The Shipboard Oil Pollution Emergency Plan (hereafter referred to as the "Plan") is written in accordance with the requirements of regulation 37 of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973 as modified by the Protocol of 1978 relating thereto.

The purpose of the Plan is to provide guidance to the Master and officers on board the ship with respect to the steps to be taken when an oil pollution incident has occurred or is likely to occur. The appendices contain names, telephone, telex numbers, etc., of all contacts referenced in the Plan, as well as other reference material.

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 Organization (IMO) and published under MEPC. 54(32) and amended by MEPC.86(44).

The Plan should be 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 Administration.

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.

The Plan is prepared both in English and ship working language, but the ship working language version has priority if there is a conflict between them.

The Plan include guidance to assist the Master in meeting the demand of operational spills or a catastrophic discharge.

Garbage Manage Plan should be written in accordance with requirements of Regulation 10 of Revised Annex V to MARPOL, the amendments up to MEPC.201(62) to the Annex and Guidelines for the development of Garbage Management Plan as specified by MEPC/Circ.317 on 10 July 1996, Resolution MEPC220(63) on 2 March 2012 and Resolution MEPC277(70) on 28 October 2016.

In 1995, IMO adopted, by resolution MEPC. 65(37), amendments to Annex V of the International Convention for the Prevention of Pollution from Ships, 1973 as modified by the Protocol of 1978 relating thereto (MARPOL 73/78) which requires that every ship of 400 gross tonnage and above and every ship certified to carry 15 persons or more shall carry a Garbage Management Plan and shall be provided with a Garbage Record Book. In addition, every ship of 12 metres or more in length overall shall display Placards to notify the crew and passengers of the ship's disposal requirements. A new Regulation 9 to Annex V of MARPOL 73/78 enters into force effective 1 July 1997 for new ships and 1 July 1998 for existing ships.

Further, on 5 October 2000, by the adoption of resolution MEPC.89 (45), IMO had made the disposal of incinerator ashes from plastic poducts which may contain toxic or heavy metal prohibition under Annex V of MARPOL. The resolution amended also the definition of baseline of the north-eastern coast of Australia and the alternative using of Spanish beside English and French. Further, on 15 July 2011, by the adoption of resolution MEPC.201 (62), IMO had adopted Revised Annex V of MARPOL which enter into force from 1 January 2013.

The Garbage Management Plan provides procedures for collecting, categorizing, storing, processing and disposing of garbage, including the use of the equipment on board. This Plan also designates the persons in charge of carrying out the above procedures. This Plan has been written in accordance with Guidelines for the development of Garbage Management Plans of IMO according to MEPC/Circ.317 on 10 July 1996 as amended by MEPC.220(63) on 2 March 2012 and MEPC.277(70) on 28 October 2016.

All crew shall follow the Plan

In case the procedures or the equipment on board were changed, the relevant parts of this Plan should be amended accordingly.

The amendments to MARPOL Annex VI - Regulations for the prevention of air pollution from ships, add a new chapter 4 to Annex VI on Regulations on energy efficiency for ships to make mandatory the Energy Efficiency Design Index (EEDI) for new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. Other amendments to Annex VI add new definitions and the requirements for survey and certification, including the format for the International Energy Efficiency Certificate. The regulations apply to all ships of 400 gross tonnage and above.

In global terms it should be recognized that operational efficiencies delivered by a large number of ship operators will make an invaluable contribution to reducing greenhouse gas (GHG) emissions.

A Ship Energy Efficiency Management Plan provides a possible approach for monitoring ship and fleet efficiency performance over time and some options to be considered when seeking to optimize the performance of the ship.

The SEEMP establishes a mechanism for a shipping company and/or a ship to improve the energy efficiency of ship operations. The SEEMP provides an approach for monitoring ship and fleet efficiency performance over time using, for example, the Energy Efficiency Operational Indicator (EEOI) as a monitoring and/or benchmark tool. The SEEMP urges the ship owner and operator at each stage of the operation of the ship to review and consider operational practices and technology upgrades to optimize the energy efficiency performance of a ship.

The SEEMP seeks to improve a ship’s energy efficiency through four steps: planning, implementation, monitoring, and self-evaluation and improvement. These components play a critical role in the continuous cycle to improve ship energy management, ith each iteration of the cycle, some elements of the SEEMP will necessarily change while others may remain as before.

There are two parts to a SEEMP:

Part I provides a possible approach for monitoring ship and fleet efficiency performance over time and some options to be considered when seeking to optimize the performance of the ship.

Part II provides the methodologies ships of 5,000 gross tonnage and above should use to collect the data required pursuant to regulation 22A of MARPOL Annex VI and the processes that the ship should use to report the data to the ship's Administration or any organization duly authorized by it.

Studies carried out in several countries have shown that many species of bacteria, plants and animals can survive in a viable form in the ballast water and sediment carried in ships, even after journeys of several weeks' duration. Subsequent discharge of ballast water or sediment into the waters of port states may result in the establishment of colonies of harmful species and pathogens which can seriously upset the existing ecological balance.

Although other methods have been identified by which organisms are transferred between geographically separated sea areas, ballast water discharge from ships appears to have been prominent among those identified.

The potential for ballast water discharge to cause harm has been recognized not only by the International Maritime Organization (IMO), but also by the World Health Organization which is concerned about the role of ballast water as a medium for the spreading of epidemic disease bacteria.

Some states have established controls on the discharge of ships' ballast water that will minimize the potential for colonization of their rivers and estuaries by non-native species. The preferred option is mid-ocean ballast water exchange prior to arrival. Accordingly, the Countries most concerned have promulgated advice to ships for ballast management, together with a request for their co-operation in applying the techniques voluntarily. Standard procedures have been developed that will be accepted by quarantine authorities as achieving the level of acceptability desired by the Port State.

Unless applied carefully some of the measures being urged for ballast management can affect a ship's safety, either by creating forces within the hull that are greater than the design parameters, or by compromising the stability of the ship. It is because of concern about this that the IMO became involved in what would otherwise be a purely quarantine matter. 

It has been recognized by governments and the shipping industry that individual countries' needs should be harmonized with the greater need to ensure the safety of ships, their crews and passengers.

IMO required that each ship should be provided with a Ballast Water Management Plan, detailing the way that the ship can comply with any measures demanded by a port state. Once it has been established that the management of ballast is necessary to meet the quarantine requirements of a port state, preparation for it should be treated with the same seriousness as preparation of a cargo plan. All concerned with the operation and safe passage of the ship can thereby be assured that they are both protecting the marine environment and ensuring the safety of the ship and crew.

This plan is written in accordance with the requirements of Regulation B-l of the International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004 (the Convention) and the associated Guidelines.

The purpose of the plan is to meet the requirements for the control and management of ship's ballast water and sediments in accordance with the Guidelines for Ballast Water Management and the Development of Ballast Water Management Plans resolution MEPC.127(53) (The Guidelines). It provides standard operational guidance for the planning and management of ships' ballast water and sediments and describes safe procedures to be followed.

This plan may be inspected on request by an authorized authority.