REPUBLIC OF LIBERIA Marine Notice

BUREAU OF POL-003
MARITIME AFFAIRS Rev. 6/01

TO: ALL SHIPOWNERS, OPERATORS, MASTERS AND OFFICERS OF

MERCHANT SHIPS, AND AUTHORIZED CLASSIFICATION SOCIETIES

SUBJECT: Approval of Shipboard Oil Pollution Emergency Plan or a Shipboard Marine

Emergency Plan for Liberian Ships.

Reference: a) Maritime Regulation 2.37

b) Regulation 26 Annex I of MARPOL 73/78
c) Regulation 16 Annex II of MARPOL 73/78
d) Resolution MEPC.85 (44)
e) IMO Resolution A.851 (20)

Supersedes: Marine Notice POL-003 dated 1/00

PURPOSE:

This Notice provides guidance to vessel owners, operators and managers in the development
of emergency response plans for spills of oil and noxious liquid substances to meet the requirements
of reference (a) through (e).

APPLICABILITY:

This instruction applies to all Liberian flag oil tankers and ships carrying oil and noxious
liquid substances in bulk of 150 GT and over, and all other Liberian flagships over 400 GT.

REQUIREMENTS:

1.0 Introduction

Liberia is a Party to the International Convention for the Prevention of Pollution from Ships
1973, as modified by the Protocol of 1978, generally known as MARPOL 73/78. Annex I of
MARPOL 73/78 entered into force on October 2, 1983, and a number of amendments have been
adopted since that date. All nations that are parties to MARPOL 73/78 are required to take the
necessary steps to ensure that ships entitled to fly their flag have on board either a Shipboard Oil
Pollution Emergency Plan (SOPEP) or a Shipboard Marine Pollution Emergency Plan (SMPEP) as
appropriate to the vessel. These plans are described in Resolution MEPC .85(44) and shall be
prepared in accordance with Regulation 26 of Annex I of MARPOL 73/78 and the International
Maritime Organization Guidelines for the Development of the SOPEP/SMPEP.

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Inquiries concerning the subject of this Notice should be directed to the Office of the Deputy Commissioner, Republic of
Liberia, the Liberian International Ship & Corporate Registry, LLC, 8619 Westwood Center Dr., Suite 300, Vienna, VA
22182, USA 1/00
 Annex II of MARPOL 73/78 also entered into force on April 6, 1987. All nations that are
parties to MARPOL 73/78 are required to take the necessary steps to ensure that ships entitled to fly
their flag carrying noxious liquid substances, have on board a Shipboard Marine Pollution
Emergency Plan (SMPEP), prepared in accordance with Regulation 16 of Annex II of MARPOL
73/78, and the International Maritime Organization Guidelines for the Development of the SMPEP.

1.1 SOPEPs - Regulation 26 became effective on April 4, 1993 for oil tankers over 150 GT and
all other ships over 400 GT delivered on or after April 4, 1993. For existing ships of the
same description delivered before April 4, 1993, the requirements became effective on April
4, 1995. Regulation 26 requires that the plan be reviewed and approved by the
Administration. In keeping with current policy, Liberia has also authorized the IACS class
societies to review and approve SOPEPs on its behalf.

1.2 SMPEP – The requirements found in Regulation 16 of Annex II regarding Shipboard

Marine Pollution Emergency Plans for Noxious Liquid Substances and/or a Shipboard
Marine Emergency Plan described in Resolution MEPC.85(44), which was adopted on 13
March 2000. Regulation 16 requires the plan be reviewed and approved by the
Administration. In keeping with current policy, Liberia has also authorized the IACS class
societies to review and approve SMPEPs on its behalf.

1.3 VRP - Owners or operators of vessels intending to trade in the USA should note that the
United States requires that tank vessels must have, in addition to a SOPEP, a U.S. Coast
Guard approved Vessel Response Plan (VRP) on-board. These rules also apply to both
delivering and receiving vessels conducting bulk oil cargo lightering operations within the
exclusive economic zone of the USA (where cargo is destined for a port or place in the
USA). Tankers that do not have such a VRP may not be permitted to enter USA waters.
Owners or operators should contact the U.S. Coast Guard, Marine Response Division (G-
MOR), 2100 Second Street SW, WASHINGTON D.C. 20593-0001, for further information
on VRPs. A copy of the USCG Navigation & Vessel Inspection Circular 8-92 on Vessel
Response Plans (issued September 15, 1992) can be obtained by calling the USCG in
Washington, D. C. at (+)202-267-6714.

2.0 SOPEP and SMPEP Review and Approval

For this Administration (or Class Society on our behalf) to approve the Plan, it must satisfy a
review in accordance with Reg 26 of Annex I of MARPOL 73/78 in accordance with IMO
Resolution MEPC.54(32), or Reg 16 of Annex II of MARPOL 73/78 as described in IMO Res.
MEPC.85 (44). These documents are available through IMO for a nominal fee. IMO 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 (IMO Publication 516 90.08.E), must be incorporated into the Plan or
referenced and made available on board.

2.1 Fees for SOPEP or SMPEP review and approval by the Administration

The fee for review and approval of this Plan by the Office of the Deputy Commissioner is
USD $500.00 for the first vessel Plan submitted by a Fleet Operator. For each additional
ship's plan based on the original approved Fleet Plan, the fee is USD $250.00. In addition,
there is a USD $100.00 fee to replace lost or missing approval letters and certificates. Fees
are payable upon receipt of the plan approval certificate. An approved Plan is required prior

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 to obtaining a MARPOL IOPP Certificate issued by class on behalf of the Administration.
Fees and charges by class societies for their review and approval of these Plans on behalf of
the Office of the Deputy Commissioner are set by the class societies.

Questions regarding this instruction, the MARPOL requirements, or the USA standards
may be referred to the Office of the Deputy Commissioner of Maritime Affairs, Republic
of Liberia, Liberian International Ship & Corporate Registry, LLC, Attn: Marine Safety,
8619 Westwood Center Dr., Suite 300 Vienna, Virginia 22182, USA, Telephone:
703.251.2409, Telefax: 703.790.5655, E-mail: safety@[Link].

3.0 PLAN (SOPEP AND/OR SMPEP) General Notes

3.1 All plans should:

ƒ be specific to the ship for which it is prepared;

ƒ be realistic, practical and easy to use;
ƒ be understood by ship management personnel, both onboard and ashore; and
ƒ be evaluated, reviewed and updated regularly.

3.2 A Plan is intended to be a simple document, and the use of checklists and flowcharts is
encouraged. Inclusion of extensive background information on the ship, cargo, etc., should
be avoided whenever possible and be restricted to annexes, if included. When such
information is relevant it shall be kept in the annexes where it will not dilute the ability of
ship’s personnel to locate the operative part of the plan

3.3 All Plans should be submitted in English. The Plan shall be available in a working language
or languages understood by the master and officers. If English is not understood, then the
plan should be made available in the language or languages understood by the master and
officers on board. If the master and officers change and the new crew is not familiar with the
language used in this plan then it shall be altered to the language understood by the master
and officers on board.

3.4 Each Plan must identify the ship to which it applies, using the ship's name, call sign, port of
registry, and IMO number.

3.5 Without interfering with the shipowner’s liability, some coastal States consider it their
responsibility to define techniques and means to be taken against a pollution incident and
approve such operation which might cause further pollution (i.e., lightening). States are in
general entitled to do so under the International Convention relating to “Intervention on the
High Seas in cases of Oil Pollution Casualties,” 1969 (International Convention).

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4.0 PLAN PREPARATION

4.1 An owner may elect to prepare the Plan himself or have it prepared for him. Regardless,
approval by or on behalf of the Administration must be obtained. SOPEP and SMPEP
models are provided to assist shipowners and operators in writing the Plans required by
MARPOL 73/78. The model Plans should simplify the preparation of a SOPEP or SMEP
and may be structured as outlined below:

Index

Mandatory
Section 1: Introduction (Preamble)
Section 2: Reporting Requirements
Section 3: Steps to control discharge (an example of a table is provided and should be
completed with more detail by the Plan writer)
Section 4: National and Local coordination; and

Non Mandatory
Section 5: Owner's are encouraged to supply relevant information.

4.2 The nearest coastal State shall be notified of actual or probable discharges. The intent of this
requirement is to ensure that coastal States are informed without delay, of any incident
involving pollution, or threat of pollution, of the marine environment, as well as of assistance
and salvage measures, so that appropriate action may be taken.

4.2.1 When required, the Plan should provide clear, concise guidance to the master so he may
determine when to report to the coastal State.

.1 Actual discharge - A report to the nearest coastal State is required whenever there is:

.1 a discharge above the permitted level of oil or noxious liquid substance for whatever
reason including those for the purpose of securing the safety of the ship or saving life at
sea; or
.2 a discharge during the operation of the ship of oil or noxious liquid substance in excess of
the quantity or instantaneous rate permitted under the present Convention.

.2 Probable discharge - The Plan should give the master guidance to evaluate a situation which,
may not involve an actual discharge, but would qualify as a probable discharge and thus
require a report. In judging whether the report should be made, the following factors, as a
minimum, should be taken into account:

.1 the nature of the damage, failure or breakdown of the ship, machinery or equipment,
.2 ship location and proximity to land or other navigational hazards,
.3 weather, tide, current and sea state, and
.4 traffic density.

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 .3 It is impracticable to lay down precise definitions of all types of situations involving
probable discharge, which would warrant an obligation to report. As a general guideline, the
master should make a report in cases of:

.1 damage, failure or breakdown which affects the safety of ships; examples of such
situations are collision, grounding, fire, explosion, structural failure, flooding, cargo
shifting; and
.2 failure or breakdown of machinery or equipment which results in impairment of the
safety of navigation; examples of such incidents are failure or breakdown of steering
gear, propulsion, electrical generating system, essential shipboard navigational aids.

4.2.2 Information required - The Plan must specify, in appropriate detail, the procedure for making
the initial report to the coastal State. The Organization’s Guidelines in resolution A.851(20)
provide necessary detail for the Plan writer. The Plan should include a prepared message
form, an example of which is included in Appendix II to these Guidelines. Coastal States are
encouraged to take note of Table I of Appendix II and accept this as sufficient initial
information. Supplementary or follow-up reports should, as far as possible, use the same
format.

4.3 List of persons to be contacted:

4.3.1 The ship involved in an oil or noxious liquid substance pollution incident will have to
communicate with both coastal State or port contacts and ship interest contacts.

4.3.2 When compiling contact lists, due account must be taken of the need to provide 24-hour
contact information and to provide alternates to the designated contact. These details must be
routinely updated to account for personnel changes and changes in telephone, telex, and
telefax numbers. The preferred means of communication (telex, telephone, telefax, etc.)
should be identified.

4.3.3 Coastal State contacts:

.1 To expedite response and minimize damage from an oil or noxious liquid substance
pollution incident, the coastal States should be notified without delay. The process
begins with the initial report required by article 8 and Protocol I of the Convention.
Guidelines for making this report are provided in Resolution A.851(20).

.2 The Plan should include as an appendix the list of agencies or officials of administrations
responsible for receiving and processing reports as developed and updated by the
Organization in conformance with article 8 of the Convention. An up to date list of
coastal state spill response contacts is available from IMO by going to the IMO web site
at [Link]. In the absence of such a list, or should any undue delay be experienced
in contacting the responsible authority by direct means, the master should be advised to
contact the nearest coastal radio station, designated ship movement reporting station or
rescue co-ordination center (RCC) by the quickest available means.

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4.3.4 Port contacts:

.1 For ships in port, notification of local agencies will speed response. The variety of trades
in which ships engage makes it impractical to specify in these Guidelines a definitive
approach to listing these agencies in the Plan. Information on regularly visited ports
should be included as an appendix to the Plan. Where this is not feasible, the Plan should
require the master to obtain details concerning local reporting procedures upon arriving in
port.

4.3.5 Ship interest contacts:

.1 The Plan should provide details of all parties with an interest in the ship to be advised in
the event of an incident. This information should be provided in the form of a contact list.
When compiling such lists, it should be remembered that in the event of a serious incident,
ship’s personnel will be fully engaged in saving life and taking steps to control and
minimize the effects of the casualty. Therefore, they should not be hampered by having
onerous communications requirements imposed on them.

.2 Procedures will vary between companies but it is important that the Plan clearly specifies
who will be responsible for informing the various interested parties such as cargo owners,
insurers and salvage interests. It is also essential that both the ship’s Plan and its
company’s shore side Plan are coordinated to guarantee that all parties having an interest
are advised, and that duplication of reports is avoided.

4.4 Steps to control discharge:

4.4.1 Ship personnel will almost always be in the best position to take quick action to mitigate or
control the discharge of oil or noxious liquid substance from their ship. The Plan should
provide the master with clear guidance on how to accomplish this mitigation for a variety of
situations. The Plan should not only outline action to be taken, but it should also identify
who on board is responsible so that confusion during the emergency can be avoided.

4.4.2 This section of the Plan will vary widely from ship to ship. Differences in ship type,
construction, cargo, equipment, manning, and even route may result in shifting emphasis
being placed on various aspects of this section. As a minimum, the Plan should provide the
master with guidance to address the following:

.1 Operational spills - The Plan should outline the procedures for safe removal of oil or
noxious liquid substance spilled and contained on deck. This may be through the use of
on-board resources or by hiring a clean-up company. In either case, the Plan should
provide guidance to ensure proper disposal of removed oil, noxious liquid substances and
clean-up materials.

.2 Pipe leakage - The Plan should provide specific guidance for dealing with pipe leakage.

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 .3 Tank overflow - Procedures for dealing with tank overflows should be included.
Alternatives such as lowering cargo or bunkers back to empty or slack tanks or readying
pumps to transfer the excess ashore should be outlined.

.4 Hull leakage - The Plan should provide guidance for responding to spillage due to
suspected hull leakage. This may involve guidance on measures to be taken to reduce
the head of cargo in the tank involved either by internal transfer or discharge ashore.
Procedures to handle situations where it is not possible to identify the specific tank from
which leakage is occurring should also be provided. Procedures for dealing with
suspected hull fractures should be included and they should carry appropriate cautions
regarding attention to the effect corrective actions may have on hull stress and stability.

.5 Spills resulting from casualties - Casualties should be treated in the Plan as a separate
section. The Plan should include various checklists or other means, which will ensure
that the master considers all appropriate factors when addressing the specific casualty.
These checklists must be tailored to the specific ship and to the specific product or
product types. For the ships certified to carry NLSs, the checklists or other means
(Material Safety Data Sheets, etc), shall identify physical properties of the NLS, special
protective equipment or unusual response techniques in a format consistent with the
requirements of these guidelines. Reference may be made to Data Sheet or similar
documents that identify characteristics of NLS. A copy of such document should be kept
with the plan, but need not be part of the approved plan. In addition to the checklists,
specific personnel assignments for anticipated tasks must be identified. Reference to
existing fire control plans and muster lists is sufficient to identify personnel
responsibilities. The following are examples of casualties, which should be considered:

.1 grounding;
.2 fire/explosion;
.3 collision (with fixed or moving object);
.4 hull failure;
.5 excessive list;
.6 containment system failure;
.7 dangerous reactions of cargo (for ships certified to carry NLSs);
.8 other dangerous cargo release (for ships certified to carry NLSs);
.9 loss of tank environmental control (for ships certified to carry NLSs);
.10 submerged/foundered;
.11 wrecked/stranded;
.12 cargo contamination yielding a hazardous condition (for ships certified to
carry NLSs); and
.13 hazardous vapor release.

4.4.3 In addition to the checklists and personnel duty assignments previously mentioned the Plan
should provide the master with guidance concerning priority actions, personnel safety,
stability and stress considerations, and lightening and mitigating activities.

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4.4.4 Priority actions - This section provides some general considerations that apply to a wide
range of casualties. The Plan should provide ship-specific guidance to the master concerning
these broad topics.

.1 In responding to a casualty, the master’s priority will be to ensure the safety of personnel
and the ship and to take action to prevent escalation of the incident. In casualties
involving spills, immediate consideration should be given to measures aimed at
preventing fire, personnel exposure to toxic vapors, and explosion, such as altering
course so that the ship is up wind of the spilled cargo, shutting down non-essential air
intakes, etc. If the ship is aground, and cannot therefore maneuver, all possible sources
of ignition should be eliminated and action should be taken to prevent toxic vapors or
flammable vapors entering accommodation and engine-room spaces. When it is possible
to maneuver, the master, in conjunction with the appropriate shore authorities, may
consider moving his ship to a more suitable location in order, for example, to facilitate
emergency repair work or lightening operations, or to reduce the threat posed to any
particularly sensitive shoreline areas. Such maneuvering may be subject to coastal State
jurisdiction.

.2 Prior to considering remedial action, the master will need to obtain detailed information
on the damage sustained by his ship. A visual inspection should be carried out and all
cargo tanks, bunker tanks, and other compartments should be sounded. Due regard
should be paid to the indiscriminate opening of ullage plugs or sighting ports, especially
when the ship is aground, as loss of buoyancy could result.

.3 Having assessed the damage sustained by the ship, the master will be in a position to
decide what action should be taken to prevent or minimize further discharge. When
bottom damage is sustained, hydrostatic balance will be achieved (depending on physical
properties) fairly rapidly, especially if the damage is severe, in which case the time
available for preventive action will often be limited. When significant side damage is
sustained in the way of fuel, lubrication, or cargo tanks, bunkers or cargo will be released
fairly rapidly until hydrostatic balance is achieved and the rate of release will then reduce
and be governed by the rate at which bunkers or cargo is displaced by water flowing in
under the bunkers or cargo. When the damage is fairly limited and restricted, for
example, to one or two compartments, consideration may be given to transferring the
substance involved internally from damaged to intact tanks. When considering the
transfer of oil or noxious liquid substances from a damaged tank to an intact tank, the
master should consider:

.1 the extent of the damage;

.2 hydrostatic balance;
.3 the ship’s ability to transfer cargo safely; and
.4 the physical properties of the substance(s) (for ships certified to carry
NLSs) involved such as:
.1 solubility;
.2 density;
.3 water reactivity;
.4 solidification; and
.5 compatibility.

4.4.5 Stability and strength considerations - Great care in casualty response must be taken to
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 consider stability and strength when taking actions to mitigate the spillage of oil or noxious
liquid substance or to free the ship if aground. The Plan should provide the master with
detailed guidance to ensure that these aspects are properly considered. This section shall not
be construed as creating a requirement for damage stability plans or calculations beyond
those required by relevant international conventions.

.1 Internal transfers should be undertaken only with a full appreciation of the likely impact
on the ship’s overall longitudinal strength and stability. When the damage sustained is
extensive, the impact of internal transfers on stress and stability may be impossible for
the ship to assess. Contact may have to be made with the owner or operator or other
entity in order that adequate information can be provided so that accurate damage
stability and damage longitudinal strength assessments may be made. These could be
made within the head office technical departments. In other cases, classification
societies or independent organizations may need to be contacted. The Plan should
clearly indicate whom the master should contact to acquire this assistance. Additionally,
in the case of ships certified to carry NLSs, consideration as to the compatibility of all
substances involved such as cargoes, bunkers, tanks, coatings, piping, etc., must also be
considered before such an operation is undertaken.

.2 The Plan should provide a list of the information required to make damage stability and
damage longitudinal strength assessments possible for the Master to provide to the
contact points who will provide the appropriate assistance.

.3 Lightening - Should the ship sustain extensive structural damage, it may be necessary to
transfer all or part of the cargo to another ship. The Plan should provide guidance on
procedures to be followed for ship-to-ship transfer of cargo. Reference may be made in
the Plan to existing company guides. A copy of such company procedures for ship-to-
ship transfer operations should be kept with the Plan. The Plan should address the need
for co-coordinating this activity with the coastal State; as such operation may be subject
to the coastal state’s jurisdiction.

.4 Mitigating activities - When the safety of both the ship and personnel has been
addressed, the master can initiate mitigating activities according to the guidance given by
the plan. The plan shall address such aspects as:

.1 assessment and monitoring requirements;

.2 personnel protection issues:

.1 protective equipment; and
.2 threats to health and safety.

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 .3 physical properties of the substance (for ships certified for NLSs) involved such as:

.1 solubility;
.2 density;
.3 water reactivity;
.4 solidification; and
.5 compatibility

.4 containment and other response techniques (e.g. dispersing, absorbing,

neutralization);

.5 isolation procedures;

.6 decontamination of personnel; and

.7 disposal of removed oil, noxious liquid substances and clean-up materials.

4.4.6 In order to have the necessary information available to respond to the situations certain plans,
drawings, and ship-specific details such as, a layout of a general arrangement plan, a tank
plan, etc., should be appended. The Plan should show where current cargo, bunker and
ballast information, including quantities and specifications, are available.

4.5 National and local co-ordination - Quick, efficient co-ordination between the ship and coastal
State or other involved parties becomes vital in mitigating the effects of an oil or noxious
liquid substances pollution incident. The Plan should address the need to contact the coastal
State for authorization prior to undertaking mitigating actions.

4.5.1 The identities and roles of various national and local authorities involved vary widely from
State to State and even from port to port. Approaches to responsibility for discharge
response also vary. Some coastal States have agencies that take charge of response
immediately and subsequently bill the owner for the cost. In other coastal States,
responsibility for initiating response is placed on the shipowner. In the case of the latter the
Plan will require greater detail and guidance to assist the master in organizing this response.

5.0 NON-MANDATORY PROVISIONS

5.1 In addition to the provisions required by regulation 26 of Annex I and/or regulation 16 of

Annex I of the Convention, local requirements, insurance company, or owner/operator
policies, etc., may dictate that other guidance be provided in the Plan. These topics may
include: provision of diagrams and drawings; ship-carried response equipment; public
affairs; record keeping; product specific response information (for ships certified to carry
NLSs) and reference materials.

5.2 Plans and diagrams - In addition to the plans required by paragraph 4.4.6 above, other details
concerning the ship’s design and construction may be appended to the Plan or their location
identified.

5.3 Response equipment - Some ships may carry on board equipment to assist in pollution
response. The type and quantity of this equipment may vary widely. The Plan should
indicate an inventory of such equipment, if carried. It should also provide directions for safe
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 use and guidelines to assist the master in determining when such use is warranted. Care
should be exercised to ensure that the use of such equipment by the crew is practical and
consistent with safety considerations. When such equipment is carried, the Plan should
establish personnel responsibilities for its deployment, oversight, and maintenance. In order
to ensure safe and effective use of such equipment, the Plan should also provide for crew
training in the use of it. The Plan should include a provision that no chemical agent should
be used for response to pollution on the sea without authorization of the appropriate coastal
State and that such authorization should also be requested, when required, for use of
containment or recovery equipment.

5.4 Shore side Spill Response Co-coordinator or Qualified Individual - Guidance for the master
for requesting and co-coordinating initial response actions with the person responsible for
mobilizing shore side response personnel and equipment.

5.5 Some coastal States require ships to have contracts with “response contractors.” When ships
sail toward such States, it is recommended that response resources (personnel and
equipment) and capabilities be identified in advance for each potential port State. In other
States, the response equipment is identified by the coastal State and they direct the response.

5.6 Planning Standards - To facilitate forethought about the amount of response resources, which
should be requested, possible scenarios should be analyzed and planned for accordingly.

5.7 Public affairs - The owners may want to include in the Plan guidance for the master in
dealing with the distribution of information to the news media. Such guidance should be
fashioned to reduce the burden on ship’s personnel already busy with the emergency at hand.

5.8 Record-keeping - As with any other incident that will eventually involve liability,
compensation and reimbursement issues, the owner may want to include in his Plan guidance
for the keeping of appropriate records of the oil or noxious liquid substances pollution
incident. Apart from detailing all actions taken on board, records might include
communications with outside authorities, owners, and other parties, as well as a brief
summary of decisions and information passed and received. Guidance on collecting of
samples of spilled oil or noxious liquid substance as well as that carried on board may also be
provided.

5.9 Plan review - Regular review of the Plan by the owner, operator or master is recommended to
ensure that the specific information is current. A feedback system should be employed to
allow quick capture of changing information and incorporation of it into the Plan. This
feedback system should incorporate the following:

.1 Periodic review - The Plan should be reviewed by the owner or operator at least yearly to
capture changes in local law or policy, contact names and numbers, ship characteristics,
or company policy.

.2 Event review - After any use of the Plan in response to an incident, its effectiveness
should be evaluated by the owner or operator and modifications made accordingly.

5.10 Plan testing - The Plan will be of little value if it is not made familiar to the personnel who
will use it. Regular exercises will ensure that the Plan functions as expected and that the
contacts and communications specified are accurate. Such exercises should be held in
conjunction with other shipboard exercises and appropriately logged. Where ships carry
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 response equipment, hands-on experience with it by crewmembers will greatly enhance
safety and effectiveness in an emergency situation. Procedures for training and exercise
should be defined.

5.11 Salvage - The plan should contain information on what the crew’s responsibilities are in a
casualty where a vessel is partially or fully disabled, and what constitutes dangerous
conditions. A decision process should be outlined in the plan that will aid the master in
determining when salvage assistance should be obtained. The decision process should
include, but not be limited to the following:

.1 Nearest land or hazard to navigation;

.2 Vessel set and drift;
.3 Location and time of impact with hazard based on vessel set and drift;
.4 Estimated time of casualty repair; and
.5 Determination of the nearest capable assistance and its response time (i.e. for tug
assistance, the time it will take to get on scene and secure the tow). When a casualty
occurs to a vessel underway which reduces its maneuverability, the master needs to
determine his window of opportunity considering the response time of assistance,
regardless of the estimated time of repair. It is not prudent to hesitate in calling for
assistance when the time needed to repair something goes beyond the window of
opportunity.

6.0 ATTACHMENTS AND APPENDIXES

6.1 It is envisioned that a notebook or small binder be used for this Plan as the numerous
Appendices should be arranged for easy use by shipboard personnel and to ease updating.
Appendices should include at least:

- IMO Resolution A851 (20)

- Listing of Coastal State Agencies or Officials
- Listing of Regional or Port Authorities
- Listing of Ship Interest Contacts
- Listing of Shore-based Spill Response Contractors
- Listing of Shore-based Technical Advisors
- Ship’s plans and drawings, and for the SMPEP
- Summary flowchart (consideration should be given to adapting the flowchart for bulkhead
display on board.)

6.2 The data contained in the Appendices shall be routinely reviewed and updated as necessary.
Updates to the Appendices may be done without the Office of the Deputy Commissioner's
approval.

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 APPENDIX I
Additional references for the development of shipboard marine pollution emergency plans

The following publications are suggested to provide additional assistance in the preparation of
Plans:

Manual on Oil Pollution, Section II, Contingency Planning

International Maritime Organization (IMO)
ISBN92 801 13305
Available in English, French, and Spanish from JMO Publications Section,
4 Albert Embankment, London SEI 7SR, United Kingdom

Provisions Concerning the Reporting of Incidents Involving Harmful Substances under

MARPOL 73/78
IMO
ISBN 92 801 1261 9
Available in English, French and Spanish

Manual on Chemical Pollution (Section 1 - Problem assessment and response arrangements)

IMO
ISBN 92 801 1223 6
Available in English, French and Spanish

Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG)
IMO
ISBN92 801 12694
Available in English, French, and Spanish

International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals
in Bulk (IBC) Code
1MO
ISBN 928011315 1
Available in English, French, Russian and Spanish

Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk
(BCH)
Code
IMO
ISBN 92 801 1302X
Available in English, French, Russian and Spanish

International Safety Management Code (ISM Code)

IMO
ISBN92 801 13118
Available in English

POL-003 13 of 28 Rev. 06/01

The Republic of Liberia
Response to Marine Oil Spills
International Tanker Owners Pollution Federation (ITOPF)
ISBN 0948691 51 4
Available in English, French, and Spanish from Witherby & Co. Ltd.,
32-36 Aylesbury Street, London EC I R OET, United Kingdom

International Safety Guide for Oil Tankers and Terminals

ISBN 0 948691 62 X
Available from Witherby & Co. Ltd., London

Peril at Sea and Salvage -- A Guide for Masters

International Chamber of Shipping and Oil Companies international Marine Forum
(ICS/OCIMF)
ISBN 0 948691 46 8
Available from Witherby & Co. Ltd., London

Ship-to-Ship Transfer Guide (Petroleum)

ICS/OCIMF
ISBN 0 948691 36 0
Available from Witherby & Co. Ltd., London

Guidelines for the Preparation of Shipboard Oil Spill Contingency Plans

OCIMF/ITOPF
ISBN 1 856090167
Available from Witherby & Co. Ltd., London

Tanker Safety Guide (Chemicals) - International Chamber of Shipping (ICS) 12 Carthusian

Street, London EC1M 6EB, United Kingdom

Ship-to-Ship Transfer Guide (Liquefied Gases)

ICS/OCIMF/SIGTTO
ISBN 1 85609 0825
Available from Witherby and Co. Ltd., London

Model Shipboard Oil Pollution Emergency Plan international Chamber of Shipping (ICS) 12
Carthusian Street, London EC I M 6EB, United Kingdom

U.S. Code of Federal Regulations, Title 46, Part 150, Compatibility of Chemicals Available from
Superintendent of Documents, Government Printing Office, Washington, DC 20402, United
States

Chemical Hazards Response Information System (CHRIS) Hazardous Data Manual Available
from Superintendent of Documents, Government Printing Office, Washington, DC

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The Republic of Liberia
 APPENDIX II

MODEL SOPEP or SMPEP

INTRODUCTION

1. This Plan is written in accordance with the requirements of Regulation 26 of Annex I

and/or16 of Annex II of the International Convention for the Prevention of Pollution from
Ships, 1973, as modified by the Protocol of 1978 relating thereto.

2. The purpose of this Plan is to provide guidance to the master and officers on board this ship
with respect to the steps to be taken when a pollution incident has occurred or is likely to
occur.

3. This Plan contains all information and operational instructions required by the guidelines.
The appendices contain names, telephone, telex numbers, etc., of all contacts referenced in
this Plan, as well as other reference material.

4. This Plan has been approved by the Administration and, except as provided below, no
alteration or revision shall be made to any part of it without the prior approval of the Office
of the Deputy Commissioner.

5. Changes to Section 5 and the appendices will not be required to be approved by the Office of
the Deputy Commissioner. The appendices should be maintained up to date by the owners,
operators and managers.

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 SHIPBOARD MARINE POLLUTION EMERGENCY PLAN

FOR THE
(NAME OF SHIP and OFFICIAL NUMBER)

INDEX OF SECTIONS

Section Title

1 Preamble

2 Reporting Requirements
2.1 When to Report
2.1.1 Definitions
2.2. Information Required
2.2.1 Additional Notifications
2.2.2 Follow-up Reports
2.2.3 Message Formats
2.2.4 Information Required
2.3 Who to Contact

3 Steps to Control Discharge

3.1 Operational Spills
3.2 Spills Resulting from Casualties
3.2.1 Priorities
3.2.3 Communications
3.2.4 Duty to Assist

4 National and Local Co-Ordination

5 Additional Information (non-mandatory)

Appendices

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 Revised:

Section 1: Preamble

This Plan is available to assist shipboard personnel in dealing with an unexpected discharge
of oil or noxious liquid substances. Its primary purpose is to set in motion the necessary actions to
safely stop or minimize the discharge and to mitigate its effects. Effective planning ensures that the
necessary actions are taken in a structured, logical and timely manner.

The need for a predetermined and properly structured Plan is clear when one considers the
pressures and multiple tasks facing personnel confronted with an emergency situation. In the heat of
the moment, lack of planning will often result in confusion, mistakes, and failure to advise key
people. Delays will be incurred and time will be wasted; during which the situation may deteriorate
further. As a consequence, the ship and its personnel may be exposed to increasing hazards and
greater environmental damage may occur.

This plan has been developed to address such emergency situations. It is intended to be a
realistic practical document, easy to use, and understood by the Master, ship's officers and shore side
management. This Plan is in the working language of the Master and officers; contains procedures
to be followed by the master or other person in charge in reporting an oil pollution incident; includes
a description of the actions that should be taken immediately by persons on board to protect
themselves and others from the hazards presented by the chemical released and to reduce or control
the discharge. The Plan includes procedures for coordinating shipboard activities with coastal,
national, and port authorities' response activities.

Detailed information regarding the ship or the cargo shall be readily accessible on board but
is not required to be maintained as part of this Plan. This Plan shall be maintained on board and
made available for inspection by flag State and port State authorities on demand.

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Section 2: Reporting Requirements

The requirements for reporting actual and/or probable oil pollution incidents under MARPOL 73/78,
Annex I, Regulation 26, and Regulation 16 of Annex II are as follows.

2.1 A report is required whenever there is:

.1 an actual discharge of oil or NLS resulting from damage to the ship or its equipment, or
for the purpose of securing the safety of a ship or saving life at sea; or
.2 an actual discharge of oil or NLS during the operation of the ship in excess of the
quantity or instantaneous rate permitted under the present Convention; or
.3 probability of discharge of oil of NLS.

2.2 While it is impracticable to provide precise definitions of all types of situations involving the
probability of a discharge of oil or NLS, the general guideline for making a report includes
cases of:

.1 damage, failure or breakdown which affects the safety of ships; examples of such
situations are collision, grounding, fire, explosion, structural failure, flooding, cargo
shifting; and
.2 failure or breakdown of machinery or equipment which results in impairment of the
safety of navigation; examples of such incidents are failure or breakdown of steering
gear, propulsion, electrical generating system, essential ship borne navigational aids.

2.3 The Master, in deciding on the need to report, shall consider at least the following factors:

.1 the nature of the damage, failure or breakdown of ship, machinery or equipment;

.2 ship location and proximity to land or other navigational hazards;
.3 weather, tide, current and sea state; and
.4 traffic density.

2.4 If additional Coastal State(s), regional or port area authorities are known to the Master or
vessel owner, additional notifications via appropriate and timely means are encouraged.

2.5 Supplementary or follow-up reports shall be made using this same procedure. Once an initial
report is made, at least one follow-up report will be needed so as to conclude any further
activity regarding the reported matter.

2.6 Should it be deemed appropriate, notification of the Coastal State(s) shall be by the most
expeditious means available and should follow the guidelines of IMO Resolution A851(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 (adopted October 19, 1989). Included in this Plan's Appendices are copies
of the message format to be used and Resolution A.851(20) including its Annex, to assist in
making this report.

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2.7 Information required includes:

- Ship Name, Call Sign, Flag

- Date, Time of Event (UTC)
- Position
- True Course
- Speed
- Intended Track
- Radio stations/frequencies guarded
- Time of Next Report
- Type and Quantity of Cargo & Bunkers on board
- Defect, Deficiencies or Damage Report
- Pollution Details (type and amount lost)
- Weather & Sea Conditions
- Ship's Representative or Owner
- Ship size and type
- Other Data: Incident details, need for assistance, action being taken, size of crew, injury
or fatality report, and so on.

2.8 Who to Contact:

.1 Coastal States: for ships at sea, a listing of authorities to be notified as requested through
IMO follows in the Appendices.

.2 Port Contacts: for ships in port, see the appropriate Appendix for a listing of authorities
within the Port where the incident is occurring. Local agent, coast guard or port
authorities should be considered.

.3 Ship Interest Contacts: as directed by the owner, agent, Administration, P & I clubs, and
so forth. Provide a precedent order and complete identification, fax, phone and telex
information. The Decision-Maker must be among those kept informed as that individual
will be the primary liaison with the Office of the Deputy Commissioner.

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 TABLE 1

SHIPBOARD MARINE POLLUTION EMERGENCY PLAN (FOR OIL AND/OR

NOXIOUS LIQUID SUBSTANCES 1
SAMPLE FORMAT FOR INITIAL NOTIFICATION
AA (SHIP NAME, CALL SIGN, FLAG)
BB (DATE AND TIME OF EVENT, UTC)

D D H H M M

CC (POSITION, LAT, LONG) OR DD (BEARING, DISTANCE FROM LANDMARK

N S
D D M M D D D M M
E W
D D D M M
EE COURSE FF (SPEED, KNOTS)

D D D kn kn 1/10
LL (INTENDID TRACK)
MM (RADIO STATIONS GUARDED)
NN (date and time of next report , UTC)

D D H H M M
PP (TYPE AND QUANTITY OF CARGO/BUNKERSON BOARD- ESPECIALLY INFORMATION REGARDING
DANGEROUS CARGOS):

QQ(BREIEF DETAILS OF DEFECTS, DAMAGE DEFICIENCIES, LIMITATIONS):

RR (BRIEF DETAILS OF [Link] GOODS LOST OVERBAORD: POSITION, AS ECPRESSED

IN CC AND DD ABOVE:
SS (BRIEF DETAILS OF WEATHER AND SEA CONDITIONS:

DIRECTION DIRECTION
WIND SWELL

SPEED (BEUFORT) HEIGHT (M)

TT (CONTACT DETAIL OF SHIP’S OWNERR/OPERATOR/AGENT):

UU (SHIP SIZE AND TYPE)

LENGTH: (m) BREADTH; (m) DRAUGHT: (m) TYPE:
XX (ADDITIONAL INFORMATION:
BREIEF DETAILS OF INCIDENT:
NEED FOR OUTSIDE ASSISTANCE:
ACTIONS NBEING TAKEN:
NUMBER OF CREW:
DETAILS OF INJURIES:
DETAILS OF P&I CLUB & LOCAL CORRESPONDENT:
OTHER:

1 See IMO Resolution 851(20) for additional details.

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Section 3. Steps to Control Discharge

Timely effort must be made to attempt to stop the discharge of oil and/or NLS. The following tables
outline the needed action and responsible person for various Pollution Emergencies.

3.1 For operational spills related to cargo operations or bunkering – These tables are provided as
examples only and are not designed to limit you in the development of the tables to be used in
the Plan you are developing.

TABLE 2-A

Spill Cause Action to be Taken Responsible Person

Pipe Leak (on board) Ensure proper safety precautions are Cargo Watch Officer
being followed. or
Stop Product Flow. Chief Officer

Pipe Joint Leak (on board) Ensure proper safety precautions are
being followed. Contain Spill on Deck.

Hose Rupture/Connection Ensure proper safety precautions are

Leak (on deck) being followed. By-Pass, replace or
repair failed complement (in
cooperation with coastal state, class
society representatives, flag
administration).

Hose or Pipe Leak (Facility Ensure proper safety precautions are Cargo Watch Officer
or other vessel's) being followed. or
Stop Product Flow. Contain spill Chief Officer
(in charge or assist, depending on Pre-
Transfer Agreement). Coordinate with
facility or other vessel.

Tank Overflow (on board) Ensure proper safety precautions are Cargo Watch Officer
being followed. or
Stop product flow. Contain spill on Chief Officer.
deck. Safely transfer cargo until tank
level is satisfactory.

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 Hull Leakage - above Ensure proper safety precautions are Cargo Watch Officer
waterline being followed. or
Stop Product Flow. Contain spill, Chief Officer
determine source, and safely transfer
cargo until tank level is satisfactory.
Repair tank in cooperation with coastal
state, class society & flag
administration.

Hull Leakage - at or below Ensure proper safety precautions are Cargo Watch Officer
waterline being followed. or
Stop Product Flow. Contain spill, Chief Officer
determine source, and safely transfer
cargo until tank level is satisfactory.
Repair tank in cooperation with coastal
state, class society & flag
administration.

*NOTE: Other Crewmembers should be assigned duties as appropriate.

3.2 Spills resulting from casualties

This section should contain ship-specific and company-specific information concerning

actions to be taken to address, as a minimum, the following casualty scenarios: grounding,
fire/explosion, collision (with fixed or moving object), hull failure, excessive list,
containment system failure, submerged/foundered, wrecked/stranded, hazardous vapor
release, and especially for ships certified to carry NLSs, dangerous reactions of cargo, other
dangerous cargo release, loss of tank environmental control and cargo contamination
yielding a hazardous condition (see section [Link] of the Guidelines). This section should
also provide guidance on priority actions to be taken (see Section 2.5 of the Guidelines).
Consideration should be given to providing some of the necessary information in the form of
checklists/flowcharts where considered applicable. An example of presentation of
information relating to response activities and personnel responsibilities is given in table 2
below:

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 TABLE 2-B

Spill Cause Action to be Taken Responsible Person

Grounding Ensure proper safety precautions are Master assesses

being followed. damage.
Stabilize ship. Determine position, if
safe attempt to re-float. If not, engage
salvage resources. Contain spill.
Fire/Explosion Ensure proper safety precautions are Master assesses
being followed. damage.
Contain area of damage. Stabilize ship
If needed, obtain salvage resources.
Contain spill.

Collision Ensure proper safety precautions are Master assesses

being followed. damage.
Contain area of damage. Stabilize ship
If needed, obtain salvage resources.
Contain spill.

Excessive List Ensure proper safety precautions are Master

being followed.
Determine cause of list. Stabilize ship.
If safe, correct list. If needed, obtain
salvage resources. Contain spill.

*NOTE: Other Crewmembers should be assigned duties as appropriate to their rank, training
and experience.
3.3 Priorities

In all cases, the SAFETY OF SHIPBOARD PERSONNEL COMES FIRST. The second
priority is to stabilize the ship, limit damages and other related response actions whose goal
is to prevent the loss of the vessel. This could include technical data from the Class Society
related to damage stability and hull stress calculations, use of on-board plans, cargo loading
plans, lightering or other similar matters. Third, summon assistance from sources off the
ship such as firefighting, damage control, towing and spill response.

3.4 Communications

Communication with all relevant interested bodies is understood to be an integral part of

these processes. Authorities of relevant Coastal States or Port States, the Flag
Administration, Class Society, the Owners and Operators, P & I Clubs, underwriters,
charterers and any other person determined by the owner and Master shall be informed and
updated as outlined elsewhere in this Plan and its Appendices.

3.5 Duty to Assist

Similarly, it remains the Master's responsibility to render assistance to other ships to save
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 and protect lives at sea. Nothing in this Plan shall detract from this tradition among
mariners.

Section 4. National and Local Co-Ordination

4.1 The Master shall initiate rapid and accurate reporting to appropriate Coastal State(s)
authorities. It is imperative that the Master, or other designated person, be clearly identified
as the official and only point of contact on board for all matters related to the response to the
reported incident.

4.2 It is recognized that while the Master may be the best person for this task, an owner may
wish to remove this onerous burden from the Master, particularly if the ship is underway,
aground or on fire. This is acceptable so long as the individual is present and accessible to
Coastal State(s) authorities, port authorities and the Office of the Deputy Commissioner.

4.3 THE ON-BOARD CONTACT PERSON ON ALL MATTERS RELATED TO THIS

PLAN IS .

Telephone:
Fax:
Telex:

4.4 The names, address, phones, faxes, telexes of relevant Coastal State, regional and local
authorities are in the appendices to this Plan. Consideration for the ship's trade route or
pattern must be given. For example, if not a regular caller in the USA, the National U.S.
Coast Guard Hotline telephone number will be sufficient for initial notification. Local Coast
Guard, regional or state government notifications should also be made.

Section 5: Additional Information (non-mandatory)

5.0 This section should contain additional information included in the Plan at the owner’s
discretion. This information, although not required by regulation 26 of Annex I and
regulation 16 of Annex II of MARPOL 73/78, may be required by local authorities in ports
visited by the vessel, or it may be included to provide additional assistance to the ship’s
master when responding to an emergency situation. This information may include:

.1 plan review procedures;

.2 training and drill procedures;
.3 record-keeping procedures;
.4 public affairs policy of the owners/operators;
.5 etc.

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 APENDIXES

Table of Contents

1. Response Decision-Making Aid (Flow Chart)

2. Guidelines for When and How to Report -

IMO Resolution A851(20), Guidelines General Principles for Ship Reporting Systems and Ship
Reporting Requirements, including Guidelines for Reporting Incidents Involving Dangerous
goods, Harmful Substances and/or Marine Pollutants (IMO Publication 516 90.08.E)

3. To Whom a Report is to be Made -

Coastal State Authorities, IMO document MEPC/Circ. 267 dated 24 May 1993
Port or Regional Authorities
Ship Interest Contacts

4. Ship's Plans and Drawings -

Location and access

5. Vessel Loading and Hull Stress Calculation References -

Loading/Discharge Manuals
On-Board Technical Resources (Loadmaster, computer, etc.)
Shore-based Technical Support

6. Additional Materials

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 APPENDIX

SHIP INTEREST CONTACTS

The following table provides an example of how ship interest contact information could
be presented:

(a) Owner/operator contacts

Name of institution
person to be contacted Ad dress Means of contact Remarks
Owner/Operator Phone:
Fax:
Telex:
INMARSAT
Telex:

(b) Other ship interest contacts

Name of institution
person to be contacted Address Means of contact Remarks
Charter

Local Agent

P&I Club and

correspondents

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 SHIPBOARD MARINE POLLUTION EMERGENCY PLAN
(FOR OIL AND/OR NOXIOUS LIQUID SUBSTANCES6)
Summary flow chart
This flow diagram is an outline of the course of action that shipboard personnel should follow in responding
to an oil or noxious liquid substance pollution emergency based on the Guidelines published by the
Organization. This diagram is not exhaustive and should not be used as a sole reference in response.
Consideration should be given for inclusion of specific references to the Plan. The steps are designed to
assist ship personnel in actions to stop or minimize the discharge of oil or noxious liquid substances and
mitigate its effects. These steps fall into two main categories - reporting and action.

DISCHARGE OF OIL OR NOXIOUS LIQUID SUBSTANCE

(Probable or actual)

ASSESSMENT OF THE NATURE OF INCIDENT

ACTIONS REQUESTED
• Alert crew members
• Identify and monitor spill source
• Personnel Protection
• Spill assessment
• Vapor monitoring
• Evacuation

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REPORTING ACTION TO CONTROL DISCHARGE
By master and/or designated crew member Measures to minimize the escape of oil or noxious liquid
substance and threat to the marine environment
When to report Navigational measures Seamanship measures
All probable and actual spills • Alter course/position • Safety assessment and
How to report and/or speed • Change of list and/or
• By quickest means to coastal radio station • Anchoring trim precaution,
• Designated ship movement reporting station • Setting aground • Advice on priority
• Rescue co-ordination center (at sea), • Initiate towage countermeasures/ preventive
• By quickest available means to local authorities. • Assess safe haven measures
requirements, • Damage stability and
Whom to contact • Weather/tide/swell stress considerations
• Nearest coastal State forecasting, • Ballasting/deballasting
• Harbor and terminal operators (in port) • Slick monitoring • Internal cargo transfer
• Shipowner’s manager; P & I insurer, • Record of events and operations transfers of cargo
• Head charterer; cargo owner communications taken. and/or
• Refer to contact lists bunker
• Set up shipboard response
What to report for:
• Initial report (res. A.851(20) - Leak sealing
• Follow-up reports - Fire fighting
• Characteristics of oil or noxious liquid - Handling of
substance spilled Cargo/ballast/bunker shipboard response
dispositions- equipment(if
• Weather and sea conditions available) etc.
• Slick movement STEPS TO INITIATE EXTERNAL RESPONSE
• Assistance required
• Refer to coastal port State listings for local assistance
- Salvage
• Refer to ship interest contact list
- Lightening capacity
• External clean-up resources required
- Mechanical equipment
• Continue monitoring of activities
- External response team
- Chemical dispersant/degreasing.

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