SOPEP

Eikano Shipping & Trading SA . DATE 01.08.
2018
SHIP OIL POLLUTION EMERGENCY PLAN ISSUE 01
Eikano Shipping & Trading SA .

IMO Registered No: 6195089
Shipboard Oil Pollution Emergency Plan

SHIP’S NAME : Osprey Bulker
FLAG : PANAMA
IMO NO. : 9228265
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Eikano Shipping & Trading SA . DATE 01.08.2018
Shipboard Oil Pollution Emergency Plan

In accordance with Regulation 37of Annex I of MARPOL 73/ 78
Ship’s Identification
Name of ship Osprey Bulker
IMO Number 9228265
Type of Ship BULK CARRIER
Port of Registry PANAMA
Gross Tonnage 18049
Flag PANAMA
Call sign / MMSI No.
Owner / Managers: See Appendix 4

“Ship Interest Contacts”
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Table of Contents / Index of Sections
Introduction 5
Section 1: Preamble 6
Section 2: Reporting Requirements 8
2.1 General 8
2.2 Reporting Procedures 8
2.2.1 When to report 8
2.2.1.1 Actual Discharge 8
2.2.1.2 Probable Discharge 8
2.2.2 Information Required 9
2.2.3 Who to Contact 11
2.2.3.1 Costal State Contacts 1
2.2.3.2 Port Contacts 12
2.2.3.3 Ship Interest Contacts 12
2.2.3.4 REPUBLIC OF PALAU – List of Persons to be Contacted 13
Section 3: Steps to control Discharge 14
3.1 Operational Spills 14
3.1.1 Operational Spill Prevention 14
3.1.2 Pipeline Leakage 15
3.1.3 Tank Overflow 15
3.1.4 Hull Leakage 15
3.1.5 Spills Caused by Equipment in Machinery Spaces 16
3.2 Spills Resulting from Casualties 16
3.2.1 Ship grounded / Stranded 16
3.2.1.1 Prevention of Fire and Explosion 17
3.2.1.2 Extension of Hull Damage / Containment System Failure 17
3.2.1.3 Procedures to reduce or Stop outflow of Oil 17
3.2.1.4 Refloating by own means 18
3.2.1.5 Securing the Ship 18
3.2.2 Fire/Explosion 19
3.2.3 Collision - With fixed or moving object(s) 19
3.2.4 Hull Failure 20
3.2.5 Excessive List 21
3.2.6 Ship submerged/foundered/wrecked 21
3.2.7 Hazardous Vapor release 22
3.3 Priority Actions 22
3.4 Mitigating Activities 23
3.5 Transfer of Bunker / Lightening 24
3.6 Damage Stability and Hull Stress Calculation 24
3.7 General Responsibilities of the master and designated officers / Crew members 25
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3.7.1 General Responsibilities 26

3.7.2 Operational Oil Spill Response checklist 27
3.7.3 Casualty Oil Spill Response checklist 29
Section 4: National and Local Co-ordination 31
Section 5: Non-mandatory Information (Voluntary Part) 32
Appendix 1 Initial Notification 34
Appendix 2 Coastal State Contacts (Focal Points) 37
Appendix 3 Port Contacts 38
Appendix 4 Ship Interest Contacts 39
Appendix 5 SHIP’S PLANS AND DRAWINGS, INVENTORY OF OPP EQUIPMENTS, ONBOARD AND ITS 40
LOCATION, GUIDE LINES AND CREW TRAINING.
Appendix 5.1 Drawings list 40
Appendix 5.2 Ship Carried Response Equipment to Mitigate an Oil Discharge 41
Appendix 5.3 Crew Training 42
Appendix 5.4 Oil Spill Drills Record 43
Appendix 5.5 Bunkering Operations History 44
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Introduction
1. This shipboard Oil pollution prevention Plan (hereafter referred to as “Plan”) is written in accordance with the
requirements Of regulation 37of annex I of the international Convention for the prevention of
pollution from ships, 1973 as modified by the protocol of 1978 relating there to.
2. The purpose of the Plan is to provide guidance to the Master and officers onboard the ship with
respect to the steps to be taken when an oil pollution incident has occurred or is likely to occur.
3. The plan contains all information and operational instructions as required by the “Guidelines for
the development of the shipboard Oil pollution Emergency Plan” as developed by the (IMO) and
published under the Resolution MEPC 54(32) on 06 March 1992, as amended by resolution
MEPC 86(44) adopted on 13 March 2000. The appendices contain Name, Telephone, telex
numbers … etc. of all contacts referenced in the plan, as well as other reference materials.
4. The plan has been approved by the Administration and, expect as provided below, no alteration or
revision shall be made to any part of it without the prior approval of the administration.
5. Changes to section 5, and the appendices will not be required to be approved by the
administration. The appendices should be maintained up to date by the owners, operators and
managers.
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Section 1: Preamble
1.1 this plan is available to assist the ship’s personnel in dealing with an unexpected discharge of oil. Its
primary purpose is to set in motion the necessary actions to stop or minimize the discharge of oil and
to militate its effects.
1.2 Effective planning ensures that the necessary actions are taken in a structured, logical, safe and timely
manner
1.3 The primary objectives of this plan are to:
 Prevent oil pollution
 Stop or minimize oil outflow when a damage to the ship or its requirements occurs.
 Stop or minimize oil outflow when an operational spill occurs in excess of the quantity or
instantaneous rate permitted under the present convention.
1.4 Further, the purpose of the plan is to provide the master, officers and certain crew members with
practical guide to the prevention of oil spills and in carrying out the responsibilities associated with
regulation 37of annex I to MARPOL 73 / 78.
 Procedures to report an oil pollution incident
 Coastal State contacts (Focal Points) and Port Contact Lists to be contacted in the event of an
oil pollution incident.
 Response actions to reduce or control the discharge of oil following an incident
 Co-ordination with national and local authorities in combating oil pollution.
1.5 In summary, the plan will serve to promote a practiced response when the ship’s personnel is faced
with an oil spill.
1.6 Although the plan in designed as a ship-specific tool it must also be considered as an additional
instrument and as a link to shore-based plans. With this the plans allows an efficient co-ordination
between the ship and shore based Authorities/ Organizations in mitigating the effects of an oil
pollution incident.
1.7 The plan includes a summary flow chart (See page 7) to guide the master through reporting and
acting procedures required during an oil pollution incident response.
1.8 The plan is likely to be a document used onboard by the master and officers of the ship, and it’s
written therefore in their working language which is English language. Any change to Master and
officers which brings about an attendant change in their working language or languages understood
would require the issuance of the plan in the new language(s).
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1.9 Without interfering with the ship owner’s liability, some costal states consider that it’s their
responsibility to define techniques and means to be taken against a marine pollution incident and
approve such operations which might cause further pollution, i.e. lightening. States are in general
entitled to do so under the international convention relating to intervention on the High Seas in Cases
of Oil Pollution Casulaties , 1969 (1969 International Convention.
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Section 2: reporting requirements
2.1 General
The reporting requirements of this section complies with those of regulation 37of MARPOL 73 /
78, Annex I.
When the ship is involved in an incident which results in the discharge of oil, the Master is
obliged under the terms of MARPOL 73/78 to report details of the incident without delay, to the
nearest Coastal state by means of the fastest telecommunication channels available.
The intent of these requirements are to ensure that coastal states are informed, without delay, of
any incident giving rise to oil pollution, or threat of oil pollution, of the marine environment, as
well as of assistance and salvage measures, so that appropriate action may be taken.
Without interfering with shipowners’ liability, some coastal states consider that it is their
responsibility to define techniques and means to be taken against oil pollution, incident and
approve such operations which might cause further pollution, i.e. lightening. States are general
entitles to do so under the international Convention relating to intervention on the high seas in
cases of oil pollution Casualties, 1969
2.2 Reporting procedures

For easy reference the reporting requirements in the context of this plan are divided in the
following
information blocks:
2.2.1 When to report

Taking the summary flowchart as shown on page 6, as a basic guide into consideration reports are
necessary in the following cases:
2.2.1.1 Actual discharge
A report to the nearest Costal State is required to be sent by the Master whenever there is :
- A discharge above the permitted level of the Oil for whatever reason including those for the
purpose of securing the safety of the ship or saving life at sea; or
- A discharge during the operation of the ship of Oil in excess of the quantity instantaneous
rate permitted under the present convention.
2.2.1.2 Probable Discharge

The master is obliged to report even when no actual discharge of oil has occurred but there is a
probability that one could.
However, as it is not particle to lay down precise definitions of all types of situations involving
Probable discharge of oil which would warrant an obligation to report the Master is obliged to
judge
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by himself whether there is such probability and whether a report should be made.
Therefore, it is recommended that, at least, the following events:
 Damage, failure, or breakdown which affect the safety of the ship (e.g. collision, grounding,
fire, explosion, structural failure, flooding, cargo shifting, etc..)
 Failure or breakdown of machinery, or equipment which results in impairment of the safety
of navigation (e.g. failure or breakdown of steering gear, propulsion, electrical generating
system, essential ship borne navigation aids etc..)
The master is deciding on the need to report should consider at least the following factors :
 Nature of the damage, failure or breakdown of the ship, machinery or equipment.
 Ship location and proximity of land or other navigational hazards.
 Weather, tide, current and sea state, and
 Traffic density.
If in doubt, the master should always make a report in cases aforementioned.
In all cases, the authorities should be kept informed by the master as how the situation progress
and
be advices when all treat of pollution has passed.
2.2.2 Information required:
As required in article 8 and protocol I of MARPOL 73/78 Convention the Master or other persons
having charge of the ship, should report the particulars of any pollution incident. In this context,
the international Maritime organization (IMO) in 1997, adopted Resolution A.851 (20) “General
Principles for ship reporting systems and ship reporting requirements, including guidelines for
reporting Incidents involving Dangerous Goods, Harmful Substances and / or marine pollutants”.
as amended by Resolution MEPC 138(53)
The intent of the resolution aforementioned is to enable Coastal States and other interested parties
to be informed, without delay, of any incident giving rise to oil pollution, or threat of oil
pollution, of the marine environment, as well as for assistance and salvage measures, so that the
appropriate action may be taken.
Nothing in this chapter relieves the master in using sound judgment to make sure that any
incident or probable discharge of oil is reported as quick as possible in the prevailing situation.
When transmitting initial report to the authorities of the nearest Coastal state, the Master or other
persons dealing with such a transmission take note of resolution A.851 (20).
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Especially, the format of the initial report as well as supplementary of follow up reports should
conform with the guidance contained in Res. A. 851 (20). All reporting whether initial or follow
up, should follow IMO’s reporting format as outlines below, and should contain the following
information:
Label Function Explanation

A Ship Name, call sign, and nationality
B Date and time (UTC) of event a 6 digit group giving latitude in degrees and
minutes suffixed with N or S, and a 5 digit group
giving longitude in degrees and minutes suffixed
with E or W
C Position A 4-digit group giving latitude in degrees and
Minutes suffixed N or S, and a 5 digit group
Giving longitude in degrees and minutes suffixed
With E or W.
D Positions True bearing (first 3 digits) and distance ( state
distance ) in nautical miles from clearly identified
landmark (state Landmark)
E True Course A 3 digit group.
F Speed at time of incident in knots and tenth of knots as a 3 digits group
L Route information Details of intended track.
M Radio Communications Full details of radio stations (Names) and
frequencies being guarded.
N Time (UTC) of next report a 6 digit group as under BB above.
P Cargo onboard: can be type(s) and quantity(ies) of cargo/ bunker onboard
Included in “RR” as relevant and brief details of any dangerous cargoes as well as
harmful substances and gases that could endanger
persons or the environment.
Q Defect or damage or deficiencies Brief details of conditions of the ship as relevant;
Or other limitations ability to transfer cargo / ballast/ bunker fuel.
R Description of pollution or Brief details of pollution; this should include
Possible discharge. the type(s) of fuel oil, an estimation of the quantity
discharged, whether the discharge is continuing the
cause of discharge and, if possible,
an estimate of the movement and area of slick.
S Weather Conditions Brief details of weather and sea conditions
prevailing including wind force, and direction, and
relevant swell details.
T Ship’s representative and / or Name, Address, fax, and telephone number of
Owner the ship owner and representative (charterer,
manager, or operator, or agents)
U Ship’s size, and type Details of Length, breadth, and type of ship as
well as draught.
X Miscellaneous and additional Any other information including relevant details,
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Information such as brief details of incident, need for outside

assistance, action being taken to limit further
discharge; details of any personnel injuries sustained,
details of P&I Club, and local correspondent.
A sample format for initial notification and detailed example of an initial report is shown within
the appendices under App. 1.
All follow up reports by Master should include information relevant to the coastal State
Authorities to keep them informed as the incident develops.
Follow up reports should include information on any significant changes in the ship’s condition,
the rate of release and spread of oil, weather, and sea conditions and clean up activities underway.
In the context details of bunker disposition, condition of any empty tanks, and nature of any
ballast carried are information needed by those involved in order to assess the threat posed by an
actual or probable discharge of oil from the damaged ship.
2.2.3 Who to contact
The master is responsible for reporting any incident involving an actual or probable discharge of
oil.
Taking into consideration the summary flowchart shown on Page 7, the master of the ship
involved
in any kind of an actual or probable discharge of oil, cases of which are defined under Section 2
(Sub paragraph 2.2.1.1 and 2.2.1.2) of this plan should report details of the incident immediately (
see Appendix 1)
Nothing in this chapter relieves the Master from using sound judgment to make sure that any
incident is reported as quick as possible in the prevailing situation.
2.2.3.1 Coastal state Contacts
In order to expedite response and minimize damage from an oil pollution incident at sea, it is
essential that appropriate Coastal State be notified without delay by the master.
In this context the use of the list of agencies or officials of Administrations responsible for
receiving and processing reports ( so called “Focal Points”) as developed by the Organization
(IMO) in conformity with article 8 of the convention is recommended.
Such a list is shown under App. 2.
An updated list of existing “Focal points” is available from the internet pages IMO under address:
http://www.imo.org/>>National Contacts >>> MEPC.6/Circ. xx

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in the absence of such list or listed Focal point for a single country / Coastal state, the Master
should contact by quickest available means
 The nearest coastal radio station or
 The designated ship movement reporting station or
 The nearest Rescue Co-Ordination Center (RCC)
2.2.3.2 Port Contacts
For the ship in port, notification of local agencies, combating teams or clean up companies will
speed up response. If an oil spill occurs during the ship’s stay in port, whether operational or as a
result of an incident, the master should inform the appropriate local agencies (e.g. National
Reponse Center, Terminal / Port Authorities etc.) without undue delay.
If the ship is engaged in regular service between ports / terminals the master or any other person
aboard delegated by the master should provide a list with the relevant port contact addresses for
each port served regularly of Authorities / Persons and / or terminals dealing with an oil spill.
This list should be regularly updated.
The port contact list is shown in the app. 3.
If a change in the ship’s range of trade or a change in the address of persons / Authorities of the
ports / terminals served regularly takes place, the Master or any other person aboard delegated by
the master is required to issue a new list.
Where the ship’s service make it not feasible to prepare such a list, the master should seek
guidance concerning such local port contacts and local reporting procedures upon arrival in the
port.
Addresses obtained in this way should be documented aboard, in the form that the master
considers most effective and should be attached to the plan.
2.2.3.3 Ship interest Contacts
For Ship interest Contacts it is necessary to have information at the Master’s Disposal in case of
an
oil spill for informing the home office of the ship’s owner or operator, the local agent of the
company, the appropriate P&I club and correspondents, clean up contractors etc.
This information should be provided in the form of a so-called “ship interest contact list”
The “Ship interest Contact List” is shown in the Appendix 4.
To avoid a duplication of reports and to coordinate the plan and the company’s shore side plan(s)
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responsible for informing the various Ship interested Contacts is
■ VESSEL OPERATOR / TECHNICAL MANAGERS
2.2.3.4 REPUBLIC OF PANAMA – List of Persons to be Contacted
Chief of Maritime Safety:
Eng. Jose MaciasDeputy
Chief of the Navigation and Safety Department
Email: jmacias@amp.gob.paTel.: (507) –501-5084Fax.: (507) –501-5035
Directorate General of Merchant
MarinePanama Maritime Authority
Phone: (507) 501-5348 / 5350Fax: (507) 501-5363 / 5364
E-mail:rberrocal@segumar.com, deputychief@segumar.com,
Section 3: Steps to control discharge
Ship personnel will most probably be in the best position to take a quick action to mitigate or
control
the discharge of oil from their ship.
Therefore, this plan provides the master with clear guidance on how to accomplish this mitigation
for a variety of situations.
It is the Master’s responsibility to initiate a response in the event of discharge of oil or substantial
threat of discharge of oil – actual or probable – into the waters.
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In no case action should be taken that in any way could jeopardize the safety of personnel either
onboard or ashore.
The following enumeration specifies different kinds of possible operational oil spills with regard
to reactions to be taken.
WHENEVER AN OIL SPILL OCCURS IT’S THE DUTY OF THE PERSON FINDING THE
SPILL TO IMMEDIATELY INFORM THE MASTER OR RESPONSIBLE OFFICER, WHO
SHOULD CALL OUT THE VESSEL’S OIL POLLUTION PREVENTION TEAM.
REMEMBER THAT AN OIL SPILL MAY CREATE A FIRE OR EXPLOSION HAZARD,
REQUIRING SAFETY PRECAUTIONS TO BE OBSERVED.
3.1 Operational Spills

3.1.1 Operational Spill prevention (please refer to the checklist of subsection 3.7.2)
Crew members shall maintain a close watch for the escape of oil during bunker operations.
Prior to bunker transfer the competent crew members should mobilize the oil spill equipment, as
far
as available on board, and place it close to the planned operation, e.g. along the railing on the side
at which bunker operation takes place.
Before bunker handling commences, all deck scuppers and open drains must be effectively
plugged.
Accumulations water should be drained periodically and scupper plugs replaced immediately
after the water has run off. Any free floating oil or oil droplets should be removed prior to
draining.
Bunker tanks which have been topped up should be checked frequently during the remaining
bunker operations to avoid an overflow.
Unless there are permanent means for retention of any slight leakage at ship / shore connections
for bunker transfer, it is essential that a drip tray is in place to catch any leaking oil.
The removed bunker oil and used clean-up materials should be retained onboard in proper
containment units until it can be discharged to a reception facility.
3.1.2 Pipeline Leakage (please refer to the checklist of subsection 3.7.2)
If a leakage occurs from a pipeline, valve, hose or metal arm, operations through that connection
should be stopped immediately until the cause has been as curtained and the defect remedied.
Defective pipe sections should be isolated. Affected sections should be drained down to an
available empty or slack tank.
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If a leakage occurs from hydraulic pipeline, operations should be stopped immediately.
Initiate clean-up procedures.
The removed bunker oil and the used clean-up materials should be retained onboard in a proper
Inform in line with section 2 all parties interested about pipeline leakage and the actions taken so
far.
3.1.3. Tank overflow (please refer to the checklist of subsection 3.7.2)
If there is a tank overflow all bunker operations should be stopped immediately and should not be
restarted until the fault has been rectified and all hazards from the released oil have been
eliminated.
If there is any possibility of the released oil or oil vapors entering an engine room intake
appropriate prevention steps must be taken quickly.
Promptly shift bunker oil from the tank overflowed to an available empty or slack tank or prepare
pump(s) or transfer the excess ashore.
Initiate clean-up procedures

The removed bunker oil and the used clean-up material should be retained onboard in proper
3.1.4 Hull leakage (please refer to the checklist of subsection 3.7.2)

Identify leakage tank; consider diver if necessary and possible.
Reduce level in tank in question well below sea level.
If it is not possible to identify the leaking tank, reduce level in all tanks in vicinity. In this case,
give
careful consideration to hull stress and stability.
If there is a spillage due to suspected Fuel leakage, reduce the head of bunker and promptly
transfer
the bunker oil to an available empty slack tank or, if berthed, discharge ashore in suitable barges
tanks.
Inform in line with Section 2 all parties interested about Hull Leakage, and the actions taken so
far.
3.1.5 Spills caused by equipment in machinery spaces
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If operational oil spills are caused by a failure of equipment in machinery spaces, any further
operations of the equipment should be stopped immediately or measures are to be taken to avoid
an
oil spill.
Such equipment may be:
 Oily water separating equipment or oil filtering equipment to decil bilge water from the
engine room bilges
 Valves in pipes connecting the ballast / Bridge systems
 Cooling pipes in oil cooler systems
 Gearing of bow thrusters.
 Stern tubes.
The removed bunker oil and the used clean-up material should be retained onboard in proper
3.2 Spills resulting from causalities (please refer to the checklist of subsection 3.7.3)
In the event of casualty the master’s first priority is to ensure the safety of the ship’s personnel,
and to initiate actions which may prevent escalation of the incident and marine pollution.
3.2.1 Ship grounded / Stranded
The master’s priority should be to ensure that he as soon as possible receives detailed information
about the damage that the ship has been sustained, in order to determine remedial action to be
taken
for ensuring the safety of the ship and its crew.
Furthermore, the master should also consider
 Danger to the ship’s complement id the ship should slide off grounding site.
 Danger of ship being shattered by heavy seas or swell
 Health hazards to the ship’s crew and surrounding population due to release of oil or other
hazardous substances in dangerous concentrations.
 That fires may start due to released flammable substances and uncontrolled sources.
 Should the damage which the ship sustained be of such an extent that the stability cannot be
computed onboard, the Master should seek assistance according to subparagraph 3.3
Also, the ship’s Master shall take into account the following considerations:
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 Is the vessel constantly being struck in the seaway?

 Is the vessel exposed to torsion?
 Is there a large difference in the tidal rangers at the grounding site?
 Are there strong tidal currents in the grounding area?
 May the vessel drift further up on the shore, due to high tides, wind and waves?
3.2.1.1 Prevention of fire and explosion
If the ship is aground and therefore cannot maneuver, all possible sources of ignition should be
Eliminated and action taken to prevent flammable vapors from entering the machinery spaces of
the
accommodation.
3.2.1.2 Extension of hull damage / containment System Failure
First visual inspection should be carried out.
Check for visible oil along hull or in wake of the ship during day time. At night a stick with white
Cloth (or sheet of sorbent) around it may be lowered in the water alongside the ship to check for
oil
Leakages.
All ballast / Bunker tanks to be sounded
All other compartments which may have contact with the sea should be sounded to ensure that
they
are intact.
Soundings of ballast tanks/bunkers tanks are to compared with last soundings to check for
possible
leaks.
Sounding to be taken around the ship establish the ship’s position on the grounding area.
When the ship is aground, due regards should be given to the indiscriminate opening of ullege
plugs,
sighting ports, etc.. as loss of buoyancy could be the result of such actions.
Any list of the ship shall be noted and included in the report for assistance.
3.2.1.3 Procedures to reduce or stop out flow of oil
The master should assess the possibility of damage to the environment, and whatever action can
be
taken to reduce further damage from an oil release, such as:
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 Transfer of bunkers internally provided provides shipboard piping system is in an operational

condition.
 If the damage is fairly limited and restricted, i.e. to one or two tanks, consideration should be
given to transfer of bunkers, internally from the damage tank(s)to intact tanks, taking into
account the impact on the ship’s overall stress and stability.
 Isolate damaged / penetrated bunker tank(s) hermetically to insure that hydrostatic pressure
in the tanks remains intact during tidal changes.
 Evaluate possibility of pumping water into a damaged tank in order to form a water bottom
stopping the outflow of oil.
 Evaluate the necessity of transferring bunkers to barges or other ships and request such
assistance accordingly.
 Evaluate the possibility of additional release of oil.
In case of large differences between the tide levels, the master should try to isolate the damaged
tank(S) to reduce the additional loss of bunker oil..
3.2.1.4 Refloating by own means
The master should also evaluate the question of refloating the vessel by own means. Before such
an
attempt is made, it must be determined:
 Whether the ship is damaged in such a way that it may sink, break up or capsize after getting
off.
 Whether the ship after getting off may have maneuvering problems upon leaving the
dangerous area by own means.
 Whether machinery, rudder or propeller are damaged due to grounding or may be damaged y
trying to get off ground by own means.
 Whether the ship may be trimmed of lightened sufficiently to avoid damage to other tanks in
order to reduce additional pollution from bunker spillage.
 Whether evaluation: whether there is time / reason to await improvements in the weather or
tide.
3.2.1.5 Securing the ship:
If the risk of further damage to the ship greater in an attempt to refloat the ship by own means,
than in remaining aground until professional assistance has been obtained, the ship’s Master
should try to secure the ship as much as possible by:
 Trying to prevent the ship from moving from first present position.
 By dripping anchors (Adequate water depth and anchor ground provided)
 By taking ballast into empty tanks, if possible.
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 Trying to reduce longitudinal strain on hull by transferring ballast or bunkers internally

 Reducing fire risk by removing all sources of ignition.
Inform in line with section 2 all parties interested about the grounding and the actions taken
so far.
3.2.2 Fire / Explosion (please refer to the checklist of subsection 3.7.3)

Should an explosion and a fire occur on board, sound general alarm immediately.
Further actions should be initiated in accordance with the ship’s master list.
In case of fire and explosion the following priorities exist:
 Rescuing lives
 Limiting the damage danger to the ship and cargo.
 Preventing environmental pollution.
Steps to control the discharge of oil will depend largely on the damage of the ship and cargo,
Special information thereto is contained in subparagraphs 3.2.4, 3.2.5 and 3.2.6.
Inform in line with section 2 ll parties interested about the fire/explosion and the actions taken so
far.
3.2.3 Collision with fixed or moving object(s) (please refer to the checklist of subsection 3.7.3)
Should the ship be involved in a collision with another ship, the Master should as soon as
possible
Identify the extent of damage to his own vessel.
When a collision occurs, the General alarm should be sounded immediately for the personnel to
Muster at their designated muster stations:
The following check list should assist the master in assessing the situation:
 Are any tanks penetrated above or below the waterline?

 If ships re dead in the water and interlocked, what is most prudent, to stay interlocked or
separate?
 If there any oil spill at present – small or large? Will a separation of the interlocked ships
create a larger oil spill than if ships sty interlocked?
 If there is an oil spill, will the separation of the ships cause sparks that can ignite the spilled
oil or other flammable substances leaked out from the ships?
 Are the ships creating a greater danger to other traffic in the area if they are interlocked than
is separated?
 Is there a danger to either ship of sinking after being separated?
 If the ships are separated, how is the maneuverability of the own ship?
If separation of the ships takes place, after course to bring the own ship windward of any oil slick,
if possible.
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Shut down all none essential air intakes
Isolate damaged penetrated tank(s) by hermetically closing the tank(s), if possible.
When it is possible to maneuver, the Master, in conjunction with the appropriate shore
authorities,
should consider moving his ship to a more suitable location in order to facilitate, emergency
repair
work of lightening operations, or to reduce the threat posed to any sensitive shoreline areas.
Inform in line with section 2 all parties interested about the collision and the actions taken so far.
3.2.4 Hull failure (please refer to the checklist of subsection 3.7.3)

Should the ship loose one or more shell plantings, develop major cracks, or suffer severe damage
to
the hull, the master should immediately sound the General Alarm to call the crew members to
their
muster stations, and inform them of the situation, and prepare lifeboats for launching if necessary.
The master should then asses the situation, and confer with his senior officers.
The master should obtain the latest weather forecast, and asses its impact of the present situation.
Furthermore, the following questions should be considered and should be asked:
 Is the ship in any immediate danger of sinking or capsizing?
If YES:
 Send distress message

 Immediately abandon ship
If NO, initiate damage control measures as found necessary by considering the following points:
 Can the vessel maneuver on its own?

 Has the ship lost buoyancy?
 If the ship has a list due to loss of ballast, cargo/bunker or buoyancy, is it necessary and
Possible to rearrange the bunker or ballast by internal transfer operation in order to bring the
ship to an even keel?
 Is it necessary to dump cargo in order to maintain stability without changing the stress
situation?
 Can this operation wait till another ship/barge can receive that cargo?
P a g e | 21
 Is there any abnormal change in the ship’s stability and stress situation?
 Can the change in the ship’s stability and stress situation be monitored and calculated on
board? If not, the master should seek assistance according to subparagraph 3.3.
 Does the ship need assistance or escort to nearest port of refuge or repair port?
 Might is be prudent to salve part of the crew members in case the situation should worsen, or
is it necessary to abandon the ship totally?
Inform in line with section 2 all parties interested about hull failure and the actions taken so
far.
3.2.5 Excessive List (please refer to the checklist of subsection 3.7.3)
Should the ship for some reasons suddenly start to list excessively during discharging/loading
Operations, or bunkering, all ongoing operations should be stopped immediately until the cause
has
Been determined.
The officer on duty should inform the Master and or chief officer without delay.
The Master should try to determine the reason for the excessive list, and take steps to rectify the
situation and stabilize the ship’s condition:
 Check reason(S) for list

 Soundings / Ullage to be taken in all tanks
 Bunker / Ballast pumps to be made ready
 Consider measures to minimize list in transferring liquid from one compartment to another
 Ensure water tightness of empty spaces
 Close all openings
 Secure vent pipes to avoid ingress of water.
 If bunkering: Change the corrective tanks for rectifying the situation
 If ballasting / deballasting: change to corrective tanks to rectify the situation
 If there is reason to believe that the list may cause an oil spill, notify as per Section 2
 If the ship’s crew in jeopardy, prepare lifeboats for launching, and notify as per section 2
If the situation is brought under control, inform all parties interested.
3.2.6 Ship submerged/foundered / wrecked (please refer to the checklist of subsection 3.7.3)
STEPS TO BE TAKEN IMMEDIATELY: RING GENERAL ALARM, MASTER ON THE

BRIDGE, REDUCTION OF SPEED – ALL OPENINGS IN HULL & SUPERSTRUCTURES TO
BE CHECKED FOR WATERTIGHT INTEGRITY. ENSURING ALL WATERTIGHT DOORS,
P a g e | 22
SEWAGE AND OTHER RELEVANT DAMAGE CONTROL VALVES ARE CLOSED. EXHIBIT
N.U.C LIGHTS, SHAPRES, USE SOUND SIGNALS.
If the ship is wrecked to the extent that it or part of it are submerged take all measures to evacuate
all
persons onboard. Avoid contact with any spilled oil, alert any ships and/or the nearest coastal
state
for assistance in rescuing lives and the ship as far as possible.
FURTHER MEASURES : Should the vessel’s draft be outside the range of the vessel’s stability computer
system then the Company must be supplied with all the relevant information so the necessary damage
stability and strength calculations to be performed. If there is an Oil Spill or threat of Oil Spillage, notify
the appropriate parties at a convenient time of the emergency, as per section 2 of this plan.
3.2.7 Hazardous vapor release (please refer to the checklist of subsection 3.7.3)
In case of any vapor release out of the containment system precautions have to be taken to protect
the persons onboard against contamination. The ship should be brought with the accommodation
upwind of the oil spill area as far as possible. The crew should be evacuated from any area of
risk. All
Possible sources of ignition should be eliminated and non-essential air intakes shutdown to
prevent
intake of vapor into accommodation and engine spaces.
If unavoidable work has to be carried out within risk areas, the involved persons have to wear
protective closing and breathing apparatus.
3.3 Priority action
Top priority shall in all cases of casualty be put on the safety of the persons onboard, and to take
actions to prevent escalation of the incident.
Immediate consideration should be given to protective measures against fire, explosions, and
personnel exposure to toxic vapor.
Detailed information about the damage sustained to the ship and its containment system has to be
Obtained. On the basis of the information the master can decide next actions for the protection of
Lives, the ship, the cargo and the environment.
The master should take into account the following when he is determining whether salvage
assistance
Will be needed or not:
 Nearest land or hazard to navigation
P a g e | 23
 Vessel’s set and drift

 Estimated time of casualty repair
 Determination of nearest capable assistance and its response time.
in case of necessary movement of cargo within the ship careful consideration is to be given to
hull
strength and stability.
Plans/tables about the location and specification of the current cargo as well as bunkers and
ballast
Have to be readily available.
3.4 Mitigating activities
3.4.1 Assessment and monitoring requirements: Emergency situations should be monitored and
assessed to identify possibilities for the situation to escalate. These situations should be
monitored through the frequent soundings of tanks, monitoring of hazardous vapour release by
using portable instrumentation, monitoring of the surrounding situations including any changes of
weather and if the vessel is aground the monitoring of soundings around the ship (sea depth).
Sampling should be employed where considered necessary which could indicate the broaching of
fuel/lub./waste oil or ballast containment.
3.4.2. Personnel and protection issues: Marine Safety Data Sheets (MSDS) for bunkers should be
consulted and the applicable safety precautions taken prior the initiation of any oil pollution
response/remedy actions and/or clean-up procedures (for oil spilled on main deck). MSDS give
details of emergency procedures, and health physical data for particular fuel/diesel/lub oils.
Protective clothing (e.g., gloves, boots, masks, protective clothing (proper uniforms), breathing
apparatuses, tight-fitting goggles, anti-sparking tools, explosion-proof lamps, etc.) should be
issued and worn by the crew involved in oil pollution response/remedy actions and/or clean up
procedures in accordance with advice in MSDS.
3.4.3. Containment and other response procedures: In the event of spillage from the containment area
shipboard response shall be in accordance with the specific requirements of this manual always
taking into account the response equipment, which is shown in Appendix 5.2 The responsible
person for the deployment, oversight and maintenance of the anti-pollution equipment carried on
board is the Chief Officer. The officers and the crew should be familiarized with the safe use of
the aforesaid equipment during the scheduled oil spill response drills conducted on board and
these drills should be appropriately logged.
3.4.4. Isolation procedures:
3.4.4.1. Isolating procedures shall include remedial actions to isolate bunker spaces that have
been damaged/fractured/broached in order to mitigate the quantity discharged (i.e.,
transferring bunkers from any broached fuel/lub oil tank to another undamaged,
plugging of the deck scuppers, fitting drip pans/suitable containers under fuel stations,
removal of oil on deck by using resources available on board and storing them in safe
P a g e | 24
and segregated spaces (i.e., in barrels, etc.) in order to isolate them against fire and
further pollution). The aim is the clean and safe areas remain safe and clean after the
damage occurrence.
3.4.4.2. The isolation of persons affected to safe areas for medical attention. Radio Medical
advice shall be taken in all cases of doubt or symptoms beyond the scope of attention
by ship’s staff. The ship’s hospital or crew members’ cabin shall be used for isolating
persons affected with symptoms caused due to the oil spill.
3.4.5. Decontamination of personnel: Protective clothing should be worn in accordance with the
particular type of oil (fuel/diesel/lub/waste oil) which personnel are likely to come in contact
with. On completion of operations all protective clothing should be cleaned and stored for further
use. On no account should contaminated clothing be allowed within the accommodation spaces.
3.4.6. Disposal of removed oil and used clean-up materials : Disposal of removed fuel/diesel/lub/waste
oil and contaminated clean-up materials (e.g., absorbent bands/booms, plastic bags, sawdust,
buckets, etc.) should always be in accordance with MARPOL 73/78 (Annex I and Annex V) and
the vessel’s “Garbage Management Plan”.
3.5 Transfer of Bunker Lightening
If the ship has sustained extensive structural damage, it may be necessary to transfer all or part of
the
Dry Cargo or the bunkers to another ship; however, this section refers to bunker transfer
procedures only.
In Ship to Ship transfer operations involving a specialized service ship, the master of that ship
will
normally be in overall charge.
In the case of non specialized ships, the master of other person in overall charge of the operation
Should be mutually agreed, and clarity established by the masters concerned prior to the start of
Operations.
The actual bunker transfer should be carried out in accordance with the requirements of the
Receiving ship.
In all cases, each Master remains responsible for the safety of his own ship, its crew,
cargo/Bunker
And equipment and should not permit their safety to be jeopardized by the action of the other
Master, his owner, regulatory officials or others.
The ship to ship transfer operation should be coordinated with the appropriate responsible local
Authority.
When selecting the area of operation the Master(s) should consider the following points:
 The need to notify and obtain the agreement of any responsible authority.
3.6 Damage stability and hull stress calculation
P a g e | 25
Onboard equipment for calculating stability and shear forces and bending moments is generally
designed to provide results for undamaged (intact) vessel. In a damaged condition, when hull
integrity has been effected, any internal transfer of liquids ( ballast or bunkers ) has to be
carefully evaluated given the potential impact on longitudinal strength and stability. Actions to
mitigate the spillage of bunkers for damaged vessel or free the vessel when aground, requires the
involvement of Operator’s head office “see appendix 4” and the organization providing Damage
Stability & Longitudinal Strength Calculations.
Master
3.7 General responsibilities of the Master and designated officers and Crew members
Chief Officer Chief Engineer.
Officer on Duty Engineer on Duty.
Deckhands on Duty Engine Rating On Duty
P a g e | 26 All off-duty personnel
(As needed)
3.7.1 General responsibilities
The following crew members are in charge in the event of an oil spill – Actual of probable – to
bring
the accident under control, limit outflows, organize onboard clean-up procedures and determine
the
additional manpower needed
Ranking Duties
Master Overall in charge of operation onboard dealing with an oil
spill;
Responsible for all steps to be taken especially for the two
P a g e | 27
main
Categories reporting and action, keeps log off all events and
progress of actions
Chief Officer In charge of deck operations; should keep the master informed
And updated on the situation and the result from action taken
to limit oil outflow.
Chief engineer In charge of bunker operation
Should keep the master informed and updated on the situation
and the result from action taken to limit oil outflow.
Deck duty officer Tank overflow (bunkering
Alter and inform chief officer / chief engineer on situation;
mobilize off duty crew as necessary.
Duty engineer Assist chief engineer; prepare for fire fighting; ensure
sufficient power and water to deck; Organize onboard cleanup
equipment
Duty rating(s) If anoil leakage is detected alert immediately by all possible
Means inform officers on duty immediately; position sorbent
material/ cleanup material to prevent any escaped oil from
Reaching the railing; commence cleanup by using as far as
available onboard, the cleanup equipment.
3.7.2 Operational Oil Spill Response Check List
The check list is intended for response guidance when dealing with an oil spill during bunkering
operations. Responsibility for action to deal with other emergencies resulting from an oil spill will be as
laid down in existing plans, such as the Emergency Muster List.
ACTION TO BE CONSIDERED ACTION RESPONSIBLE PERSON
TAKEN
P a g e | 28
IMMEDIATE ACTION
Sound Emergency Alarm / Advise Duty Officer Yes / No Person Discovering Incident
Initiate Ship Emergency Response Yes / No Deck Officer On Duty
INITIAL RESPONSE
Cease All Bunkering / Dry Cargo Operations Yes / No Engineer on Bunkering Duty / Deck
Officer on Duty
Close Bunker Manifold Valves Yes / No Second Engineer / Deck Officer on

Duty
Stop Air Intake To Accommodation Yes / No Deck Officer on Duty
Stop Non-Essential Air Intake to E.R. Yes / No Engineer on Duty
Locate Source of Leakage Yes / No Deck Officer on Duty
Stop or Reduce Flow of Bunker - Activate Yes / No Engineer on Duty / Deck Officer on
Emergency Stop Duty
Commence Clean-up Procedure Using Sorbents Yes / No Chief Engineer/Chief Officer

And Permitted Solvents
Comply With Reporting Procedures, as per Section Yes / No Master/G.M.D.S.S. Operator on Duty
2
SECONDARY RESPONSE
Assess Fire/Explosion Risk From Release of Yes / No Master/Chief Officer/Chief Engineer

Flammable Substance
Sound all Ballast and Bunker Tanks and Compare Yes / No Third Engineer / Deck Officer
the Soundings with the Departure/Initial Ones
Reduce Bunker Level in Relevant Tank by Yes / No Chief Engineer / Engineer on Duty
Dropping Oil Into Empty / Slack Tanks
Reduce Bunker Tank Oil Levels in Suspect Area Yes / No Chief Engineer / Engineer on Duty
Drain Affected Line to Empty/Slack Tank Yes / No Engineer Officer on Duty / Third
Engineer
Prepare Pumps For Transfer of Oil to Other Tank(s) Yes / No Chief Engineer / Second Officer /
or Shore Lighter Chief Officer
Prepare Portable Pumps If Not Possible to Transfer Yes / No Chief Engineer / Chief Officer
Spilt Bunkers to Empty Tank
FURTHER RESPONSE
Pump Water Into Leaking Tank to Create Water Yes / No Chief Engineer / Chief Officer / Deck
P a g e | 29
Cushion to Prevent Further Bunker Loss Officer on Duty
If Leakage Below Waterline Arrange Divers for Yes / No Master

Investigation
Calculate Stresses/Stability. If Necessary Request Yes / No Master/Chief Officer

Shore Assistance with this
Transfer Internally Ballast or Bunkers to Alleviate Yes / No Chief Officer/Chief Engineer

High Stresses Taking into Consideration the
Vessel’s Actual Longitudinal Strength & Damage
Stability
Stow Residues From Clean-up Carefully Prior To Yes / No Chief Officer/Deck Officer on
Disposal Duty/Deck & Engine Ratings
Consider Mitigating Activities (see Section 3.4) Yes / No Master
3.7.3 Casualty Oil Spill Response Check List
The check list is intended for response guidance when dealing with an oil spill following a casualty.
Responsibility for action to deal with the casualty itself will be laid down in existing plans, such as the
P a g e | 30
Emergency Muster List. The term “Navigator” refers to the officer responsible for passage planning and
voyage analysis; usually the Second Officer.
ACTION TO BE CONSIDERED ACTION PERSON RESPONSIBLE

TAKEN
IMMEDIATE ACTION
Sound Emergency Alarm / Advise Duty Officer Yes / No Person Discovering Incident
Initiate Vessel Emergency Procedures Yes / No Deck Officer On Duty
INITIAL RESPONSE
In Case the Vessel is Grounded/Stranded or Yes / No Deck Officer On Duty

Submerged/Foundered/Wrecked:
Call Master on the Bridge - Reduction of Vessel’s

Speed - Exhibit N.U.C. Lights / Shapes. Use sound
signals.
Stop Air Intake To Accommodation Yes / No Deck Officer on Duty
Stop Non-Essential Air Intake to E.R. Yes / No Engineer Officer on Duty
Assess Further Danger to Ship – Personnel Such as Yes / No Master

Capsize Or Immediate Sinking
Cease All Dry Cargo & Other Non-Essential Yes / No Deck Officer on Duty
Operations
Cease All Bunker Operations Yes / No Engineer on Bunkering Duty
Assess Whether Oil Has Actually Been Spilt Yes / No Chief Officer
Assess Whether There is a Probability that Oil will Yes / No Chief Engineer / Chief Officer
be Spilt
Comply With Reporting Procedures, as per Section 2 Yes / No Master/G.M.D.S.S. Operator on Duty
Sound All Ballast and Bunker Tanks & any other Yes / No Third Engineer / Deck Officer
Compartments considered necessary
Sound Around Vessel if Aground Yes / No Chief Officer
Request Outside Assistance Yes / No Master/G.M.D.S.S. Operator on Duty
Stop or Reduce Flow of Bunker - Activate Yes / No Engineer on Duty / Deck Officer on Duty
Emergency Stop
Counter Excessive List/Close all watertight doors Yes / No Chief Officer/Deck Officer on Duty
and openings
Contain Spilt Bunker Oil Yes / No Chief Engineer/Chief Officer
P a g e | 31
Commence Clean-up Procedures Using Sorbents Yes / No Chief Officer /Chief Engineer
And Permitted Solvents
FURTHER RESPONSE
Assess Fire/Explosion Risk From Release of Yes / No Master/Chief Officer/Chief Engineer

Flammable Substance
In Case of Grounding/Stranding Consider the Topics Yes / No Master

of Section 3.2.1
In Case of Collision Consider the Topics of Section Yes / No Master

3.2.3
Consider Evacuation of Non-Essential Crew Yes / No Master
Assess Likelihood of further Damage to Vessel or Yes / No Master

Cargo
Calculate Stresses/Stability. If Necessary Request Yes / No Master/Chief Officer

Shore Assistance with this, after Master’s Consent
Transfer Internally Ballast or Bunkers to Alleviate Yes / No Chief Officer/Chief Engineer

High Stresses Taking into Consideration the Vessel’s
Actual Longitudinal Strength & Damage Stability
Request Assistance/Escort to Port of Refuge Yes / No Master/G.M.D.S.S. Operator on Duty
Manoeuvre Upwind Of Spill/Away From Land Yes / No Master
Assess Whether Tide will Worsen Situation Yes / No Navigator
Obtain Weather Forecast and Assess Effect Yes / No Master/G.M.D.S.S. Operator on Duty
Prepare Pumps for Transfer of Bunkers to Other Yes / No Chief Engineer / Second Officer / Chief
Tank(s) or to Shore or Lightening Vessel Officer
Consider Mitigating Activities (see section 3.4) Yes / No Master
Reduce Liquid Levels in way of the Suspect Area Yes / No Chief Engineer / Engineer on Bunkering
Duty
Designate Stowage for Residues from clean-up prior Yes / No Chief Officer/Deck Officer on Duty/Deck
to disposal & Engine Ratings
Section 4: National and local coordination
P a g e | 32
Quick efficient coordination between the ship and coastal States or other parties involved becomes vital in
mitigating the effects of an oil pollution incident.
As the identities and roles of various national and local authorities involved vary widely from state to
state and even from port to port, the master should take note of these particularities, as far as possible. In
this context the master should call upon the owners representatives in the state port of question to receive
the relevant information.
Prior to undertaking mitigation actions especially in cases of an actual discharge of oil due to casualties in
the territorial waters of a coastal state, the master should contact the coastal state for authorization of this
action.
The master should coordinate all his activities with the coastal state.
The master should call the coastal state for allowance to use chemical agents for response to oil pollution
on the sea without authorization of the appropriate coastal state o chemical agents should be used.
Where no responsibility for discharge response by coastal state is noticed the master should take all the
necessary steps as deemed appropriate to minimize the escape of oil.
With respect of the accident happened the master should take measures as stated in section 2 and section
3 of this plan.
P a g e | 33
Section 5: Non Mandatory information (voluntary Part)
In addition to the mandatory provisions required by Reg. 37, Annex 1, Marpol 73/78 which are mentioned
in Sections 1 to 4 of this plan, local requirements, insurance company or owner/operator policies etc..
may dictate the provisions of additional guidance.
Such additional information material, including diagrams, and or drawings, reference material etc.. may
be of help for the master when responding to an oil pollution incident or an emergency situation as well as
may be required by local authorities in ports visited by individual ship.
Therefore, for example, the following additional information material may be attached to the individual
plan at the owner’s or operator’s discretion and documented in the form that the master / company /
operator considers most effective.
 Diagrams and additional ship’s plan( e.g. midship section plan, lines plan/tables of offsets,
tank tables, load line assignment, light ship characteristics etc…)
 Availability of response equipment (onboard spill equipment) and its location
 Guidance for the keeping of appropriate records of the pollution incident (e.g. for liability,
compensation and reimbursement issues)
 Reference material (e.g. industry guidelines issued by various industry organization like ICS,
OCIMF, SIGTTO, Intertanko, etc)
 Procedures for plan testing.
 Record keeping procedures.
 Procedures for plan review.
All this information may be appended to the plan if appropriate for the individual ship.
P a g e | 34
Appendices
List of contact
And
Additional information materials
Appendices: Initial notification (App 1)

Coastal State Contacts (Focal Points) (App 2)
Port Contacts (App 3)
Ship interest contacts (App 4)
Ship’s Plans and Drawings (App 5)
Drawings list (App 5.1)
 Layout of the general arrangement plan
 Layout of Ballast and bunkering tanks
P a g e | 35
 Drawings of Fuel Oil Pipelines.
Ship Carried Response Equipment to Mitigate an Oil Discharge (App 5.2)

Crew Training (App 5.3)
Oil Spill Drills Record (App 5.4)
Bunkering Operations History (App 5.5)
APPENDIX 1
INITIAL NOTIFICATION
The following format provides an example as to how Initial Notification information shall be presented:
AA MV “TBN” Call Sign XXX, XXX Flag

BB 01 12 36
CC 2528N 05740E
EE 179
FF 186
LL Bound Singapore from Muscat
MM Bahrain Radio 500 KHz, VHF 16, Inmarsat No. 888 888
NN As required
PP 650 TEU NO IMDG Cargo – Bunker 580 Ifo – 75 MDO
QQ Collision with cargo ship….HFO Service tank starboard breached, no fire and
all essential shipboard systems operational.
RR Quantity of Fuel oil Lost from the breached tank about 10 tonnes, tank now is
empty.
Slick moving SE away from land and out of gulf of Oman.

SS Weather fine, wind NNW, 3 Bft, sea state sight to moderate, No swell
TT Owner Blue Horizon Co. Vorsetzen 12, 20459 Hamburg, tel +40 123 45,
telex 87654, Fax: +40 876543, E-mail: bluehorizon@bluehorizon.com
UU Length 169 m, Breadth 25 m, tonnage 23000 tdw, type container ship
XX No personnel injuries sustained, no cleanup operations possible from the ship,
ship safe P& I club Advised, Local Correspondent is Miller on Tel. Dubai
54444
Proceeding to Dubai for Survey and repairs.
Master
P a g e | 36
Initial Notification - Blank Form:
Ship Board Oil Pollution Emergency Plan

Sample format for Initial Notification
A (Ship’s Name; Call Sign; Flag)
B (Date, and Time of Event, UTC)
d d h h m m
C (Position; Lat; Long) Or D (Bearing Distance Form
Landmark)
N S
d d m m d d d N. miles
E W
d d d m m
E (COURSE)
d d d kn kn 1/10
L (INTENDED TRACK)
P a g e | 37
M (RADIO STATION GUARDED)
N(DATE AND TIME OF NEXT REPORT;UTC)
D D H H M M
P(TYPE AND QUANTITY OF CARGO?BUNKER ONBOARD)
O(BRIEF DETAILS OF DEFFECTS/DEFICIENCIES/DAMAGE)
R(BRIEF DETAILS OF POLLUTION;INCLUDING ESTIMATE OF QUANTITY LOST)
S (CONTACT DETAILS OF WEATHER AND SEA CONDITIONS)
Wind Direction
Speed
Direction
Swell
Hight
T (CONTACT DETAILS OF SHIP’S OWNER/OPERATOR/AGENT
U (SHIP SIZE AND TYPE)
X (ADDITIONAL INFORMATION)
P a g e | 38
Footnote The alphabetical reference letters in the above format are from “General principles
for ship reporting systems and ship reporting requirements, including guidelines for
reporting incidents involving dangerous goods, harmful substances and/or marine
pollutants” Adopted by the international Maritime Organization by resolution A
851 (20) as amended by Resolution MEPC 138(53). The letters do not follow the
complete alphabetical sequence as certain letters are used to designate information
required for other standard reporting formats, e.g. those used to transmit route
information.
APPENDIX 2
COASTAL STATE CONTACTS (FOCAL POINTS)
The current edition of the “List of the National Operational Contact Points” Issued by IMO has to be
Added in this appendix. The present version can be downloaded and printed from the internet under the
following address:
http://www.imo.org >>>National Contacts >>> Mepc.6/circ. XX
P a g e | 39
APPENDIX 3
PORT CONACTS
The following table provides and example as to how port contacts information could be presented:
Name of port contact Address Means of Contact Remarks

Port authority (Harbor …….. Phone…. ….
master etc.) Fax……
VHF – Channel …
Terminal Official ….. …… …..
Company’s Local Agent ………… ……… …….
……… ……… …….. ………
……… ……… …….. ………
……… ……… …….. ………
P a g e | 40
APPENDIX 4
SHIP INTEREST CONTACTS
List of Contact Numbers
Eikano shipping & Trading SA.
M/V “Osprey bulker ”
List of After Working Hours Contact Numbers
Mr.Tahsin Shehadeh
GENERAL MANAGER Phone : +30 21 3034 3267
Fax : +30 21 3034 3271
tahsin@tempusmaritime.com
Mr.Mohamad Youssef
DESIGNATED PERSON ASHORE Phone : +30 21 3034 3267

Fax : +30 21 3034 3271
tech@tempusmaritime.com
Mr.Mohamad Youssef
BACK D.P.A / TECH. MANAGER Phone : +30 21 3034 3267

Fax : +30 21 3034 3271
tech@tempusmaritime.com
P a g e | 41
APPENDIX 5 SHIP’S PLANS AND DRAWINGS, INVENTORY OF OPP EQUIPMENTS

ONBOARD AND ITS LOCATION, GUIDE LINES AND CREW TRAINING.
APPENDIX 5.1.
DRAWINGS LIST
NO. PLAN REV. NO

1 GENERAL ARRANGEMENT PLAN
2 CAPACITY PLAN
3
4
5
REV. NUMBER TO FILLED BY MASTER AND TO BE STAMPED WITH VESSEL’S SEAL.

PLANS TO BE ATTACHED AT THE END OF THIS PLAN.
P a g e | 42
MV “Osprey Bulker ”
APPENDIX 5.2:
Ship Carried Response Equipment to Mitigate an Oil Discharge
PIPING DIAGRAMS 1
PORT ADDRESS 1
DEEP PAN SHOVEL 4
DISPOSABLE BAGS 30 KG
CONTAINER 4
BUCKET 2
BROOMS 6
CHEMICAL SPLASH SUIT 2
GOGGLE 4
BOOTS 2
GLOVES 4
COTTON RAGS 20 KG
OIL CUSHIONS 20 KG
OIL SCOOP 2
SCUPPER PLUGS 12
CEMENT FOR PLUGGING 1
SAND 20 KG
ABSORBENT POWDER 7 KG
SAWDUST 75 KG
P a g e | 43
APPENDIX 5.3 :
CREW TRAINING
Drills should be carried out regularly in order to train the crew and familiarize each of them for the
Proper use of equipments and duties that each of them should perform in such an emergency,
focusing on the following points:
ACTION PERSON
SOUND ALARM WITNESS
MUSTER ALL PERSONNEL ALL
ASCERTAIN CAUSE AND STOP FLOW OFFICER
RESTRICT SPILLAGE OVERSIDE CHIEF OFFICER
IF OVERFLOW - DROP LEVEL IN TANK CH.OFF - C/ENG
MOP UP GEAR TO SCENE CHIEF OFFICER
EVALUATE USE OF SALVAGE PUMP/AIR PUMP CHIEF OFFICER
CONSULT SOPEP (IF APPLICABLE) FOR CONTACT DETAILS MASTER
INFORM LOCAL AUTHORITIES MASTER

INFORM GOVERNMENT AUTHORITIES MASTER
INFORM COMPANY MASTER
INFORM AGENT/P&I REP MASTER
DO NOT SPRAY DETERGENTS INTO SEA WITHOUT MASTER
PERMISSION OF LOCAL AUTHORITIES
PROVIDE DRUMS/BAGS FOR MOP UP COOK/C/ENG
P a g e | 44
APPENDIX 5.4
Oil Spill Drills Record
DATE PLACE REMARKS
P a g e | 45
APPENDIX 5.5
Bunkering Operations History
DATE PLACE FUEL OIL DIESEL OIL
P a g e | 46
--- END OF SOPEP ---

TOTAL PAGES : 43
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Eikano Shipping & Trading SA . DATE 01.08.

Eikano Shipping & Trading SA .

Shipboard Oil Pollution Emergency Plan

Shipboard Oil Pollution Emergency Plan

Owner / Managers: See Appendix 4

Table of Contents / Index of Sections

3.7.1 General Responsibilities 26

Section 2: reporting requirements

2.2 Reporting procedures

2.2.1 When to report

2.2.1.1 Actual discharge

2.2.1.2 Probable Discharge

Therefore, it is recommended that, at least, the following events:

If in doubt, the master should always make a report in cases aforementioned.

2.2.2 Information required:

Label Function Explanation

Information such as brief details of incident, need for outside

2.2.3 Who to contact

2.2.3.1 Coastal state Contacts

http://www.imo.org/>>National Contacts >>> MEPC.6/Circ. xx

2.2.3.2 Port Contacts

This list should be regularly updated.

The port contact list is shown in the app. 3.

2.2.3.3 Ship interest Contacts

The “Ship interest Contact List” is shown in the Appendix 4.

responsible for informing the various Ship interested Contacts is

■ VESSEL OPERATOR / TECHNICAL MANAGERS

2.2.3.4 REPUBLIC OF PANAMA – List of Persons to be Contacted

Chief of Maritime Safety:

Eng. Jose MaciasDeputy

Chief of the Navigation and Safety Department

Email: jmacias@amp.gob.paTel.: (507) –501-5084Fax.: (507) –501-5035

Directorate General of Merchant

MarinePanama Maritime Authority

Phone: (507) 501-5348 / 5350Fax: (507) 501-5363 / 5364

Section 3: Steps to control discharge

3.1 Operational Spills

3.1.2 Pipeline Leakage (please refer to the checklist of subsection 3.7.2)

If a leakage occurs from hydraulic pipeline, operations should be stopped immediately.

Initiate clean-up procedures.

3.1.3. Tank overflow (please refer to the checklist of subsection 3.7.2)

Initiate clean-up procedures

3.1.4 Hull leakage (please refer to the checklist of subsection 3.7.2)

3.1.5 Spills caused by equipment in machinery spaces

Such equipment may be:

3.2.1 Ship grounded / Stranded

Furthermore, the master should also consider

 Is the vessel constantly being struck in the seaway?

3.2.1.1 Prevention of fire and explosion

3.2.1.2 Extension of hull damage / containment System Failure

First visual inspection should be carried out.

3.2.1.3 Procedures to reduce or stop out flow of oil

 Transfer of bunkers internally provided provides shipboard piping system is in an operational

3.2.1.4 Refloating by own means

3.2.1.5 Securing the ship:

 Trying to reduce longitudinal strain on hull by transferring ballast or bunkers internally

3.2.2 Fire / Explosion (please refer to the checklist of subsection 3.7.3)

 Are any tanks penetrated above or below the waterline?

Shut down all none essential air intakes

Isolate damaged penetrated tank(s) by hermetically closing the tank(s), if possible.