty cover and global co-ordination in support of marine casualties where there is
a Shell interest, and on request, mobilise Tier 3 support from OSRL (equipment, expertise,
manpower etc) for the local Shell Operating Company, Shell Operated Joint Venture, and
where requested a Non Operated Venture
When informed of a Shipping/Marine Casualty where there is a Shell interest e.g. Shell
operated Tanker, Shell Time Chartered or Spot Chartered Tanker, Local Shell Operating
Company, Shell operated Joint Venture, Non Operated Venture (NOV), Shell International
Trading & Shipping Company Limited (STASCO) will support local crisis/emergency
coordination teams as requested,
To fulfil these responsibilities STASCO may initiate one or both of the following:
a. Mobilise an Emergency Response Team in its dedicated facility in 80 Strand, 24 hours
a day, to coordinate the support activities. This room contains numerous telephones
together with facsimile, e-mail, Shell-wide web and video-conferencing facilities.
Relevant contacts with telephone and fax numbers will be advised at the time. When
an oil or chemical spill has occurred, advice will generally be given in consultation
with the Zone/Region.
b. Mobilise a Shell Shipping On-Site Team. The mutual decision to send a Marine Team,
its terms of reference, composition and reporting structure will all depend on the
particular circumstances, including the interface with the local Shell OU, JV or NOV
and the resources it already has available.
The roles of the on-site team, to be defined before departure, may include: ship-
owner/salvage support; ship-to-ship cargo transfer expertise; oil or chemical spill response
expertise; pollution claims handling support; media relations expertise and legal expertise.
2.7.2 Regional Clean Seas Organisation

The Regional Clean Seas Organisation (RECSO) facilitates the provision of oil spill response
equipment from other locations within the Gulf region. Information of available resources is
provided periodically to RECSO members. RECSO also provide information on incidents
occurring in the region which either may or may not have an impact on PDO or Oman.
2.7.3 Regional Clean Seas Organisation and Oil Spill Team Resource Middle East
South Asia
The Shell Oil Spill Team Resource (OSTREA) is a directory of trained personnel who can be
contacted in case of an oil spill emergency. Oil Spill Team Resource Middle East South Asia
(OSTRIMESA) is the team available to PDO.
2.7.4 OSRL
OSRL provides a global oil industry response capability. OSRL is based in Southampton UK
and has stocks of oil spill response equipment available in several other locations including
Bahrain and Singapore. These locations have stockpiles of containment booms, skimmers
dispersants etc, and both have good access to air and sea communications. Technical
expertise in the form of an entire response team or specialist environmental advice is also
available. Equipment can be onsite in Oman within 48 hours of call out. Mobilisation must
be carried out by the STASCO Casualty Team in London . (Ref Appendix – B “STASCO
Call Out”)
2.7.5 Petroleum Association of Japan

The Petroleum Association of Japan holds stocks of chemicals and equipment in Abu Dhabi
and Saudi Arabia. There is no formal agreement for access to the stocks however the
organisation may be approached via the Marine Emergency Mutual Aid Centre (MEMAC) of

Revision: 7.0
which Oman is a signatory (member) who would in turn contact the Regional Organisation for
the Protection of Marine Environment (ROPME).

Revision: 7.0
3 Reporting, Call out and Initial Response
3.1 Reporting
Notification of emergencies on or surrounding a vessel within the PDO concession area will
most likely come via the Terminal Control Room Operator or the Marine Office. Reports will
be from a vessel master, the Duty Pilot or the BMA.
Emergencies on vessels outside or on approach to the PDO concession area (no PDO
personnel on board) will be reported directly by the vessel master to the Terminal Control
Room or via the ships agents.
3.2 Call Out

The notifications and call out to be made by the Terminal Control Room depend on the
location of the Duty Pilot .
If the initial call is made by the Duty Pilot om a vessel, the Duty Pilot will instruct the CCR
operator who to notify. (Checklist detailed in Section 4.1.2)
If the call is made by anyone other than the Duty Pilot the CCR operator will first try to contact
the Duty Pilot or Suprintendent and failing that will alert the duty LEBC and then use checklist
detailed in Section 4.1.2.
3.3 Initial Response
3.3.1 Control Room Operator (CRO)

The initial response to be taken by the Terminal Control Room Operator in a marine
emergency inside MAF Port is to STOP LOADING OPERATIONS to all the SBM’s.
Only when it is confirmed that there is no danger to the SBM’s, vessels on the SBM’s, loading
lines, subsea pipelines, loading may be resumed on the authority of the LEBC after
consultation with the Maritime Team.
Exceptions to this instruction are emergencies involving Search and Rescue, Medical
Emergencies and third party emergencies outside of MAF Port.
If loading operations cease, confirm ullage and capacity to continue receiving crude from the
interior i.e. how many hours of spare storage capacity] Inform the Terminal Operations Duty
Supervisor.
3.3.2 OSC
Confirm shut down of loading operations unless the emergency is outside MAF Port or is no
threat to SBM’s, vessels on an SBM, loading lines or subsea pipelines.
Stop cargo operations on all SBM’s and the CBM immediately.
Agree initial course of action with the vessel master.
3.3.3 LEBC
Contact the duty port supervisor and get a briefing on the emergency – decide on mobilisation
of the LECC team.
If LECC team mobilised, notify the Duty Director.
Mobilise off Duty Suprintendent and Pilots and the Head of Marine Operation or his deputy.

Revision: 7.0
4 Generic Roles and Responsibilities

In all circumstances the Master and Owner of any vessels are always responsible and always
have ultimate authority relating to the safety of the vessel, those on board, its cargo and for
the proper navigation, berthing and unberthing of the vessel.
Pilot as On Scene Commanders operate solely in an advisory capacity under the direction of
the Master or person in charge of the vessel.
Any assistance given or action taken MUST be with the agreement of the vessel Master. For
example, any decision to remove a vessel from the SBM under tow, pump ballast or cargo
internally should not be undertaken before full consultation and agreement with the Master,
Ship Operators, Classification Society and if necessary additional marine subject matter
experts e.g. STASCO Casualty, particularly when there has been any structural damage, as
the wrong decision may lead to an escalation
In the event of an incident, the Master will seek to protect his interests by requesting his
Protection and Indemnity (P & I) representative to attend and observe any actions taken to
limit loss.
4.1 Onshore
4.1.1 LECC and CECC Teams

The Corporate and Local Emergency Teams have responsibilities specific to Marine
Emergencies1 and these are as follows:
 Obtain clearances with the Vessels agent for any engineering work required on the
vessel
 Liaison with the Director of Maritime and Sea Affairs for approval of
destination/anchorage of damaged vessel recovered from MAF.
 Liaison with and mobilisation of 3 rd Party and Mutual Aid organisations if additional
resources are required.
 Alerting STASCO
 Liaison with NOSCP for approved disposal facility locations if beach cleanup is
required.
1
Interfaces with government maritime and group marine resources will be agreed by the LEBC and
DD on a case by case basis.
Revision: 7.0
4.1.2 Control Room Operator
Terminal Control Room Operator

Person: Duty CRO Location: Terminal CCR
Reports To: LEBC Informs: ETO
The Control Room Operator is responsible to ensure that duty marine personnel are
notified and if instructed, to mobilise the LEBC via the ETO.
On being alerted to an emergency, the CRO must gather all possible information on the situation,
at the same time implementing the following actions:
If there is thought to be significant threat to a vessel on an SBM or integrity of an SBM,
loading line or subsea pipeline, IMMEDIATELY shutdown all loading operations.
IF IN DOUBT – STOP LOADING
Emergency Confirmed
Action Check
 Inform ETO and instruct him to call/send SMS the LEBC if not already done so
 If applicable confirm shutdown and isolation of loading lines
 Mobilise UIPT/34 (or his deputy) and off duty Suprintendent and Pilots
 Standby to assist with call out of additional personnel and communications
 Keep a log of events
4.2 Emergency Scene Actions
4.2.1 OSC
The OSC is responsible for ensuring that PDO emergency resources are not put at risk in the
implementation of emergency response.
The OSC will in all scenarios report directly to the LEBC and systematically keep him updated
with developments.
Specific responsibilities of the OSC will depend upon the emergency scenario.
NOTE: Specific responsibilities are given in the Emergency Checklists in Section 5 and
Section 7 covering Oil Spills
4.2.2 BMA
The BMA will act on the instructions of the OSC.
If requested by the OSC the BMA is responsible for disconnecting hoses with the tanker crew
and monitoring the un-mooring operation from the bow of the vessel.
If the emergency is on a vessel being loaded, the BMA should report immediately to the duty
Pilot or instructions.
4.2.3 Tug Crews

The Tug Master will report to the OSC and follow instructions as required.
4.2.4 Maintenance Crew

Maintenance Supervisor will report to the OSC and follow instructions as required.

Revision: 7.0
5 Emergency Response Contingency Plans

5.1.1 Fire / Explosion Onboard a Vessel in PDO Concession Area
The Primary Objective is to:
1. Control and extinguish the fire 2
2. Removal of the affected vessel from the concession area to a safe location 3
OSC NOT INITIALLY ON BOARD

 STOP loading operations via the PDO CRO and SOM CRO on all SBM’s and the CBM
 Alert and brief the duty LEBC
 Proceed to the emergency site on FRC or tug. If on FRC, ensure that PDO tugs are in
attendance for fire fighting. Establish communication with the vessel master.
 Confirm that the ship's crews are taking all possible measures to combat the fire. OSC
and BMA must NOT become directly involved in onboard fire-fighting activities.
 Position PDO tugs on standby upwind, ready to commence fire fighting and/or boundary
cooling when instructed to do so by the vessel master and IF SAFE TO DO SO
 If additional fire fighting tugs are required, request assistance directly from Port Sultan
Qaboos Control on VHF Channel 14 or via the LEBC.
OSC ON BOARD (VESSEL ON SBM)
 If the fire is on the open deck, do not disconnect loading hoses
 If the fire is not on the open deck, instruct the BMA to disconnect loading hoses. It may be
necessary to use PDO tug crews if the ship's crew are engaged in fire-fighting activities
 Coordinate tugs to provide any "Boundary Cooling".
CAUTION: Do not spray indiscriminately onto the deck as this might spread any oil on
the deck and make the situation worse.
TANKER HAS POWER TANKER HAS NO POWER
 Only after full discussion with Master,  Default action is not to move the vessel
Vessel Operators, Class Society, from the SBM
STASCO as necessary (See section 4)  Letting go may be difficult if no power is
Unmoor the vessel and proceed slowly available for the winche. You may use the
to seaward while continuing fire tuge to pull down the chain.
fighting.
 Decide the best positioning of the tug(s) for
 Head for a position at least 12 nautical unmooring, secure a tug to the vessel,
miles north of Fahal Island, while unmoor and tow to seaward
keeping smoke and flames clear of
accommodation area4.
 Obtain a government authorised
destination location from LECC.
EVACUATION:
 Check total Persons-on-Board (POB) with vessel master. If missing POB - start Search
and Rescue around the vessel.
 Alert LEBC to expect any injured / evacuees.
 Coordinate the pick-up of ship's crew with tugs and then LEBC.
2
Carried out by the Vessels Emergency Response Team / Crew
3
Should only be undertaken if considered necessary and safe to undertake – see section 4
4
Where possible keep the wind on the stern or aft quarters.
Revision: 7.0
 When off vessel, conduct headcount and reconfirm total POB with LECC.
 Proceed to MAF harbour jetty unless specifically instructed to go elsewhere.
LECC TEAM
 Confirm with control room that all loading operations have ceased.
 Mobilise UIPT/34 or off duty Suprintendent and Pilots as part of LECC. (UIPT/34 or his
deputy to take over as LEBC)
 Contact MOTC to commence Navigational Warning (see Appendix E) via Muscat radio on
VHF Channel 16
 Inform the ROP Coastguard and Port Sultan Qaboos control of any outbreak of fire
aboard a vessel in PDO concession area.
 If additional fire-fighting tug assistance is required, contact Port Sultan Qaboos control.
State approximate size and type of vessel involved, location and any complications such
as fire, explosion risk or pollution. Instruct tugs to communicate with the OSC on VHF
CH12.
 Once vessel(s) is clear of SBM’s, pipelines and the shore decide safest destination and
transit route (emergency anchorage north west of Fahal Island). Consider the risk of
pollution, explosion and grounding.
NOTE: Approval will be required from the Director of Ports and Maritime Affairs.
 Consult with ROP Coastguard and MOTC to consider any advantages of keeping vessel
in sheltered waters against moving it out to sea.
 Inform the vessel's local agents and instruct them to contact the vessel's owners or
operators.
 Inform STASCO as per Marine Casualty Communication Procedure if
vessel is STASCO owned / chartered or is carrying a Shell Cargo.
 If requested by vessel Master, assist in arranging for salvage assistance on behalf of
vessels Owners / Charterers. Details should be given of the nature of emergency,
location, size and type of vessel with a rough damage assessment.
 When, eventually, salvage assistance arrives and a salvage contract has been agreed
between the Master and salvor, responsibility for fire-fighting and salvage is taken on by
the salvage company who will take charge at the scene.
 Inform the vessel's local agents and instruct them to contact the vessel's owners or
operators.
5.2 Vessel Failure in PDO Concession Area

Vessel Failure in the PDO Concession area may be due to:
1. Collision
2. Structural failure of vessel hull during loading
3. Grounding
4. Loss of manoeuvrability (loss of steerage)

Revision: 7.0
5.2.1 Risk of Escalation

The following Table shows the potential escalation risks for the different types of vessel
failure:
Collision Structural Grounding Engine /

Can result in: Failure steering
failure
Injuries
Fire or explosion
Vessel(s) have to be
abandoned
Collision N/A
Structural failure N/A
Grounding N/A
Engine / Steering Failure N/A
Vessel Sinking
Damage to SBM’s, loading
lines
Damage to subsea pipelines
Oil Pollution
Abandon Vessel
NOTE: No action can be taken without the approval of; Master, Ships Operators, Insurers,
Salvagers, Classification Societies, Owner of Cargo. Consideration should also be given to
consulting STASCO Casualty before any decision is taken which may lead to an escalation,
particularly where there is known or suspected structural damage to the vessel.
Subject to the emergency response priorities dictated by PEAR, the primary response objective for
all four types of vessel failure is to remove the vessel from MAF Port facilities.

Revision: 7.0
The following checklists define the specific actions required of the OSC and LECC for a
vessel failure.
5.2.2 OSC
OSC
 Proceed to the emergency site on FRC or tug. If on FRC, ensure that PDO tugs are in attendance.
Establish communication with the vessel master.
 In all cases instruct Terminal CRO to shut down loading operations.
COLLISION OR STRUCTURAL FAILURE
VESSEL ON SBM: VESSEL NOT ON SBM:
 If vessel is on SBM and if there is a danger of it  If vessel is not on SBM but there is risk to
sinking. Assess the direction of wind and another vessel on an SBM, organise the
current which may enable the mooring lines to disconnection of hoses and the removal of
the SBM to be slackened off to allow the vessel the vessel on the SBM to anchorage.
to drift clear of SBM.
VESSEL HAS POWER:

 If vessel has power, use PDO mooring tugs to standby during manoeuvring to push or tow the
vessels should engine or steering failure occur.
 Manoeuvre vessel(s) to an agreed safe anchorage outside MAF Port.
VESSEL HAS NO POWER:

 Either push the vessel or make fast to tugs ready for towing. Liaise with vessel for power on ship's
winches.
 Towing speed and direction will have to take into account weather, increasing damage, draft and
stability of vessels, current direction and tidal height.
 Once vessel(s) is clear of SBM’s, hoses and subsea loading lines, consider anchoring to prevent
drift towards shallow water.
 If possible, manoeuvre vessel(s) to an agreed safe anchorage outside MAF Port.
ADDITIONAL TUGS REQUIRED:

Contact Port Sultan Qaboos Port on VHF channel 14
VESSEL(s) FLOODING:
 Review with Master, vessel(s) flood rate, pumping ability, stability, manoeuvrability and inerting
ability.
 Use the vessel's own pumps or barge pumps if available to reduce the flooding and allow more time
to tow the vessels out to sea.
 Advise evacuation of all non-essential personnel.
VESSEL(s) IS SINKING:
 If the vessel is secured to an SBM and wind and current will move the vessel offshore, consider
disconnection of hoses and slackening of the mooring lines so that the vessel does not sink at the
SBM.
 Control vessel drift with tugs until further assistance arrives. The vessel's crew will be required to
handle mooring lines as required.
WARNING: Consideration is to be given to the risk to tug boats made fast to a vessel if the
vessel is sinking rapidly or if there is an explosion hazard.
OIL POLLUTION RESULTING FROM COLLISION OR STRUCTURAL FAILURE

Implement the Oil Spill Response plan detailed in section 7 of this document
OSC

Revision: 7.0
GROUNDING OR LOSS OF MANOEUVRABILITY

GROUNDING:
 Obtain from the vessel Master an estimate of the damage. [Sound Around]
 Assess the vessel's stability and if possible deballast to reduce the vessel's draft and trim the vessel. If
possible transfer cargo internally in the vessel. [Ship Action]
No action can be taken without the approval of; Master, Ships Operators, Insurers, Classification
Societies, or Owner of Cargo. Consideration should also be given to consulting STASCO
Casualty before any decision is taken which may lead to an escalation, particularly where there is
known or suspected structural damage to the vessel.
LOSS OF MANOEUVRABILITY:
 Assess the vessel's position, rate of drift and ability to restore full control.
 Use any available control of the disabled vessel's engines or steering capability in conjunction with the
stand-by tugs to maintain or increase the vessel's clearance from SBM’s, other vessels or shallow
water.
 Use PDO mooring tugs to regain control of the vessel and remove to an agreed safe area.
 If vessel is drifting into the non-anchoring zone consider anchoring the vessel
OIL POLLUTION RESULTING FROM GROUNDING
Implement the Oil Spill Response plan detailed in section 7 of this document
5.2.3 LECC
LEBC AND TEAM

 Confirm with control room that loading operations have ceased
 Mobilise UIPT/34 or off duty Suprintendent and Pilots to be part of LECC.
 Contact MOTC to commence Navigational Warning (see Appendix E)
 Inform the R.O.P. Coastguard and Port Sultan Qaboos control via VHF CH14.
 If additional tug assistance is required, contact Mina Sultan Qaboos Port control. State reason,
approximate size and type of vessels involved, location and any complications such as fire, explosion
risk or pollution. Instruct tugs to communicate with the OSC on VHF CH 12.
 Once vessel(s) is clear of SBM’s, pipelines and the shore decide safest destination and transit route
(emergency anchorage north west of Fahal Island). Consider the risk of pollution, explosion and
grounding. Note: A vessel's draft may be substantially increased by flooding.
Approval will be required from the Director of Ports and Maritime Affairs.
 Consult with ROP Coastguard and MOTC to consider any advantages of keeping vessel in sheltered
waters against moving it out to sea.
 Inform the vessel's agents if either vessel was loading or due to load cargo at Mina al Fahal, or if
ship's crew are being brought ashore
 If required, mobilise divers to the site. If more than 6 divers are required, contact HRS to obtain
NOC's for additional divers. For diving operations mobilise work barge.
 If required, call out a suitable underwater engineering company. Details should be given of the nature
of emergency, the location, the size and type of vessels involved and an estimation of damage
incurred by each vessel.
 If lightening vessel has been mobilised, coordinate arrival and vessel clearance.
 If required, arrange for salvage assistance on behalf of vessels Owners / Charterers. Details should
be given of the nature of emergency, location, size and type of vessel with a rough damage
assessment. The urgency level should be stressed. (See list in LECC)

Revision: 7.0
5.2.4 Fire / Explosion Onboard a Tug in PDO Concession Area

3. Control and extinguish the fire 5
4. Removal of the affected vessel from the concession area to a safe location 6
OSC NOT INITIALLY ON BOARD

 Communicate location and details of fire to LEBC
 Proceed to the emergency site on FRC or tug. If on FRC, ensure that PDO tugs are in
attendance for fire fighting. Establish communication with the tug master.
 Manage the situation to ensure no expansion of fire to the other assets and not at risk.
 Confirm that the Tugs crews are taking all possible measures to combat the fire.
 Position PDO tugs on standby upwind, ready to commence fire fighting and/or boundary
cooling when instructed to do so by the Tug master and IF SAFE TO DO SO
 If additional fire fighting tugs are required, request assistance directly from Port Sultan
Qaboos Control on VHF Channel 14 or via the LEBC.
OSC ON BOARD TUG
 If the fire is on the open deck, start the fire fighting immediately using system on board
and request other tug to come for support.
 In case of an engine room fire, immediate release of CO 2 must be considered after taking
all due precautions.
 Coordinate tugs to provide any "Boundary Cooling".
 Manoeuvring the vessel to confine the fire and reduce smoke if possible.
EVACUATION:
 Check total Persons-on-Board (POB) with Tug master. If missing POB - start Search and
Rescue around the vessel.
 Alert LEBC to expect any injured / evacuees.
 Coordinate the pick-up of tug crew with others tugs.
 When off tug, conduct headcount and reconfirm total POB with LECC.
 Proceed to MAF harbour jetty unless specifically instructed to go elsewhere.
Fire on tug in The Harbour/ or Fire in the Harbour

 Manage the situation to ensure no expansion of fire to the other assets and not at risk..
 Confirm that the Tugs crews are taking all possible measures to combat the fire.
 Call 5555 and request for fire brigade
 Coordinate tugs to provide any "Boundary Cooling". If required
5
Carried out by the Vessels Emergency Response Team / Crew
6
Should only be undertaken if considered necessary and safe to undertake – see section 4
Revision: 7.0
5.3 Hyperbaric Diving Emergency

The PDO diving contractors (Bahwan Lamnalco) have a contingency plan to deal with diving
incidents, a copy of the plan is kept in their MAF Port office.
The diving contractor has decompression facilities in MAF and staff trained to respond to a
diving emergency.
PDO’s main responsibility lies in the provision of communication services to allow the Diving
Supervisor to obtain Hyperbaric Medical Advice from a diving doctor in Aberdeen.
OSC
 Act on advice of the contractor Diving Supervisor
 If required coordinate tug assistance to move FAHAL I (diving barge) to MAF Jetty
 If required coordinate travel of contractor or Medical personnel
 Update duty LEBC (the LECC need not necessarily be mobilised)
LECC TEAM (If mobilised)

 Mobilise UIPT/34 or off duty Suprintendent and Pilots to be part of LECC.
 Liaise with the contractor Diving Superintendent at their regional base in the Middle East
 Liaise with PDO medical facilities if required
 Liaise with ADMIN section to arrange clearances for contractor or Medical personnel
arriving from abroad. Arrange for Supply section to transport personnel from Muscat
International Airport to Marine Jetty
 If required, arrange with local Hospital for receipt of patient for ongoing observation
 If required mobilise Ambulance to MAF Port for transfer of patient to hospital
5.4 Search and Rescue at Sea

 Ensure a rapid response to a missing persons alert
 Organise Search and Rescue operation as quickly as possible
ON SCENE COMMANDER
 Mobilise and coordinate search operations using the PDO tugs, and FRCs. The start point
for searching will be the last known position of the missing casualty and or marine craft.
 If the missing parties are from the RAHRC then check their safety boats have already
been mobilised.
 Extra Vessels Required: Contact Port Sultan Qaboos control and ROP Coastguard on
VHF CH 14. Advise them to communicate with OSC on VHF CH 12
 If mobilised, update LECC on progress

Revision: 7.0
5.4.1 Missing Craft / Vessel

In the event of a missing craft / vessel contact the PDO Duty Pilot or the Coastguard.
5.4.2 Man Lost Overboard

If using the FRC for search / retrieval a minimum of two crew should be carried. All boats
searching for MOB should:
 Make preparations for easy retrieval of persons and / or life rafts;
 Guest rope7 running at waterline (for boats and rafts to secure alongside)
 Heaving lines, ladders and scramble nets
 Harnesses with which to secure crewmen assisting persons from water onto the boat
 Life lines which can be thrown to persons in the water
 Engines in neutral when retrieving the person(s) from water
Crew members should only be allowed to enter the water to assist persons in the water ‘if
safe to do so’.
 Make rigid stretchers and first aid / medical equipment ready to enable rapid retrieval
from the water and initial treatment of casualties.
 Make a comfortable easily accessible area inside the boat into which to bring a
casualty and get them dry and comfortable.
In reduced visibility, extra precautions entail:
 Approaching area where person may be ‘at slow speed’.
 Posting lookouts ideally around the boat but certainly at the bow and around the sides
at the bow
 Having floodlights scanning water in front and to the side (at dusk/dawn or night). Do
not train the floodlights inboard to blind coxswain or lookouts.
7
Guest rope must not be long enough to foul the propellers of the boat. Shorter than hull length.
Revision: 7.0
5.4.3 Finding the MOB

Use the POS’s oil spill projection programme to get a first estimate on where the MOB may
have drifted to. The drift characteristics are different from oil but it will serve to provide a
starting point for systematic search patterns.
In the event of a prolonged search boats may, as instructed by the OSC, commence a search
pattern8 e.g.
Figure 2 Search and Rescue Patterns
8
Refer to the LEBC for alternate search patterns.
Revision: 7.0
The “ International Aeronautical and Maritime Search and Rescue (IAMSAR Vol III)” published
by the International Maritime Organisation should be referred to for detailed guidance on major
search and rescue operations.
LEBC AND LECC TEAM
 Mobilise the OSC to coordinate the PDO Marine tugs and crews used in the search
 Mobilise UIPT/34 or off duty Suprintendent or Pilot to be part of LECC.
 Determine expected position of the missing person taking into account the effect of wind, current
and the time delay since the last position was known. Run MOP's (Marine Oil Spill Projection) if
dealing with MOB (Man Over Board) and the initial position was known.
 Consult Navigational charts and plan search areas and patterns. Reference should be made to the
latest International Aeronautical and Maritime Search and Rescue Manual which is available in the
Pilots Office.
Missing Person(s) are PDO staff or RAHRC members:
 During daylight if required, mobilise Oman Aviation Services and arrange back up with additional
aircraft from R.O.P Coastguard.
 Commence aerial search patterns. Refer to Air Search Procedures in the Air Operations
Contingency Plan.
Missing Person(s) are 3rd Party:
 If the missing person(s) are third party, then Oman Aviation Services only be mobilised if requested
by the Royal Oman Coastguard.
 Decide on preferred landing point for casualty(s). Instruct PDO Clinic to mobilise ambulance and
doctor to landing point
 Inform all vessels in the area to keep a look out and report to Marine Operation Control.
 Contact MOTC to commence Navigational Warnings requesting all vessels in the area to keep a
lookout for missing person(s).
 In case of any RAHRC involvement, establish contact with the RAHRC Captain. The RAHRC
Captain will coordinate the response of Boat Club resources.
 If additional search craft are required contact the Port Sultan Qaboos and ROP Coastguard
 Despatch personnel to commence searching the shore line in the vicinity of where the missing
person (s) may have come ashore.
 If the missing person (s) is found on shore they should be taken direct to the clinic or nearest
hospital whichever is the easiest.
5.5 Medical Emergency Offshore & Evacuation (Medivac)

1. Ensure the Safety of personnel requiring medical attention / evacuation
2. Ensure the Safety of Medical personnel mobilised
Medical Emergency Offshore may involve:
 A single casualty requiring emergency medical treatment which cannot be provided
by personnel on the facility or requires medical evacuation.
 Multiple casualties sustained due to an incident or ongoing emergency and which
either need treatment which cannot be provided by personnel on the facility or require
medical evacuation.

Revision: 7.0
5.5.1 Single Casualty - No Emergency

For single person requiring emergency treatment with no ongoing emergency, PDO doctors
can be mobilised to provide emergency medical treatment onboard ship. This is for urgent
medical treatment only.
All vessels have an appointed medical officer who is trained in first aid and should be capable
of dealing with all routine minor medical matters.
It is important that the duty medical officer be put in communication with the vessel medic in
order to receive a briefing on the nature of the injuries before mobilising to a vessel.
OSC / DUTY PORT OPERATIONS SUPERINTENDENT

 Have the vessel medic implement Triage
 Pass Details of the injured person to the duty Medical Officer:
a) Name of casualty and location
b) Contact number of person making the call / medic on board vessel
c) Nature of injuries of injured party if known
d) Whether doctor and nurse are to be mobilised to vessel or casualty is arriving at MAF
Jetty. (Ambulance, doctor and nurse to be present)
 Notify the duty LEBC
 Arrange for Doctor going offshore to be provided with lifejacket and safety helmet, and be
briefed on safety requirements onboard the tug / fast response craft. Medical staff have
been advised of the need to wear suitable clothing including safety shoes .
 Decide best location for landing casualty onshore, Marine Harbour or Port Mina Qaboos
 If casualty is reported as being serious, liaise with the Royal Hospital for acceptance of
patient
 Inform the Department of Navigation and Marine Affairs, and the ROP Coastguard of
Marine Casualty
5.5.2 Multiple Casualties - Ongoing Emergency

For multiple casualties during an ongoing emergency, the removal of casualties to shore may
include seriously injured, injured or even a full evacuation of personnel. The objective in this
case is to:
 Prioritise transfer of casualties to shore (Triage) (The Process of identifying patients in order
of priority for assistance)
 Arrange for fleet of ambulances and medical personnel at either MAF Harbour or Sultan
Qaboos Port
 Alert PDO and Government Medical Facilities to receive casualties.

 Have the vessel medic implement Triage . Ships agent to be notified for Medical
assistance.
 Prioritise the transfer of firstly, injured personnel from vessel to small craft, and secondly
able personnel if a full evacuation.
 Maintain personnel accounting
 Transport personnel to nearest port – inform LECC

Revision: 7.0
LEBC & LECC TEAM

 Inform Duty Director and recommend mobilisation of CECC
 Mobilise all available vessels to assist in medivac and / or evacuation.
 If considered necessary to obtain additional rescue craft contact the Mina Sultan Qaboos
Port Control and ROP Coastguard
 Inform the Ministry of Transport and Housing and the ROP Coastguard. They should also
be informed of the emergency radio frequencies being used by the OSC
 Agree with duty medical officer, the best landing location for injured / evacuees, MAF or
Sultan Qaboos Port. Inform OSC.
 Mobilise Ambulances to landing Port with medical personnel
 Alert PDO Clinic of expected casualties
 Request CECC to arrange evacuee reception facilities, food, accommodation etc.
 Instruct MCO to liaise with Government Hospitals w.r.t specialist support
 Coordinate the reception of evacuees and conduct final personnel accounting and debrief.
(The Marine Administration Section holds crew lists for vessels that visit Mina al Fahal)
 Inform Shell International Trading and Shipping Casualty Centre as per Marine Casualty
Communication Procedure.
 If ships' personnel are being landed, inform CECC to facilitate customs and immigration
formalities with vessel agent
5.6 Emergency with SBM or Loading Line
5.6.1 Leak or Suspected Leak at an SBM or Loading Line
Implement the Oil Spill Response actions detailed in section 7 of this document for all
suspected incidents of Oil Pollution
For confirmed or suspected leaks at an SBM or loading line the first action is to isolate the
source of hydrocarbon. From shore via the Terminal or SOM CCR and onboard any vessel
which may be at the SBM. Isolations onshore are to be confirmed by a manual check that the
loading valves at the metering station are closed.
Depending on the size of the spill implement the oil spill contingency plan in Section 7.
SBM Product Routing Source Alternative

SBM 1 Crude Oil Tank Farm SBM 2
SBM 1 Long Residue ORC Contingency Plan
SBM 2 Crude Oil Tank Farm SBM 1
SBM 3 Refined Products SOM Contingency Plan
In the event of a leak or other failure at SBM’s 1 or 3 or their loading lines, contingency plans
for routing import / export fluids through alternate SBM’s will be implemented.

Revision: 7.0
5.6.2 SBM 3 or Loading Line

The issue in question is the continued import of refined products. The contingency plan
contained in PR-1068 Emergency Response Document Part III Contingency Plan Volume V
Terminal & Tank Farm Operations will be implemented by UIPT/33 operators.
5.7 Emergency Floating Storage Capacity

Floating Storage Capacity may be required to be mobilised against a number of scenarios:
 Storage for recovered oil / water from a spill at sea.
 Storage for crude in the event of disablement of the upper or lower tank farms
 Storage of refined products in the event of disruption of the ORC
 Storage for emulsion / oily waste / sludge pending contractual agreement with a
buyer.
Acquisition and hire of storage capacity will be implemented through STASCO or OSC.
Depending on the scenario, planning may have to take into account the assignment of an
SBM dedicated to the storage vessel.
5.8 Security Threat

Primary Objective is to:
1. Protect PDO assets from intentional or unintentional damage
Security threats to PDO Marine Operations include:
 Violation of MAF exclusion zone by other vessels (including fishing boats) leading to
possibility of damage to offshore installations
 Entrance to MAF Port without permission
 Entrance to MAF Industrial Area from seaward
An unauthorised vessel entering the MAF exclusion zone may be reported by the PDO
Berthing Master from a tanker or by tug crews to the Marine Office or to the Terminal Control
Room. Unauthorised entrance to MAF Port may also be observed by marine personnel
onshore.
The primary responsibility in these circumstances lies with the police. The ROP Coastguard
should therefore be alerted to the intrusion.
5.8.1 Duty Pilot

 Mobilise to unauthorised vessel, keep distance, warn them of the violation, and
request they evacuate the area. If in Port evacuate personnel thought at risk.
 Inform Manager Of Security – UIC and Port facilities Security Officer – UIC/2
 Alert the Duty LEBC
5.8.2 Duty LEBC

 Call DD, call ROP Coastguard, request immediate assistance, call MAF duty ROP
officers, and send navigational alert to other vessels.

Revision: 7.0
5.9 Ship Break Out From SBM

 Immediately mobilise all available tugs to the vessel upon being informed of vessel
breakout from the SBM by the Duty PDO CRO or Duty SOM CRO, and proceed to the
vessel
 Notify UIPT/34 or his deputy of incident
 Confirm that loading stopped to all SBM’s and the CBM with Duty PDO CRO or Duty SOM
CRO
 Confirm with vessels Master that ships engines are being made ready with all speed
 Notify the duty LEBC of situation
 Request Masters of other vessels in MAF to begin monitoring the position of drifting vessel
by radar and sight and provide regular reports on;
 Is the drifting vessel likely to contact vessel on another SBM, if yes
 Approximate time to impact
 Contact BMA onboard vessel and establish whether cargo hose still connected, or if MBC
has activated successfully and cargo hose disconnected.
 Confirm with BMA whether an Oil Spill incident has occurred, if yes initiate Oil Spill
Response procedure as per section 7 of this document
 If cargo hose is still connected, ensure personnel (BMA & Ship) do not attempt to
disconnect as they will be in danger as ship drifts and tension/load comes on the cargo
hose. Clear the area and allow MBC to operate as per design. Manouevre the Tanker with
Tugs or Main Engines to avoid tension on hoses.
 Only if safe to do so - Board the drifting vessel and immediately find out whether engines
are available – if yes, with assistance from tugs, manoeuvre the vessel safely out to a safe
anchorage
 If not safe to board vessel due to prevailing weather/sea state, contact master by radio
and issue instructions from tug
 If engines not yet available, depending on prevailing weather conditions use tugs to either;
 hold vessel in position until engines are ready
 push drifting vessel clear of other vessels, SBM’s etc
 If engines still not available, and depending on direction vessel is drifting, prepare anchors
and decide with master on safe position to anchor vessel remembering;
 Subsea pipelines
 Depth of water
 Prevailing weather

Revision: 7.0
6 Emergency Stand-Down and Follow up
6.1 Emergency Stand-down

Emergency Stand-Down is considered when the ‘emergency situation’ has been contained
and the risk of further escalation mitigated. At this point business resumption plans shall be
implemented and clean-up and restoration activities will follow.
6.1.1 Authority
The authority for stand-down lies with the LEBC and is normally decided in consultation with
the Duty Director.
NOTE: Stand-down may be full or partial.
6.1.2 Full Stand-Down

A full stand-down involves the withdrawal of all emergency teams from the site.
The LEBC shall issue the stand-down notices to:
 OSC
 LECC Team
 MAF radio room ETO
 Terminal control room
The Duty Director is responsible to ensure relevant Government Agencies are informed.
6.1.3 Partial Stand-Down

Where clean up or technical recovery processes are required to be implemented, a partial
stand-down can be declared. In this case the Duty Director shall appoint a Business
Resumption or Clean-up Team Leader who will initially liaise with the LEBC to hand over the
incident site.
The LEBC shall decide which resources are to remain on site, and which can be demobilised.
Priority shall be to demobilise non-PDO resources first.
The LECC shall remain manned until a full stand-down is issued or the LEBC hands over
authority for the incident site to the Business Resumption or Oil Spill Clean-up Team Leader.
6.1.4 Guidelines for Stand-down

Fire When the fire is extinguished OR when the vessel is clear of MAF Port
Area OR once the contracted salvor has taken charge
Collision and When the vessel(s) are clear of MAF Port area and there is no risk to
Structural Failure personnel or environment. Any further salvage operations will be
outside PDO responsibility. However PDO will provide assistance if
required
Grounding When the vessel is clear of the PDO Port Operations Area and the
emergency situation has been controlled, When the vessel(s) are clear
of MAF Port area and there is no risk to personnel or environment
Loss of Stand down condition is reached when the vessel is anchored in a safe
Manoeuvrability location
Following stand down, PDO will offer assistance and will also maintain a monitoring role.

Revision: 7.0
6.1.5 Debrief and Follow Up

Following stand-down the LEBC will implement a debrief of the emergency response process.
A documented report highlighting emergency response shortcomings / learning points will be
prepared for Management Review. Learning points and action items will be entered into
action follow up databases for implementation by the line.

Revision: 7.0
7 Oil Spill
7.1 Purpose
The purpose of this plan is to protect people, minimise the severity of the damage to the
environment and socioeconomic resources, protect PDO Assets and minimise any
reputational damage. This plan provides guidance on the actions and reporting requirements
in the event of an oil pollution incident within the port limits or approaches to Mina Al Fahal.
7.2 Scope
7.2.1 Scope of the plan

The plan sets out the responsibilities of PDO and other organisations involved in combating
oil pollution arising from a shipping casualty or other source, which impacts or threatens any
part of Mina Al Fahal port and the adjacent area of operation ( including Ship to Ship Transfer
area)
7.2.2 Area of Operation

The PDO area of operation lies within the boundaries of Mina Al Fahal port, as illustrated by
the dotted lines in Appendix D of this document.
7.3 Spills in Mina al Fahal Port

PDO shall respond to emergencies resulting from their own operations and any spills within
the MAF Port Area, taking the lead role in the Emergency Response with assistance from the
nominated service provide Lamor Middle East LLC.
In the event of concurrent emergencies i.e. Fire, Explosion or Vessel Failure, the priority
given to containment and clean-up operations will be established by LEBC with regard to
PEAR (People Asset Environment Reputation).
The Environmental Policy of PDO requires that spills, at sea, resulting from Company
operations should be contained and cleaned up, irrespective of their size. Small spills may be
dissipated by natural wave action rendering clean-up operations unnecessary. The decision to
implement clean-up operations is made by the LEBC.
The contingency plan covers the geographical limits of the Mina-al-Fahal Port Area as
depicted in Appendix D. Environmentally sensitive areas, which may be affected by a spill in
the port area and which may require protection as part of a PDO spill response, are indicated
on the map.
This plan forms an integral part of the "National Oil Spill Contingency Plan" of the Sultanate
of Oman. If a spill is of such proportions that it cannot be dealt with by the company and its
nominated service provider, then the assistance of the "National Oil Spill Task Force" is
required. (Refer to alert procedures as indicated in NOSCP.)
The National Oil Spill Contingency Plan defines PDO as a service provider to the
Government of Oman. On request of the Government, PDO will use its resources and, if
required, mobilise additional resources, to manage an emergency.
7.4 Third Party Spills

PDO will have some responsibility under the NOSCP for dealing with oil / chemical spills on
water caused by third parties, and which lie outside the port area of Mina al Fahal. In these
3rd Party emergencies, PDO acts as a service provider to the Government of Oman as
described in the National Oil Spill Contingency Plan (NOSCP). PDO will provide Oil Spill
Response support to OTTCO for floating storage and STS Operations as per the SLA

Revision: 7.0
7.5 Definitions & Abbreviations

Refer to section 1.4 of this document for explanation of abbreviations used.
7.6 Roles & Responsibilities

Refer to section 4.of this document and section 7.16 of this plan for details on the specific
roles and responsibilities of various key personnel relating to Oil Spill Response.
7.7 classification of Oil Spills

Internationally oil spills are categorised into three tiers. Tiers 9 1, 2 and 3. The correlation with
the National Oil Spill Contingency Plan (NOSCP) equates the three tiers to the National
Definitions of Tier 1, Tier 2 and Tier 3. The National Oil Spill Contingency Plan also defines a
Tier 0.
7.7.1 National Oil Spill Contingency Plan Classification:

Tier 0: An oil spill with a potential impact requiring no response by POMC other than
regular monitoring and evaluation until the absence of further threat to the
environment can be confirmed. Containment and cleanup activities for Tier 0 spills
are managed by the organisation responsible for the spill or a Service Provider.
Tier 1: An oil spill incident will be declared Tier 1 if the amount of oil spilled is less than
100 tonnes and can be dealt with by a local response capability or a Service
Provider.
 Within the Mina al Fahal Port limits, the response will be initiated and
managed under the PDO oil spill response plan.
 Outside the Mina al Fahal Port limits the response will be managed
under the plans of the Service Providers.
Tier 2: A Tier 2 oil spill incident will be declared if:

 An incident occurs in the Mina al Fahal Port area and cannot be
contained within the port area using the resources of the PDO oil spill plan
and outside assistance is required. Immediate assistance would come from
the resources of the Service Providers and backed up if necessary by this
NOSCP and mutual aid organisations e.g.RECSO - ROPME - OSR. The
amount of oil spilled would be in the range 100 to 200 tonnes
 An incident occurs outside the Mina al Fahal Port area of magnitude
100 to 500 tonnes needing large scale response but can be dealt with by the
Service Provider’s response capability
Tier 3: An oil spill above 500 tonnes outside MAF and 200 Tonnes inside MAF
and surrounding area will constitute a Tier 3 spill and will provoke a
National Emergency if the incident is of a magnitude beyond the Service
Providers’ response capability or requires the assistance of out of country
mutual aid organisations including equipment and skilled manpower.
9
Tier 1 being minor and Tier 3 being major
Revision: 7.0
The Remainder of this Page Left Intentionally Blank

Revision: 7.0
7.8 Tier 1, 2, 3 Flow Charts from National Oil Spill Contingency Plan

Revision: 7.0

Revision: 7.0
7.9 Potential Sources of Oil Pollution

PDO operates two crude oil SBM loading facilities (SBM’s 1 & 2). An additional SBM (SBM 3)
and one CBM are operated by PDO on behalf of SOM for clean products. Oil pollution may result
from any one or combination of the scenarios below. The quantity spilled will vary and depend on a
number of factors. The Table below gives most likely quantity that will have to be dealt with for each
scenario and uses the classification given in the Section 7.5
Scenario LEVEL
Overflow or rupture of tanks in the tank farms or pipeline onshore, resulting oil 1/2
flowing to the sea
Submarine pipeline rupture 2
Submarine flexible hose failure 2
SBM failure (rubber expansion piece, pipework or swivel) 1
Floating hose failure 1
Impact of tanker with SBM 1/2
Overflow on tanker at SBM 1
Leak in hull of tanker at SBM 0/1
Dirty ballast discharge 0
Engine room bilge discharge 0/1
Collision between tankers 3
Breaking up or sinking of vessel 3
Grounding of vessel 3
Explosion or fire on vessel 2
Discharge from Oman Refinery Company outlet 0/1
Overflow from SMOL Tank Farm. 0/1
7.10 Protection Priorities

With a major oil spill there may not be enough resource or time to protect everything, and a tactical
response plan may therefore need to be developed for shoreline response priority areas, where
resources must be used selectively with priority assigned to the most vulnerable sites.
Priorities will/may include:
 Fisheries
 Water intakes
 Nature reserves
 Amenity beaches & coastal hotels
 Marinas and harbours
 Coral reefs
 Mangroves

Revision: 7.0
Sensitive areas that have been identified as requiring protection as part of a tactical shoreline
response plan are:
MAF Port Area
Oman Oil Refinery water intake
Darsayt beach and village
Corral areas around Jazirat Fahal
East of MAF
Mina Sultan Qaboos Port
Khor Muscat - HM Palace
West of MAF
The amenity beaches of RAH, SOAF and Qurum
The nature reserve and marshy area of Qurum (during flood tides)
Sea water intake of Ghubra Power Station/ Desalination Plant
7.11 Factors Affecting the Movement of Oil on Water

A number of factors determine the movement of an oil slick.
7.11.1 Type of Oil

The type of oil will determine the area and rate of natural spread.
Though in most cases any spill will be Oman Crude, within the MAF areas various oil
products other than crude oil are also handled which could be spilled. These include:
1. Gas oil
2. Mogas
3. Jet Fuel
4. Condensate
5. MTBE
Indications of approximate size and times to reach maximum area coverage for oil slick as
follows10. 2
Quantity (tonnes) Area (km2) Radius (km) Time

50 1.7 0.75 6 hrs
200 5.3 1.3 1 day
1000 17.8 2.4 2.5 days
3000 40.5 3.6 5 days
5000 59.5 4.4 6 days
15000 135.5 6.6 9 days
60000 383.4 11 20 days
NOTE: Oman Crude is considered to have a very fast rate of spread.
10
Information from CONCAWE Report No. 9/81
Revision: 7.0
7.11.2 Effect of Current

In addition to gravity spreading, a slick will move at about 100% the speed of surface current
and at 3% of wind speed, total movement is a vector of wind and current. A spill is likely to
break up until a thickness of 0.1mm is reached, when breaking up into windows becomes an
important source of further spreading. Local data and weather forecasts will assist in oil spill
response techniques and movement predictions.
Wind 20 knots
Wind (knots) Drift (knots)
5 0.15
10 0.3
15 0.45 A
20 0.6
25 0.75
B
30 0.9
Current 2 knots
7.11.3 Areas outside MAF Bay

The time for an oil slick to reach sensitive areas local to MAF under the following wind and
current conditions are:
Wind – from North at 10 knots: Current from East or West 1 knot
To the East Mina Sultan Qaboos Port 2 hrs (Approx)
Khor Muscat 3 hrs (Approx)
To the West Ras al Hamra Bay 2 hrs (Approx)
Nature Reserve at Qurum (during 3 hrs (Approx)
flood tide)
Sea water intake Ghubra Power 7 hrs (Approx)
Station
With a strong currents and fresh northerly winds, experienced during the winter months of
December through to March, the time for an oil slick to reach the above areas would be
greatly reduced. One of the main problems associated in predicting the movement of a slick
is the unpredictability of currents in Mina al Fahal area.
7.11.4 Within Mina al Fahal Bay

Under worst case conditions (strong wind from the north) and with little or no current, an oil
slick could reach sensitive areas in the following times:
Oil spill from SBM 1, assuming wind speed 25 knots from north:
- Darsayt Beach within 1 hr.
- ORC water intake Within 2 hrs.
- MAF Port beach Within 2 hrs.

Revision: 7.0
7.11.5 Sea State

Sea state will affect the dispersion of the oil and breakup of the slick. It will also limit the use
of containment devices.
Heavy seas would also limit the effective use of tugs spraying dispersant.
Nominally it is expected that conditions would be favourable for deployment of the oil booms
over 80 % of the time, and for spraying dispersant more than 95% of the time.
7.12 Oil Response Strategies

Due to the nature of the different products handled at PDO, and the close proximity of
sensitive areas, different oil spill response strategies are necessary.
7.12.1 Strategy for Persistent Oils (Crude, Heavy Fuel Oil, Gas Oil)
SPEED of the initial response is critical
STOP the leak
CONTAIN the spill by booming
RECOVER the oil by skimming
PROTECT sensitive areas by booming
DISPERSE the oil by applying chemical dispersant
7.12.1.1 Containment (Booming) and Mechanical Recovery

This response is achieved using booms to corral or contain the oil, and skimmers to recover
the oil from the surface water. The recovered oil is pumped by the skimmer unit into the
barge Fahal 1 for temporary storage. Vacuum trucks can be used to take the recovered oil to
the Emulsion Treatment Plant in the Tank Farm.
The use of booms to contain and concentrate oil prior to recovery by skimmers is seen as an
ideal solution to a spill since, if effective, it would remove the oil from the marine
environment. Unfortunately, this approach suffers from a number of fundamental problems,
not least the natural tendency of the oil to quickly spread, fragment and disperse under the
influence of wind, waves and currents. Figures from IPIECA suggest that even in ideal
weather conditions only 10% to 15% of spilled oil will be recovered.
Oman Crude is considered to have a very quick rate of spread and this will dictate the tactical
response when considering the deployment of booms.
PDO has four oil booms, with a combined length of 1,000 metres, situated in MAF Harbour for
ready deployment. An additional seven 250 metre oil booms are also available but are not
positioned for immediate deployment. Skimmers and a storage barge are available [Fahal 2].
Under ideal conditions each boom can be launched within 40 minutes, therefore at least 3
hours is required to launch the first four booms and further time required to deploy them in the
selected location. Additional resources may have to be called in such as manpower and
vessels from Mina Sultan Qaboos which could further delay deployment of the booms.
State of sea will be a significant factor in determining the correct method to combat an oil
slick.
Sea State Sea Height Swell Height
0-2 0m-0.5m 0m-1.5m
3 0.5m-1.25m 1.5m-2.0m
4 1.25m-2.5m 2.0m-4.0m
A boom will not be effective in seas when waves break over the top of the boom i.e. Sea
State 2. This would be expected with seas of over 1.5 metre although in conditions of strong
winds it could happen in seas of less than 1.5 metres.
Revision: 7.0
Deployment of booms will be considered according to the following order of priorities;

 Is the weather/sea state suitable for boom deployment, if yes then,
o If oil continues to leak from a vessel, oil booms should be placed around the
vessel.
o Deploy booms to protect sensitive shorelines if threatened
o Deploy booms to direct oil towards the sacrificial beach
o Deploy booms to direct oil towards less sensitive areas of the coastline
7.12.1.2 Tactical Response for Shoreline Priority Areas

Given the close proximity of the PDO marine assets to the shoreline and the short timelines
indicated in section 7.10.3 before shoreline impact, coupled with the time needed to deploy
booms to protect sensitive areas of the shore, it is extremely important that the OSC & LEBC
quickly establishes the facts to allow the correct tactical decisions to be made.
The OSC must quickly provide information to allow the LEBC to establish the;
 Size of the Spill
 Location of the Spill
 Projected shoreline impact or drift of the Spill
 Weather and Sea State
 Environmental Sensitivities in the projected shoreline impact area
 Resources available & projected time on scene
In MAF Bay the prevailing flood tide runs predominantly West, and the ebb tide to the East,
however this is frequently overruled by a prevailing current. At times the current follows a
circular pattern in MAF Bay and it is therefore difficult to predict. If there is a tanker on at least
one of the SBM’s, it should be possible to quickly determine the initial direction an oil spill will
drift from the direction the tanker is lying.
Depending on the predicted drift direction of any oil on the water and the possible short
timescales before shoreline impact occurs, the following tactical response options should be
considered as a priority;
Guiding the oil into a less sensitive environmental area (e.g. using booms to deflect the oil
away from mangroves, coral reefs, water intakes, fishing areas, amenity beaches etc) onto
the predetermined sacrificial beach or other less sensitive area as a tactical response strategy
must be considered.
 A designated “sacrificial beach” is situated at the eastern extremity of MAF bay clear
of loading lines and having easy access for personnel and earth moving equipment
(refer to appendix D)
 If it is not possible to use booms to guide the oil onto the sacrificial beach in Mina al
Fahal bay, the nearest areas with the least sensitive shorelines are as follows;
o East – The rocky headland between Darsyt Village and MAF bay
o West – The rocky headland to the West of the MOF harbour before Ras al
Hamra beach
The IPIECA Report (Volume 10) “Choosing Spill Response Options to Minimise Damage”
should be referenced if time allows when it is necessary to rank shoreline sensitivity as part of
a tactical shoreline response strategy
Refer to the environmental sensitivity maps and the detailed shoreline maps in Appendix D
(Google earth maps) in developing an effective tactical response plan based on shoreline
sensitivity.

Revision: 7.0
7.12.1.3 Chemical Dispersion

MAF Port is a deep water port within which there is no fishery or ecological restrictions to the
use of dispersant and if the prevailing current and wind is favourable and the oil spill remains
in deep water away from the shoreline, then the application of chemical dispersants
represents the best option in minimising the environmental damage by floating oil.
The use of dispersants has its limitations and even oils which can be dispersed initially will
become resistant after a period of time as the viscosity increases as a result of evaporation
and emulsification. The time available before dispersant stops being effective is dependent on
a number of factors but it is unlikely to be more than 1 to 2 days.
It is therefore important to mobilise all available resources (surface vessels and aircraft) and
begin applying dispersant without delay to have maximum effect.
Chemical dispersants currently held by PDO are approved for use by MECA (see appendix
D); however the use of chemical dispersants in and around the waters of Mina al Fahal must
only be undertaken after consultation and with the agreement of the Pollution Control
Operations section of MECA.
Dispersants use is currently licensed for use and authorised by MECA only in water >
25m depth.
Spraying can be carried out in seas of up to 2.5 metres. Only very heavy seas experienced
during "Shamal" (North westerly wind) conditions would prevent the application of chemical
dispersant. In sea states > 4 the sea may have sufficient power to disperse oil naturally
without the aid of dispersants.
PDO has three tugs equipped with spray booms and a storage tank containing 2200 litres of
dispersant. A further stock of 40,000 litres of dispersant is held in the supply yard at MAF. In
the event of a spill at an SBM, application of dispersant can commence within 30 minutes.
Dispersant, is not effective in shallow waters and should not be used near shore lines or
beaches. It should also not be used in MAF bay areas where there is a possibility of oil treated
with dispersant entering the ORC cooling water intake or the intakes of the PDO fire pumps.
Aerial application of chemical dispersants is a very effective delivery method and large areas
can be covered in a short space of time compared to delivery from vessels. Resources for
aerial delivery are available in Oman and should be requested through MECA Pollution
Control Operations Section (PCOS).
7.12.1.4 Spill Tracking

If the prevailing weather and currents take the oil away from the shore into deeper waters it
may be necessary to conduct aerial surveillance and tracking, this should be requested
through MECA Pollution Control Operations Section (PCOS).
7.12.1.5 In-Situ Burning

This methodology is not an option within MAF port or adjacent areas
7.12.1.6 Preparation for shoreline impact

If, despite all efforts to protect the shoreline, it is predicted that oil will impact the shoreline
and it can be predicted with some certainty the impact area then if time allows, it is advisable
to send someone to take “before impact” pictures of the shoreline. These pictures will be
important as evidence that the area of shoreline has been returned to its original condition
post clean-up.
7.12.1.7 Shoreline Clean-up

If, despite all efforts to protect the shoreline, oil reaches land, then speed of response to
initiate clean-up operations becomes critical for several reasons;
Revision: 7.0
 Oil may quickly sink into certain types of beach e.g. coarse grained, or mixed sand
and gravel beaches
 A slow response will have a negative reputation impact
Shoreline clean-up will be carried out in accordance with a clear strategy that takes account of
the characteristics of the oil, the level of contamination and the relative environmental,
economic and amenity sensitivities of different locations.
Shoreline clean-up will be carried out in stages, starting with the removal of the heaviest
accumulations of oil. Secondary clean-up will not begin until heavy accumulations have been
removed and the risk of recontamination by floating oil has receded.
The need for secondary cleaning and the degree to which it is carried out will be judged
against the use of the shoreline and economic and environmental sensitivities.
Wherever clean-up is carried out, arrangements will be made for temporary storage of
recovered oil before it is moved for disposal. This will be organised at the beach head, in car
parks or open land close to the beach depending on the location of the clean-up site. Different
kinds of waste (pure oil, oily sand, oily debris, plastic and PPE) will be segregated as this
considerably simplifies final disposal.
See section 7.13 for details of the PDO waste management procedure
The safety of personnel during a beach clean-up operation is paramount and PDO will
effectively manage the risks to ALARP by;
 Evaluating all potential hazards on the site and implementing effective controls
 Supply of appropriate PPE
 Limiting access by implementing effective security measures
 All workers will be required to undergo an HSSE briefing
 Effective HSSE supervision of all operations
 Provision of effective on-site first aid, sanitation, rest areas
 Implement effective policies on heat, dehydration, fatigue
PDO with the assistance of LCG will mobilise all resources necessary to carry out an effective
shoreline clean-up operation with the minimum of delay.

Revision: 7.0
7.12.2 Strategy for Non-Persistent Oils (Jet, Mogas, Condensate MTBE )

SPEED of the initial response is critical
STOP the leak
REMOVE all ignition sources
MONITOR until the product has dispersed naturally
The most important consideration when considering first response actions to deal with a non-
persistent oil spill is to REMOVE all potential ignition sources from the spill area and ensure
that no potential ignition sources are introduced into the spill area.
This includes all PDO tugs and other support craft that MUST be kept upwind of any spill at all
times.
7.12.2.1 Monitor and Allow to Disperse Naturally

Containment with booms of Jet, Mogas, Condensate or MTBE is not to be carried out. For
these products the major concern is the risk of fire and explosion. As recommended by
IPIECA, all vessels in the area should extinguish all sources of ignition, stop the leak and let
the product disperse naturally.
7.13 Mutual Aid Organisations

Regional mutual aid organisations include ROPME and RECSO and MECA will take the lead
role in requesting assistance from any of these organisations should this become necessary.
Reference should be made to the NOSCP section 14 for details of Oil Spill Response
equipment held in Oman by MECA and other 3rd party organisations. It should be noted
however that this information dates from some time in the past and may be unreliable.
STASCO Shipping & Maritime provides 24 hour shipping casualty cover with access to in-
house subject matter exerts on;
 Oil Spill Response
 Naval Architects
 Damage Stability
 Marine Operations
In addition if requested STASCO can initiate mobilisation of Tier 3 support (equipment,
expertise, manpower etc) for any local Shell Company, Joint Venture or Non-Operated
Venture as the Shell contract holder for OSRL.
OSRL is based in Southampton UK and maintains stockpiles of containment booms,
skimmers and dispersants in the UK, and other locations globally including Bahrain. Technical
expertise in the form of an entire response team or specialist environmental advice is also
available. Equipment can be onsite in Oman within 48 hours of call out.
The STASCO Casualty number +44 207 934 7777 should be called to initially report the oil
spill and subsequently request any additional support that PDO may require
Details of other regional mutual aid organisations can be found in section 2.7 of this
document.

Revision: 7.0
7.14 Oil Spill Insurance

PDO is insured against marine pollution and claims that may arise from a major incident,
however, insurers require justification for expenditure. Clear records are essential to
substantiate costs. An account number will be allocated by the Finance Department for any
major pollution incident. All costs incurred should be documented and the Company claims
procedure should be strictly adhered to.
In the event of a spill arising from a 3rd party, PDO will react to the emergency but it is
essential, to log down all events, and to get the 3rd party's P & I Club Representative to
attend the vessel as soon as possible. Photographs of any spills should be taken whenever
possible.
In this case, costs will be for the account of the 3rd party.
7.15 PDO Waste Management Procedures

The handling and disposal of contaminated oil and oily waste have major implications for an
oil clean-up operation. It can frustrate the entire operation by causing bottlenecks and delays,
unless suitable arrangements can be made. It is best, although not always possible, to treat
and dispose of collected materials as near to the point of pick up as possible and adopt the
principles of waste minimisation and where possible segregation into different waste streams.
Recovered oil, oily debris and contaminated beach material will be properly disposed of. It
may need to be transported to, and handled through, temporary storage sites. Suitable
equipment, vehicles, temporary storage sites and final disposal methods/locations have been
identified as part of the overall PDO Waste Management policy and procedures
Waste management is a major logistics problem and it will be coordinated with the local
environment authorities and ROP.
At sea any recovered oil is pumped by the skimmer unit into the barge Fahal 1 for temporary
storage. Vacuum trucks will then be used to take the recovered oil to the Emulsion Treatment
Plant in the PDO Tank Farm.
The different types of oily waste will be collected and stored separately as each type of waste
will demand the use of different disposal options. Once the oil and oily debris has been
collected, it will be stored temporarily to allow time for logistics to be put into place to support
the transport and disposal route. A range of containers such as barges, skips and drums will
be used, but if they are not available, simple lined storage pits will be constructed on site
where possible. The containers used should allow the oil to be simply removed.
Refer to the following document for additional information;
SP-1009, HSSE Specification – Waste Management

Revision: 7.0
7.16 Checklists
7.16.1 Marine Oil Spill in Muscat or MAF Area

Important! - The duty director will be advised of any oil spill detected in the PDO
operational area irrespective of size or source. The initial assessment shall include
assessment of the potential impact and the extent of any exposure (if known).

 STOP all loading operations on all vessels
 Initiate call out of maintenance support team
 After receiving an offshore pollution report, proceed to the incident area and assess the situation if
safe to do so (see section 7.11.2 on control of ignition sources)
 Keep a log of assessment, actions taken, decisions made
 Report to the LECC:
- Position of slick
- Source of pollution.
- Size of spill.
- Type of oil spilled.
- Can spill be contained or stopped.
- Are hazardous conditions existing?
- State of sea & tidal conditions.
- Initial direction of drift
- Predicted shoreline impact area if possible
- Time estimated to shoreline impact if known
 Initiate Gas Tests if requested by LECC if safe to do so (see section 7.11.2 on control of ignition
sources)
 Co-ordinate movements of all vessels in port area as advised by LECC
 Consider the following safety issues:-
- Any other emergency situation which takes priority over reaction to the oil spill
- Control sources of ignition for any Mogas, Jet, Condensate or MTBE spill
- Safety hazards to response personnel e.g.
 Concentration of hydrocarbons within explosive limits
 Concentration of hydrocarbons above TLV (300ppm)
 Concentration of H2S above TLV. (10ppm)
 Isolate source of pollution if possible
 Take samples of oil from sea preferably in conjunction with vessel's Master
 Take photographs of spill if safe to do so (see section 7.11.2 on control of ignition sources)
 Containment and Recovery: Supervise tug crews in deployment or anchoring of booms and use of
skimmers. Monitor booms effectiveness and report to LECC. Inform LECC when Barge is full /
returning to harbour
 Use of Dispersant: Supervise spraying operations from tugs and or ROP Coastguard vessels
according to spray pattern issued from LECC.
 Beach Clean Up: Supervise clean up personnel, earth-moving equipment, digging of pits, vacuum
trucks etc.
 Update LEBC on changes in weather, sea state, nature of slick, movement of slick, clean up
effectiveness.

Revision: 7.0
LEBC / SENIOR PORT OPERATIONS SUPERINTENDENT

 Confirm loading operations have stopped on all SBM’s and the CBM
IN THE EVENT OF AN OIL POLLUTION INCIDENT
Fill out the MECA Marine Oil Pollution Reporting Form (Appendix A) following the reporting
instructions given at the top of the form.
 Mobilise OSC, Tugs and Barge ‘FAHAL I’ to site

 Inform Duty Director
 Make an informed estimate of the actual and potential level of spill (NOSCP)
 Confirm call out of maintenance support team.
 Inform Environmental Advisor (MSE/2)
 Instruct Ras Al Hamra Boat Club to stop launching all pleasure craft until further notice
 Obtain up to date information from the OSC on the initial drift direction of the oil and
assess potential for shoreline impact and time to impact based on prevailing
weather/currents
 Run computerised oil spill tracking program. “OILMAP” available on the Pilot PCs to
predict the movement of the oil slick if reliable information from the OSC is not available
 Monitor movement of an oil slick by aerial surveillance, if possible, and predict its track
from the relevant data available. Request required air resources via MECA Pollution
Control Operations Section (PCOS).
 Consider the following safety issues:-
- Any other emergency situation which takes priority over reaction to the oil spill
- Control of sources of ignition for any Mogas, Jet, Condensate or MTBE spill
- Safety hazards to response personnel e.g.
 Concentration of hydrocarbons within explosive limits
 Concentration of hydrocarbons above TLV (300ppm)
 Concentration of H2S above TLV. (10ppm)
Initiate gas tests on site if safe to do so. Refer to ISGOTT terminal safety guide, for TLV limits.
 Select the adequate oil spill response strategy giving consideration to type of oil,
prevailing circumstances, weather conditions, time to shoreline impact, etc:
- Containment and mechanical recovery
- Protect sensitive areas
- Direct oil to sacrificial beach Consult with MSE/2 (Environmental
Advisor) when deciding on strategy
- Direct oil to less sensitive area
- Apply chemical dispersant
- Monitor and allow to dissipate naturally
- Combination of above
 Ensure that:
- Aerial surveillance of oil slick is continued.
- Slick track reports are updated.
- Sensitive shoreline areas are protected wherever possible
- Shorelines clean up contingencies are ready if impact on coast is threatened.
- Offshore response is reviewed when weather conditions improve.
- Requests for additional resources and equipment is made to the CECC in good time

Revision: 7.0
 Establish via CECC a PDO contact for the public to file claims.
 If 3rd Party assistance is required, request via CECC.
CONTAINMENT AND MECHANICAL RECOVERY STRATEGY

 If oil may impact sensitive areas, arrange for deployment of booms as protection and,
skimmers, manpower etc to location for recovery. Confirm OSC, Tugs and Barge FAHAL I
on site
 If oil is to be contained around vessel, arrange for deployment of booms, skimmers,
manpower etc to location. Confirm OSC, Tugs and Barge FAHAL I on site
 Decide on mode of deploying booms:
- Deploy Booms from jetty and tow to location
- Deploy booms at location
 Decide on best method of fixing booms, two tugs, anchor and tug or two anchors.
 Decide on best method of recovery:
- Deploy skimmers to collect oil
- Deploy booms and rig to divert oil onto sacrificial beach (see section 7.12.1)
- Deploy booms and rig to divert oil onto less sensitive area of coastline (see section
7.12.1)
 Once booms are deployed, verify effectiveness with OSC.
 Once skimmers are deployed, verify effectiveness with OSC.
 When Barge is returning to harbour, arrange for vacuum trucks to remove recovered oil
and take to the Emulsion Treatment Plant in the Tank Farm.
 If “sacrificial beach” is used, mobilize, clean up equipment, earth-moving equipment and
manpower to location
 If additional booms are required, co-ordinate with MECA Pollution Control Operations
Section (PCOS) to determine availability of booms in the region. Agree mobilisation and
deployment responsibilities.
 If sand contaminated oil is recovered, liaise with NOSCP (via CECC) for approved
disposal locations
 The LEBC will evaluate whether recovery operations are effective and if oil is being
contained. If containment and recovery not found successful, to consider:-
- Applying chemical dispersant and continue mechanical recovery.
- Applying chemical dispersant and deploy booms to protect shoreline.
MONITOR AND ALLOW TO DISPERSE NATURALLY
 Mobilise OSC and 2 Tugs to proceed to site if safe to do so (see section 7.11.2 on control
of ignition sources)
 Request Aerial Surveillance via MECA Pollution Control Operations Section (PCOS).
NOTE: MECA have agreed that RAFO Pilots making observational reports of Oil Spills should
report its characteristics as called for in the approved format.
USE OF CHEMICAL DISPERSANTS
 Remember that the use of chemical dispersants in and around the waters of Mina al Fahal
must only be undertaken after consultation and with the agreement of the Pollution
Control Operations Section (PCOS) of MECA.
 If required, request additional vessels with spraying capability from ROP Coastguard.

Revision: 7.0
 If dispersant spraying from the air is being considered, request aerial resources from the
Pollution Control Operations Section (PCOS) of MECA.
 Mobilise stock of dispersant held in Supply Yard to stand by at marine harbour.
 If additional stocks of dispersant are required, contact Government / 3rd Party
organizations via CECC
 Decide Spray pattern.
 Before spraying dispersant, either by aerial application or boat, LEBC must justify the
limitations and consequences of using chemicals.
LECC OR CECC
 Make an initial oil spill report to MECA based on the information known at the time
 Inform all government, shareholders and 3rd party stakeholders as necessary
 Call the Lamor Middle East LLC (LME) 24hr number and place them on standby as a
“prudent overreaction” pending an accurate assessment of the size of the spill
 Obtain up to date information from LEBC to carry out full assessment of the situation
 Prepare initial media holding statement as necessary
 If the spill has the potential of developing into a Tier II/III response, advise MECA (PCOS)
immediately to activate the National Oil Spill Contingency Plan Operations Centre. (Refer
to NOSCP Contingency Plan).
 Contact LME and request immediate mobilisation of resources and equipment to support
PDO efforts to contain the oil spill and provide additional resources as part of any clean up
operations
Government authorities would be responsible for coordinating National and PDO

response preparations. This would not preclude PDO from taking action to control /
combat oil pollution originating from operations within their own area of responsibility.
 Call the STASCO Casualty number and give an initial report on the oil spill
 Request additional assistance from mutual aid organisations as required e.g. STASCO,
OSRL, etc
 Liaise with MECA (PCOS) as per requirements detailed in the NOSCP
7.16.2 Marine Oil Spill outside Muscat or MAF Area

Spills outside Muscat and or MAF area are unlikely to be caused by PDO operations. These
are most likely to be caused by a passing ship over which PDO has no control. The main
responsibility of managing third party emergencies lies with the Government.
PDO responsibilities are defined in the National Oil Spill Contingency Plan (NOSCP) and
constitute provision of assistance to the Government. In providing assistance the company
will demonstrate a pro-active approach.
On behalf of the Government, PDO may request mobilisation Shell Group resources such as
OSRL. If the spill is in any way related to Shell operations e.g. “passing ship”, PDO shall, if
requested by Shell, take on the responsibility of Local Shell Group Oil Spill Management on
behalf of the Group.

Revision: 7.0
8 Business Resumption
8.1 Marine Vessel Emergency

In case of vessel related emergencies whether due to fire/explosion/collision/
structuralfailure/grounding/ loss of manoeuvrability.
Aspects such as Maritime law, Salvage / Underwater Engineering etc is to be considered
prior business resumption.
8.2 Oil Spill

In the event of an oil spill incident, all loading operations would have ceased and the shore
valves on the export lines to the SBM’s would have been closed. Once the source of the
pollution has been verified, and if there are sufficient personnel available to enable loading
operations to restart safely Export can be restarted to the SBM/Tanker that is not the source
of the pollution.
8.3 Damage to SBM, Hoses or Submarine Pipelines

If an SBM, hose or pipeline is damaged, the affected SBM will be isolated at the Shore (refer
to Tank Farm Contingency Plan) and export could be resumed using the remaining SBM.
Preparations would then be made to replace the affected SBM with the spare SBM moored in
MAF Bay, replace the damaged hoses from the stock in the supply department, repair
damage to the sub-sea pipeline utilising diving contractors and local contractors as for routine
change outs.

Revision: 7.0
9 Implementation
9.1 Outstanding Input

Actions arising from revision of this document are detailed in Appendix F. These require to be
closed out and the relevant Sections of this document updated.
9.2 Distribution
Hard copies to be distributed to;
 UIPT3, UIPT/34, Duty Pilot ‘Duty Bag’.
 Coastal LECC, CECC, Terminal CCR, Diving / Maintenance Contractor
 UIC, UIC/4
Other copies may be acquired from PDO Livelink
9.3 Links to other documentation
9.3.1 Terminal and Tank Farm Operations

Sections 5.6.2 and 5.6.3 require that two contingencies are documented in PR-1068
Emergency Response Document Part III Contingency Plan Volume V Terminal & Tank Farm
Operations addressing the switching of flow lines necessary if either SBM 1 or SBM 3 is
rendered inoperative. This implementation element is included in Appendix F for tracking and
close out.
9.3.2 NOSCP
The National Oil Spill Contingency Plan was found to be last revised in 1998 with much of the
information dating from 1995. Information contained therein should be viewed with a degree
of caution. It is recommended that the MECA are advised to update.
Nov 2014 still NOSCP still under revision not yet finalized

Revision: 7.0
Appendix A – MECA Oil Pollution Reporting Form

Revision: 7.0

Revision: 7.0
Appendix B - Government and 3rd Party Telephone Numbers
Ministry of Transport and Communication

Maritime Affairs
Position Contact Tel. Numbers Fax. Number
DG of Maritime Affairs Rashid Al-Kayomi 24685901 (O) 99343949 24685909
Tahar Al Busaidi 92204141
D of Navigation and Maritime Safety Eng. Mohammed Al-Zadjali 24685950 (O) 99351661 (Mob) 24685909
H of Navigation and Maritime Safety Mansour Al-Wohaibi 24685950 (O) 99748499 (Mob) 24685909
H of Port State Control Eng. Mubarak Al-Alawi 24685950 (O) 99798901 (Mob) 24685909
D of Maritime Ligestelation Zakareya Al-Hinai 24685980 (O) 99349602 (Mob) 24685984
D of Ship Regesteration Abdullah Al-Mujaini 24685975 (O) 99433779 (Mob) 24685909
Ministry of Environment and Climate Affairs (MECA)

Pollution Control Operation Section (PCOS) 2
Position Contact Tel. Numbers Fax. Number
Director of Pollution Control Centre / Col. Suleiman Al-Akhzami 99336443 (Mob) 96009009 (Mob)
Advisor to the Under Secretary
DG of Environmental Affairs Ibrahim Al Ajmi 24404811(O) 99228433 (Mob) 24691082
Abdullah Al Busafi 99219429 (Mob)
Environmental Affairs Technical
Abdul Kareem Al Harthi 99632164 (Mob)
Enviromental Inspector Moza Al Salami 24404846 (Mob)92313302
Salah Al Hajri 24404841
Environmental Affairs Technical
Hot line: 24693666 and Fax: 2469108
Government Departments
Contact Tel. Numbers Fax. Number
ROP Muscat Region 9999 / 7222 / 24560021 24563352
ROP Coastguard Operations 24714661 / 24714888 (24 hr) 24714937
VHF Channel 11 / 16
Royal Navy of Oman Duty Officer (24 hour) 24338805 24338806 24334730
(Operations) 24338698
Said Bin Sultan Naval Base Operations 26346100 26346020 26346018
26346096 26346378
Royal Air Force of Oman Operations room 24334211 24334212 24334776
24334244 24334743
Royal Yacht Squadron Communication Center 24733000 ext 3221 24740207
24740475 ext 3221
24740393 ext 3221
National Committee of Civil
24786401 (O) 24702170 (24 hrs) 24799577
Defence
99239191 (Mob) 99555777 (Mob)
Port Sultan Qaboos Switchboard 24714000 24714007
Port Authority Control Room 24714870 24712196
Harbour Master 24714870 (O) ext 222 24712196

24713896 (O) direct
99341374 (Mob) 24701229 (R)
CEO 24714000 ext 200 24714007
Ghubra Power House/De Shift Engineer (Shut down) Phase 1 Control Room 24601427 24601427
Salination Plant Phase 2 Control Room 24697980 24697980
Station Manager 24600747

Revision: 7.0

Ministry of Oil and Gas Switchboard 24603333 24696972
H.E The Ministers Office 24603565
H.E The Undersecretary 24603795 24601616
Muscat Municipality Switch board 24753000
Emergency Number 24753000 / ext 1111
Office of the President 24706653 / 24753050
Deputy Chairman 24753165 / 24795745 / 24753029
Muscat Electricity Company Control Room (24hrs) 24603927 24602280 24699046
Switch board 24588600 24699183
Call Centre (24 hrs) 80070008
Mina Al-Fahal
RECSO Dubai +971 4 3314443 +971 4

3311933
Tech Division
Wudam Naval Base Medical Centre 316810
Comms Centre 316020 / 316998
Duty Diving Officer 9350587 (24hour) Pager 9138678
Standby 9138679
Abu Dhabi Office +971 2 327303 +971 2 329913
Muscat International Airport Muscat Tower 24519551

Muscat Meteorology 24519330 24519363
Oil Spill response

Contact Tel. Numbers Fax.
Number
Spill Hot Line (24 hrs) 92949105
Lamor Middle East
24565551 24565111
Pesco 24497774 24816805
Underwater Engineering Companies

+971 4
Dubai +971 4 341433
GMMOS 341397/027
Local Agent 594793 / 4776
IMS Dubai 23111 / 526771

Revision: 7.0

Local Agent 24795512
Sharjah 545395 355820
Maritime Ind Services
Local Agent 24693438/57/12
Jebel Ali / Abu Dhabi 84 35100 084 35527
McDermott
Local Agent 24594960
National Petroleum Jebel Ali / Abu Dhabi 774100 / 727763

Const Local Agent 24700800
MARSOL UAE +971 4 886 2822 +971 4 886 2866
MASIRAH Local Agent 24597759 24597795
MARINE TECHNOLOGY Local Agent 2448 2588 2448 2889

Revision: 7.0
Shipping Agencies
Gulf Agency Office 24481000 24482561
Box no.740, PC 112 HARSHANA 2447 7812/ Mob 9947 1245
AHMED 2447 7800 / Mob 9931 3805
Mr K Preman 24701712(R)
99351782 (GSM)
Inchcape Shipping Services (Oman Office 24701291 2470 1713
United Agency) Mob 9945 2165
Mr. NASSER al
AMBURI
Kanoo Oman Office 24712253 24712065
Box no. 310, PC 114 Manager 711121
Mr Salim 24713725 (R)
Mr Kumar 24739514 (R)
99342967
WILHELMSEN /Towell Barwil Office 24708376 / 24708274 / 24794367
ox no. 61, PC 114 24702519
HATEM al MASHARI 2481 0253 Mob9921 7763 2481 4973
wss.mct.mlops@wilhelmsen.com
Ops Manager.
TEJAS PARMAR 9430 2309

BIJU HARI 9523 0972
VINESH PILLAI 9411 1974
JUNED KHAN 9931 0161
BACKER Haji Mr. Aziz Ahmed – 9933 6741 24711114
Abdullatif Fazul LLC. GM – Operations 24713250
P.O.Box 1068. Mr. Samuel Varghese- 9934 2842
P.C. 112, Ruwi Imports.
Mr. Siju Vasavan – 9251 0340
Operations
SHARAF SHIPPING K. JAYARAJ 2478 1744 2478 1755
9942 8932
Box no. 1179, PC 11 J. HARISH KUMAR
ops@sharafoman.com 9290 5892

HAR SHIPPING 2471 1719 2471 4478
2471 2092
Box no.284, PC 114 9935 7401
9932 0065
LBH GROUP Mr. Sam George 26753163/64 2675 3167
P.O.Box 556. P.C. 322 info@lbhoman.com 9517 0527
Omantel Bldg - Room 206. Sohar
Khimji Ramdas Shipping Office 24786123 24796545

Mr Jose 24707234 / 24706501 (R)
Mr Rosario 24798903 / 24796273 (R)
Mr George 24798903 / 24799696 (R)
Salvage Companies (in the Gulf Area with access to Tugs and Salvage equipment

Revision: 7.0
Contact Tel. Numbers Fax.

Number
Wijsmuller Salvage BV (Middle Martin L Hawkswell (Gen 00 971 4 365728 +971 4
East) Mgr) PO Box 52091, 369730
Dubai
Swire Pacific Offshore Mike Mead (Gen Mgr) PO 00 971 4 457515 00 +971 4
Box 8127, Dubai 457241
Tidewater International Marine "Red" Touchet (Ops Mgr) 00 971 4 816400 00 +971 4
PO Box 24981, Dubai 816428
GMMOS (Gulf Marine Clement Misquitta 00 971 4 341025 +971 4
Maintenance and Offshore (Commercial Mgr) PO Box 341027
Services.) 4613, Dubai
SVITZER Middle East Ltd., +971 43326344 +971
Al Moosa Tower 2, 43290796
SVITZER 16th Floor,

Sheikh Zayed Road
PO Box 62558,, , Dubai,
United Arab Emirates
SHELL INTERNATIONAL TRADING AND SHIPPING - STASCO

Shell Casualty Number (24hr service) 9-00-44-20-7934-7777
Alert STASCO 44- 20-7934-7777 of all oil spills for which external assistance might be required and
which may attract regional or international media attention.
Revision: 7.0
MARINE CASUALTY COMMUNICATION PROCEDURES WITH SHELL CASUALTY LONDON

Initial notification about such incidents should be sent as follows:-
i) By telephone to STASCO Casualty, Tel: 9-00- 44-20-7934-7777

ii) By email to : "stascoshipcasualty@shell.com"
The text of the message should include, whenever possible, sufficient information for the seriousness
of the casualty to be assessed. For example:
 Type of casualty, e.g. fire, explosion, collision, grounding, oil spill etc.
 Time, date and geographical location of the incident.
 Extent of any personal injuries/deaths.
 Estimated extent of damage to ship(s)/shore facilities
 Estimated amount of cargo loss or damaged.
 Telephone number and name for further contact.
 Time of origin of the message.
A marine casualty means, in general, an accident to a ship, her cargo, at sea or at a marine terminal,
in which there is a Shell interest. It would include:
 Collision (with other ships, jetties, buoys etc.);
 Fire and/or explosion;
 Grounding;
 Pollution or threatened pollution;
 Any marine incident resulting in serious injury or loss of life.
There could be a Shell interest in the ship either through ownership, managing, chartering or in the
cargo by ownership, risk and/or insurance.

Revision: 7.0
Appendix C - PDO Oil Spill Equipment List & ROPME approved

Dispersant List
Quantity Item Description

3 Tugs equipped with spray booms and 2,000 litres of dispersant
162 200 litre drums of dispersant in supply stock yard
4 250 metre "Ocean Guardian" Oil Booms ready for immediate deployment.
5 250 metre "Ocean Guardian" Oil Booms
4 25 metre "Beach Guardian" Oil Booms
30 10 metre "River Booms"
1 50 tonne per hour "Sea skimmer 50" Oil skimmer
2 12 tonne per hour "Komara 12K" Oil skimmers
3 “Powervac" Beach cleaning vacuum units
1 Vikoma “Manta Ray Skimmer”
8 Fasttank, 4 small size & 4 big size
12 Beach storage oil tanks
1 “Safi” RIB (40 hp diesel outboard)
20 bales "SPC 50" SPC absorbent pads
16 bales "SPC 810" SPC absorbent booms
17 2 gallon rubber buckets
80 Shovels
115 pairs Rubber boots
159 pairs Rubber gloves
36 pairs PVC trousers
128 PVC jackets
10 River Boom spike
16 Anchor with support buoy
ROPME Approved List of Dispersants
As of 2008, the following dispersants were on the ROPME approved list for use.
1. Corexit 9500
2. Dasic Slickgone NS Held by PDO
3. Finasol OSR-52
4. Gamlen OD 4000 (PE 998)
5. Inipol IP 80
6. Inipol IP 90
7. NU CRU
8. RADIAGREEN OSD

Revision: 7.0
Appendix D – Area Maps
PDOs Area of Oil Spill Response Responsibility (1)

Revision: 7.0
PDO’s Area of Oil Spill Response Responsibility (2)

Copyright: This document is the property of Petroleum Development Oman, LLC. Neither the whole nor any part of this document may be disclosed to others or reproduced,
stored in a retrieval system, or transmitted in any form by any means (electronic, mechanical, reprographic recording or otherwise) withut prior written consent of the owner.
Revision: 7.0

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Revision: 7.0

Appendix E – Navigation Warnings
TRANSMIT ON VHF Channel 16.

1. Lost Manoeuvrability
MESSAGE:
SECURITE, SECURITE, SECURITE,
ALL SHIPS, ALL SHIPS, ALL SHIPS,
THIS IS MINA AL FAHAL PORT CONTROL WITH A NAVIGATION WARNING.
TIME _____ HOURS LOCAL TIME.
THE VESSEL POSITION ___________ IS RESTRICTED IN HER
ABILITY TO MANOEUVRE UNDER TOW.
PRESENT COURSE ________ DEGREES, SPEED ______KNOTS.
ALL VESSELS TO MAINTAIN A WIDE BERTH OF TWO MILES OR MORE.
THEN REPEAT.
2. Grounding
MESSAGE:
TIME _____ LOCAL TIME. THE VESSEL IS AGROUND IN
POSITION ___________
THEN REPEAT
3. Structural Failure
MESSAGE:
TIME _____ LOCAL TIME. THE VESSEL AND VESSEL
POSITION ___________ ARE RESTRICTED IN THEIR
ABILITY TO MANOEUVRE AND UNDER TOW.
PRESENT COURSE ________ DEGREES, SPEED ______KNOTS.
THEN REPEAT.
Copyright: This document is the property of Petroleum Development Oman, LLC. Neither the whole nor any part of
this document may be disclosed to others or reproduced, stored in a retrieval system, or transmitted in any form by any
means (electronic, mechanical, reprographic recording or otherwise) withut prior written consent of the owner.
Revision: 7.0
Appendix F - Actions Arising from this Revision

Revision: 7.0
Appendix G - User Feedback Page
PR-1069 – Emergency Response Document Part III Contingency Plans

Marine Terminal User Feedback Page
Any user who identifies an inaccuracy, error or ambiguity is requested to notify

the custodian so that appropriate action can be taken. The user is requested
to return this page fully completed, indicating precisely the amendment(s)
recommended.
Name:
Ref ID Date:
Page Ref: Brief Description of Change Required and Reasons
UIPT34
Custodian of Document Date:

Appendix H –Emergency Response Drill Schedule 2015- 2020
Marine Emergency Drills 2015 2016 2017 2018 2019 2020
Fire & Explosion onboard vessel
Vessel Collision within MAF Port
Vessel Grounding or loss of
Maneoverability in MAF Port.
Vessel Structural Failure
Vessel Breakout from the SBM

Medical Evacuation
Indicates a table top drill & discussion only

Indicates a full drill including limited deployment of equipment/resources etc (tugs, spray booms, etc) and a test of communications and key
interfaces
Marine Oil Spill Drills 2014 2015 2016 2017 2018 2019 2020
Tier – 1 Oil Spill Response Q1 Q2 Q1 Q2 Q1 Q2 Q1 Q2 Q1 Q2 Q1 Q1 Q1 Q2
(Qurtarly: Done by contactors) Q3 Q4 Q3 Q4 Q3 Q4 Q3 Q4 Q3 Q4 Q3 Q4 Q3 Q4
Tier 2 Oil Spill Response (once Annual ) Q1 - Q4 Q1 - Q4 Q1 - Q4 Q1 - Q4 Q1 - Q4 Q1 - Q4 Q1 - Q4
Tier 3 Oil Spill Response
Q1 - Q4 Q1 - Q4 Q1 - Q4
(once every 3 years)
Tier 2 Oil Spill Response Tier 2 full deployment drills involving the contracted service provider LME are held annually.
Copyright: This document is the property of Petroleum Development Oman, LLC. Neither the whole nor any part of this document may be disclosed to others or reproduced,
stored in a retrieval system, or transmitted in any form by any means (electronic, mechanical, reprographic recording or otherwise) withut prior written consent of the owner.
Revision: 7.0
LECC to be engged during this drill.

Tier 3 Oil Spill Response Tier 3 full deployment drills with external parties are held every 3 years, organised by UIC/4
Records of all drills will be taken, including debriefings, and any opportunity for improvement, inaccuracy, error, or ambiguity noted will be brought to the
attention of the document custodian using the form in Appendix E so that appropriate action can be taken.

Appendix H TRAJECTORY MODELING FOR MARINE
OFFSHORE OIL SPILLS
1.0 Trajectory modle No.1 (Oil spill in SBM-1 in Dec)
Scenario : Oil Spill at SBM-1 Mina Al-Fahal December

Spill Time :15/12/2013 10:00:00 AM Spill Site : 23 39 6 N, 58 32 38 E
Oil Type :Oman Blend Crude Oil Spill Amount : 100 Barrels
Spill Duration: 0.5 Hours Simulation : 48 Hours
1.1 Weather forcast (MINA AL FAHAL PORT FORECAST in December 2013)
COMBINED SEA
FCST DATE TIME WIND DIR WIND SPD PER VIS
SEAS HEIGHT
GMT/ LT (KTS) OFFSHORE (MTR) (SEC) (NM)
15th Dec 2013 06Z / 10LT WNW (282) 8 GUSTS 12 NNW 0.6 04 >5NM
15 Dec 2013
th
07Z / 11LT WNW(297) 9 GUSTS 12 NNW 0.6 04 >5NM
15 Dec 2013
th
08Z / 12LT NW (310) 10 GUSTS 13 NNW 0.6 04 >5NM
15th Dec 2013 09Z / 13LT NW (314) 11 GUSTS 15 NNW 0.6 05 >5NM
15th Dec 2013 10Z / 14LT NW (315) 12 GUSTS 15 NNW 0.6 05 >5NM
15 Dec 2013
th
15 Dec 2013
th
15 Dec 2013
th
15th Dec 2013 15Z / 19LT W (280) 8 GUSTS 11 NNW 0.6 05 >5NM
15 Dec 2013
th
16Z / 20LT W (274) 9 GUSTS 11 NNW 0.6 04 >5NM
15th Dec 2013 17Z / 21LT W (265) 9 GUSTS 12 NW 0.6 04 >5NM
15th Dec 2013 18Z / 22LT W (265) 10 GUSTS 13 NW 1 04 >5NM
15 Dec 2013
th
19Z / 23LT W (271) 11 GUSTS 16 NW 1 04 >5NM
15 Dec 2013
th
20Z / 00LT WNW (282) 13 GUSTS 17 NNW 1 05 >5NM
15 Dec 2013
th
15th Dec 2013 22Z / 02LT WNW (291) 17 GUSTS 22 NNW 1 05 >5NM
16 Dec 2013
th
00Z / 04LT WNW (285) 18 GUSTS 22 NNW 1.2 05 >5NM
16 Dec 2013
th
16 Dec 2013
th
16th Dec 2013 03Z / 07LT W (280) 18 GUSTS 22 NNW 1.2 05 >5NM
16 Dec 2013
th
04Z / 08LT W (280) 18 GUSTS 22 NNW 1.2 05 >5NM
16 Dec 2013
th
16 Dec 2013
th
06Z / 12Z WNW (294) 13 GUSTS 16 NNW 0.5-1.5 04 >5NM
Copyright: This document is the property of Petroleum Development Oman, LLC. Neither the whole nor any part
of this document may be disclosed to others or reproduced, stored in a retrieval system, or transmitted in any form
by any means (electronic, mechanical, reprographic recording or otherwise) withut prior written consent of the owner.
Revision: 7.0
16th Dec 2013 07Z / 11LT WNW (296) 14 GUSTS 18 NNW 0.5-1.5 04 >5NM
16th Dec 2013 09Z / 13LT NW (304) 16 GUSTS 19 NNW 1 05 >5NM
17th Dec 2013 03Z / 07LT NW (310) 13 GUSTS 16 N 1 05 >5NM
1.2 Trajectory Model of oil Spilled

Revision: 7.0
1.3 Oil Fate
1.4 Oil Viscosity

Revision: 7.0
1.5 Oil Thickness
1.6 Flash Point

Revision: 7.0
1.7 Oil Weathering Listing
2.0 Trajectory modle No.1 (Oil spill in SBM-1 in April)

Revision: 7.0
Scenario : Oil Spill at SBM-1 Mina Al-Fahal December

Spill Time :15/04/2014 10:00:00 AM Spill Site : 23 39 6 N, 58 32 38 E
Oil Type :Oman Blend Crude Oil Spill Amount : 100 Barrels
Spill Duration: 0.5 Hours Simulation : 48 Hours
2.1 Weather forcast (MINA AL FAHAL PORT FORECAST in April 2014)
COMBINED SEA
FCST DATE TIME WIND DIR WIND SPD PER VIS
SEAS HEIGHT
GMT/ LT (KTS) OFFSHORE (MTR) (SEC) (NM)
15th April 2014 06Z / 10LT N 3 GUSTS 8 NW 0.6 4 >5NM
15th April 2014 07Z / 11LT NNE 5 GUSTS 10 NW 0.6 4 >5NM
15th April 2014 08Z / 12LT NE 7 GUSTS 11 NNW 0.6 4 >5NM
15 April 2014
th
11Z / 15LT ENE 6 GUSTS 9 NNW 0.6 4 >5NM
15th April 2014 12Z / 16LT ENE 5 GUSTS 9 NNW 0.6 4 >5NM
15 April 2014
th
13Z / 17LT E 4 GUSTS 9 N 0.6 5 >5NM
15th April 2014 14Z / 18LT ESE 4 GUSTS 9 N 0.6 5 >5NM
15 April 2014
th
15Z / 19LT SE 4 GUSTS 9 N 0.6 5 >5NM
15th April 2014 16Z / 20LT SSE 4 GUSTS 9 NNE 0.6 7 >5NM
15 April 2014
th
17Z / 21LT SSE 4 GUSTS 9 NE 0.6 8 >5NM
15th April 2014 18Z / 22LT S 4 GUSTS 9 ENE 0.6 9 >5NM
15 April 2014
th
19Z / 23LT SSW 4 GUSTS 9 ENE 0.6 9 >5NM
16th April 2014 20Z / 00LT SW 5 GUSTS 10 E 0.6 9 >5NM
16 April 2014
th
21Z / 01LT WSW 7 GUSTS 12 E 0.6 9 >5NM
16th April 2014 22Z / 02LT WSW 10 GUSTS 14 SW 1.2 5 >5NM
16 April 2014
th
23Z / 03LT WSW 11 GUSTS 15 WSW 1.2 3 >5NM
16th April 2014 00Z / 04LT W 16 GUSTS 22 NNW 2.8 5 >5NM
16 April 2014
th
01Z / 05LT W 17 GUSTS 21 NNW 2.8 5 >5NM
16 April 2014
th
03Z / 07LT W 17 GUSTS 23 NNW 2.8 6 >5NM
16 April 2014
th
05Z / 09LT W 20 GUSTS 25 NNW 3.3 6 >5NM
16th April 2014 06Z / 10LT WNW 21 GUSTS 27 NNW 3.3 5 >5NM
16 April 2014
th
07Z / 11LT WNW 21 GUSTS 25 NNW 3.3 5 >5NM
16th April 2014 08Z / 12LT WNW 20 GUSTS 25 NNW 3.3 5 >5NM
16 April 2014
th
09Z / 13LT NW 18 GUSTS 22 NNW 3.2 5 >5NM
16th April 2014 10Z / 14LT NW 16 GUSTS 22 NWW 3 5 >5NM
16 April 2014
th
11Z / 15LT NW 14 GUSTS 20 NNW 2.8 5 >5NM

Revision: 7.0
16th April 2014 12Z / 16LT NNW 12 GUSTS 16 NNW 2.4 5 >5NM
16 April 2014
th
13Z / 17LT NNW 9 GUSTS 13 N 2.4 5 >5NM
16th April 2014 14Z / 18LT NW 6 GUSTS 11 N 2 5 >5NM
16 April 2014
th
15Z / 19LT WNW 3 GUSTS 8 N 1.8 5 >5NM
16th April 2014 16Z / 20LT SW 2 GUSTS 6 N 1.6 5 >5NM
16 April 2014
th
17Z / 21LT SSW 4 GUSTS 7 N 1.6 6 >5NM
16th April 2014 18Z / 22LT S 5 GUSTS 9 N 1.6 6 >5NM
16 April 2014
th
19Z / 23LT SSW 5 GUSTS 9 N 1.4 6 >5NM
17th April 2014 20Z / 00LT SW 5 GUSTS 8 N 1.4 6 >5NM
17 April 2014
th
21Z / 01LT WSW 6 GUSTS 9 NNW 1.4 6 >5NM
17th April 2014 22Z / 02LT WSW 8 GUSTS 12 NNW 1.8 6 >5NM
17 April 2014
th
23Z / 03LT WSW 10 GUSTS 14 N 1.8 6 >5NM
17th April 2014 00Z / 04LT SW 13 GUSTS 18 SW 1.9 3 >5NM
17 April 2014
th
01Z / 05LT SW 12 GUSTS 17 WSW 1.1 2 >5NM
17th April 2014 02Z / 06LT SW 13 GUSTS 18 WSW 1.9 3 >5NM
17 April 2014
th
03Z / 07LT WSW 12 GUSTS 17 WSW 1.1 2 >5NM
17th April 2014 04Z / 08LT WSW 10 GUSTS 15 WSW 1.1 2 >5NM
17 April 2014
th
05Z / 09LT W 8 GUSTS 14 W 1.1 2 >5NM
2.2 Trajectory Model of oil Spilled
2.3 Oil Fate

Revision: 7.0
2.4 Oil Viscosity

Revision: 7.0
2.5 Oil Thickness
2.7 Total Volume

Revision: 7.0
Appendix J- National oil spill contingency Plan


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Petroleum Development Oman L.L.C.

Emergency Response Document Part III Contingency Plans –

Document Type Procedure

Discipline Engineering and Operations

Owner Functional Production Manager - UOP

Issue Date 01 June 2016

This page was intentionally left blank

Page 2 PR-1069 - Emergency Response Document Part III Printed 30/01/18

Page 3 PR-1069 - Emergency Response Document Part III Printed 30/01/18

Revision No. Date Author Scope / Remarks

iii Related Business Processes

iv Related Corporate Management Frame Work (CMF) Documents

CP-123 Emergency Response Documents Part I – CoP

Page 4 PR-1069 - Emergency Response Document Part III Printed 30/01/18

5.6.1 Leak or Suspected Leak at an SBM or Loading Line..............................................34

7.15 PDO Waste Management Procedures....................................................................53

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1.1 Objectives of the Emergency Response Management System

1.2 Marine Operations Emergency Response

1.2.1 Third Party Emergencies:

Page 9 PR-1069 - Emergency Response Document Part III Printed 30/01/18

1.3 Glossary of Terms, Definitions and Abbreviations

Page 10 PR-1069 - Emergency Response Document Part III Printed 30/01/18

MECA Ministry of Environment and Climate Affairs

1.4 Changes to the Document

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1.5 Step-out Approval

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2 Organisation and Resources

2.1 Corporate Organisation

2.1.1 Corporate Emergency Coordination Centre (CECC)

2.1.2 Emergency Telephone Operator

2.2 Area Organisation

2.2.1 Local Emergency Control Centre (LECC)

Page 13 PR-1069 - Emergency Response Document Part III Printed 30/01/18

2.2.2 On Scene Commander (OSC)

2.3 Marine Organisation

2.3.1 Emergency Organisation

Figure 1 Marine Emergency Organisation

Page 14 PR-1069 - Emergency Response Document Part III Printed 30/01/18

2.3.2 On Scene Commander (OSC)

2.3.3 Berthing Masters Assistant (BMA)

2.3.4 Other Marine Personnel

2.3.5 Terminal Control Room

2.4 PDO Marine Resources

2.4.1 Marine Office

2.4.2 Mooring Tugs

2.4.3 Fast Response Vessels

Page 15 PR-1069 - Emergency Response Document Part III Printed 30/01/18

2.4.4 Maintenance Crew and Work Barge

2.4.5 Mina Al Fahal Tug Harbour and Jetty

2.4.6 Spares and Equipment

Mobilisation of this equipment during an emergency will take approximately 2 hours.

2.5 Medical Resources

2.6 External Resources

2.6.1 Diving Assistance

2.6.2 Government (Port Sultan Qaboos) Tugs

2.6.3 Royal Oman Police Coastguard

2.6.4 Aerial Support

2.7 Mutual Aid Resources

Page 17 PR-1069 - Emergency Response Document Part III Printed 30/01/18

2.7.2 Regional Clean Seas Organisation

2.7.5 Petroleum Association of Japan

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