SHIPBOARD OIL POLLUTION EMERGENCY PLAN DR. FRIDTJOF NANSEN

SHIPBOARD OIL POLLUTION EMERGENCY PLAN FOR DR. FRIDTJOF NANSEN DNV GL ID 34242 IMO NO. 9762716 CALL SIGN LDLG

************************************************************************** S O P E P SHIPBOARD OIL POLLUTION EMERGENCY PLAN (Skipets nødplan ved oljeforurensing) ************************************************************************** Vessel name...: Vessel home port...: Vessel flag...: Vessel call id.: DR. FRIDTJOF NANSEN Bergen, Norway Norwegian (NOR) L D L G I M O number: 9762716 DnV GL Id. No.: Shipyard name...: D34242 ASTILLEROS GONDAN Shipyard hull no...: 460 Owner...: Postal Address...: Operator...: Norwegian Agency for development cooperation Box 8034 Dep. 0030 Oslo, Norway Institute of Marine Research, Bergen, Norway *************************************************************************** SOPEP issued by...: AG SOPEP revisions...: Rev.No.0 Date 13.06.16 Rev.No.1 Date 11.07.16 Rev.No.2 Date 26.07.16 Rev.No.3 Date 15.12.16 Agents, captain, Contact persons altered.

TABLE OF CONTENTS SECTION No. TITLE/DESCRIPTION PAGE 1. Preamble/General Information: 1.1. REGULATION REFERENCES 3 1.2. PLAN PURPOSE 3 1.3. INFORMATION CONTENTS 3 1.4. VALIDITY OF THE PLAN 3 1.5. REVISION RESPONSIBILITY 3 1.6. VESSEL INFORMATION: 1.6.1. Main particulars 3 1.6.2. Classification 3 1.6.3. Operational areas 3 1.6.4. Tank capacities/contents 4 1.6.5. Cargo 4 1.6.6. Communication equipment 4 1.6.7. (Contact persons) ref also 2.3. 4 1.7. Coastal state responsibilities 4 2 Reporting Requirements 2.1. WHEN TO REPORT: 2.1.1. Ship security in general 5 2.1.2. Ship manoeuvrability 5 2.1.3. Sea/shore environments 5 2.2. INFORMATION REQUIRED 5 2.3. WHO TO CONTACT 5 3 Steps to control Discharge 3.1. RESPONSIBILITIES: 3.1.1. Ship master 6 3.1.2. Chief engineer 6 3.1.3. Ship operation office 6 3.2. OPERATIONAL SPILLS: 3.2.1. Pipe leakages 6 3.2.2. Tank overflooding 6 3.2.3. Hull/structural damages & leak 6 3.3. SPILLS CAUSED BY CASUALTIES: 3.3.1. General 7 3.3.2. Grounding 7 3.3.3. Fire/explosion 8 3.3.4. Collision 8 3.3.5. Inclination 8 3.3.6 Hull failure 8 3.3.7 Containment System Failure 10 3.3.8 Submerged, Foundered or Wrecked 10 3.3.9 Hazardous Vapour Release 11 3.3.10 Dangerous Reactions of Cargo, Cargo Contamination Yielding A Hazardous Condition 11 3.3.11 Other Dangerous Cargo Release 12 3.3.12 Loss of Tank Environmental Control 12 4 National and local Co-ordination 14 5 List of Appendices 15

SECTION 1, Preamble & General Information. 1.1. This Plan is based upon the requirements of Regulation No. 37. of Annex I of the International Convention for the Prevention of Pollution from ships, MARPOL 73/78. The Plan must be approved accordingly. 1.2. The purpose of this Plan is to provide guidance to the master and officers onboard the ship, with respect to the steps to be taken when a pollution incident has occurred, or is likely to occur. 1.3. The Plan contains all information and operational instructions required by the DnV GL guidelines (July-2013). This includes also names, phone/fax numbers etc. referred in the Plan, as well as other reference material. 1.4 This Plan is valid when approved by the Administration. Alterations of Sections 1-4 of the Plan are only valid when approved by the Administration. The appendices should be maintained updated by the Operators/Managers of the vessel. 1.5. Responsible for the revision/updating of the Plan is: THE INSTITUTE OF MARINE RESEARCH, by: Mr. Per W. Nieuwejaar The Plan is to be updated frequently, min. once a year. Revisions are to be clearly identified on the front page, and the latest revision to be distributed to the ship and all other personnel involved, as soon as approved by the Administration. 1.6. Vessels information: 1.6.1. Main Particulars. - Length over all : 74.5 m. - Length between perpendiculars : 66.1 m. - Breadth moulded : 17.4 m. - Depth to Main deck : 8.60 m. - Depth to 1st deck : 11.4 m. - Depth to 2nd deck : 14.1 m. - Gross Tonnage (International) : 3863 GT. 1.6.2. Classification notation: - DNV *1A1, EO, ICE-C, SPS, DYNPOS-AUT, NAVI-AW, CONF-C(2) V(2), BWT-T, TMON, RECYCLABLE, CLEAN. 1.6.3. Operational Area: - International/Unlimited.

1.6.4. Tank Capacities: (For details: Ref. tank plan 460-101-007). 1.6.5. Cargo: - Fuel Oil, incl. day tanks : 482.6 m3 (Marine Diesel Oil). - Fuel Oil for emrg.gen : 8.15 m3. - Fuel Oil drain : 8.05 m3. - Bilge Water : 22 m3. - Sludge : 18 m3. - Lubrication Oil, stores : 28.19 m3. - Grey Water, Sewage tank : 68 m3. - Ballast Water tanks : 504.1 m3. - Fresh Water tanks : 175.2 m3. - Hydr. Oil :4.01 m3. - Fishing and scientifically equipment - Freezer stores for fish cargo, abt. 22 m2 + 2.5m2. 1.6.6. Communication Equipment onboard: - Sailor GMDSS 4-bay console sea area A-4. - 2 x MF/HF sailor 6320-1 x S-Band Radar 65830MHR. - 8 x VHF portable sailor SP3520. - 2 x VHF sailor 6210 DCS. - 1 x X-Band 65608. - 4 x VHF sailor 6222 DCS. - 3 x Message terminal 6006A. - 3 x Keyboard. - 1 x Navtex Receiver. - 1 x weather fax. - 3 x printer. 1.6.7 Contact persons: Ref. Item 2.3, Appendices and Company`s SMS preparedness plan. 1.7 Coastal state responsibilities: Without interfering with ship owner's liability, some coastal states consider that it is their responsibility to define techniques and means to be taken against an oil 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 Casualties, 1969.

Section 2 Reporting Requirements 2.1. WHEN TO REPORT: 2.1.1. Damage, failure of breakdown which affects the security of the ship in general. Examples: Collision/grounding, fire, explosion, structural damages, flooding/cargo shifting. 2.1.2 Damage, or failure of propulsion and steering equipment etc., which may affect or reduce the manoeuvrability of the ship. Examples: Damage of propulsion/auxiliary machinery, generators, steering gear, electronically equipment or electrical power supply. 2.1.3. Damage or breakdown of cargo/piping/tank-systems, which may affect the sea- or shore environments, or is likely to cause environmental problems/catastrophes. Examples: Piping/tank leakages, overflooding, pump- or valve break-downs, grounding, explosions. 2.2 INFORMATION REQUIRED: Reference is made to IMO Resolution A.851 (20) for the report table set-up. The report table is enclosed to this plan 8 ref. Sec.5) 5 copies of this form to be attached to the Plan at any time. This table is the basis of both the initial report and potential follow-up report. Other relevant information related to this Plan is: General Arrangement Drawing. Tank Plan Drawing. Oil record Book, onboard. Machinery condition prints, onboard (engine control). Company`s SMS, preparedness plan. 2.3. WHOM TO CONTACT: The master of the ship, or persons appointed by him, should in case of pollution incidents contact, whiteout delay, by phone, fax or radio the following: * Coastal State contacts. * Relevant Port and local Agent contacts. * Ship Interest contacts Ref. Company`s SMS preparedness plan / beredskapsplan. For listed names, phone/fax numbers: ref.: Appendices and Company`s SMS preparedness plan. The contact persons should be 24 h/d available. The list of contacts must be regularly updated (ref. 1.5).

SECTION 3, Steps to control Discharge. 3.1. RESPONSIBILITIES: 3.1.1. Ship master: - Ensure that all crew members know what to do in case of incidents. Ref. Company`s SMS - Get a view of status consequences. - Supervise actions onboard. - Warning/ reporting from the ship. Ref. SMS 3.1.2. Chief engineer: - Practical steps to be taken onboard to control or minimize consequences. 3.1.3. Operation Office: - Judge the reported info from the ship and consider the involvement of insuranceand/or salvage company. - Relate to public information, press. 3.2. OPERATIONAL SPILLS: 3.2.1. Pipe Leakages: The chief engineer is obliged to: * Stop the system liquid flow (valves/pumps) * Repair pipes in question, when located. (permanently repair if materials available onboard) * Leakage oil spills onboard to be removed, by drain to drain bilge water tank. * Cleaning by chemicals/water * Oily water stored in tanks to be separated through the L.O. separator. * Clean water to be discharged overboard. * Recovered oil to be stored in oil drain tank. 3.2.2 Tank overflooding: [ref. Tank Plan Dwg.no 460-101-007] * Fuel oil system: F.O. type is Marine Diesel Oil (MDO) stored in 11 hull integrated tanks, 2 main day tank and 1 Emrg.gen. tank. The chief engineer is responsible for safe bunkering of fuel oil, and for reporting to the ship master in case of over flooding. The FO-system includes remote sounding system and tank level switches/alarms. The tank air pipes are furnished with spill trays. 3.2.3. Hull/structural damage & leakage: The double bottom tanks and all other tanks to be regularly inspected for leakages and damages, by the chief engineer. The same applies for other internal shell panels. Oil spill and remaining tank contents to be transferred to vacant tank spaces. The chief engineer and the master must consider repairs and the necessity of going to a shipyard for repairs.

3.3. SPILLS CAUSED BY CASUALTIES: 3.3.1. General: In case any of the below listed casualties should occur the first priority of the ship master will be to get an overview of the situation, and consider the safety of the crew and other personnel onboard. Secondly, in cooperation with the chief engineer, to implement actions to prevent the casualties to develop, and to minimize the consequences. Priority of actions will be those that may prevent fire and against the wind direction, and close all external air inlets etc. explosions; such as setting the ship bow If the ship cannot manoeuvre (grounding.), all potentional combustion sources are to be removed, and actions taken to prevent combustible gasses to enter into the accommodation and engine areas. When it is possible to manoeuvre the ship, the master shall consider repositioning the ship to a more appropriate position, to enable simple repairs, or to go into an oil dispersant freeing operation. A freeing operation is only to be activated after discussions with the owners, and with the nearest coastal emergency station (freeing coordinator). 3.3.2. Grounding: Damage stability calculations are required for this ship. See manual 460-101-160 Damage stability calculation. The hull below main deck is divided into watertight compartments, + roll reduction tanks amid ship, + forepeak tank. See drawing 460-101-008. In case of grounding, the ships master shall report to the ship operator's office/owners. The chief engineer shall perform a visual inspection of all underwater shell panels, tanks and compartments. He shall also observe the development of the draft, by watching the external draft marks fore and aft, also considering the tide situation.

3.3.3. Fire and explosions: Ref. is made to item 3.3.1. The Fire & Alarm Instruction (and Safety Plan) will be the main guidance to crew responsibilities. All compartments by fire detection and warning system, with a central unit in the wheelhouse. Total flooding water mist (SEMCO) system is applied for: - Engine room. - Propulsion room. - Separator room. - Engine workshop room. - Winch drive room. - Switchboard room. - Casing. - Emergency / Harbour generator room. - Incinerator room. Also, engines, propulsion motor L.O. separator, F.O. separator, boiler and incinerator are protected by local application watermist. Accommodation are protected by watermist system too. The air supply fans for the engine room will automatically be shut down when the system is released. The chief engineer is responsible for the release. All precautions are to be taken in the daily routines to minimize the risk of fire or explosions onboard. 3.3.4 Collision: Ref. is made to item 3.3.2. and 3.3.1. The ship master is responsible for the reporting to the ship operators and local emergency station. The chief engineer is responsible to close all doors, hatches and openings where sea water may intrude, and to empty flooded compartments by means of bilge water system pumps, or portable pumps, and report the development of the situation to the master. 3.3.5 Inclination/list: The system- and storage tanks are transversely divided by longitude WT bulkheads. First action when inclination occurs, is to compensate by transferring system liquids from the immerged side to the corresponding tanks of the opposite side. If the inclination situation is not improved this way, or tend to develop beyond control, the ship master must call for emergency assistance by the emergency station, and inform the operators. Unexpected trim due to collision or structural damages are to be compensated correspondingly, by transferring tanks contents longitudinally. If the inclination is caused by unexpected shifting of cargo or fishing equipment, actions must be taken to move these loads back to original position, by means of deck cranes or tackles. Action responsibility: Chief engineer (and fishing master, for fishing gears). 3.3.6 Hull Failure If the ship suffers severe structural hull failure: Sound the emergency alarm and muster the crew Reduce speed or stop to minimise stress on the hull Assess the immediate danger of sinking or capsize Initiate damage control measures The master should then assess the situation for pollution purposes as follows:

If oil or noxious liquid substances has spilled, inform the appropriate parties in accordance with Section 2 of this plan If immediate action is necessary to jettison cargo, inform the appropriate parties in accordance with Section 2 of this plan Consider whether offloading of oil or noxious liquid substances that is necessary to maintain stability can wait until another ship or a barge is available If the change in stability and stress cannot be calculated on board, contact the classification society and arrange for the necessary calculations to be carried out Consider the forecast weather conditions and the effect they may have on the situation. Having assessed the damage and dealt with imminent danger, consideration of further action for repair or cargo transhipment, or mitigating the effect of liquid spilt, should be done in conjunction with appropriate authorities, to facilitate pollution control. Use of a simple check list is recommended. Example check list is included in Appendix F. 3.3.7 Containment System Failure If there has been an internal failure of the bunker oil or cargo containment system, other than pipeline leakage, it is likely that it will be detected by another symptom such as an excessive list, a tank overflow or external hull leakage, often preceded or accompanied by a loud or unusual noise. Advice on initial reaction in each case will be described under other sections. However, once a failure of the internal containment system has been identified, there may be additional responses that can be taken to avoid or mitigate a spill of oil or a noxious liquid substance. Steps to be taken immediately: Stop any cargo, bunkering or ballasting operations in progress, and close all tank valves and pipeline master valves If under way, consider reducing speed or stopping If in port, consider evacuation of non-essential personnel Further measures: Determine the extent of the damage, and decide what damage control measures can be taken. If the failure has occurred to a system containing a noxious liquid substance, consider what safety precautions are necessary to protect the crew from vapours or contact with the liquid Assess the possibility of pollution from leakage of oil or noxious liquid substances If oil or a noxious liquid substance has spilled, inform the appropriate parties in accordance with Section 2 of this plan If immediate action is necessary to jettison cargo, inform the appropriate parties in accordance with Section 2 of this plan Consider whether offloading of oil or a noxious liquid substance that is necessary in order to maintain stability can wait until another ship or a barge is available Consider whether the level of liquid in the tanks associated with the system failure should be reduced. Remember to consider the effect on hull stress and stability of the vessel and the compatibility of noxious liquid substances with tank type, material of construction and tank coating. If the spilled liquid is contained on board and can be handled by the Pollution Prevention Team then: Use sorbents and permissible solvents to clean up the liquid spilled on board. Ensure that any residues collected, and any contaminated absorbent materials used in the clean-up operation are stored carefully prior to disposal. Use of a simple check list is recommended. Example check lists are included in Appendix F. 3.3.8 Submerged, Foundered or Wrecked If the ship is wrecked to the extent that it is in imminent danger of foundering or being completely or partially submerged, safety of the lives of the crew will take priority over preventing pollution. It is

likely that the event which caused the sinking will have led to some surface pollution already. However, if time allows, it may be possible to take some measures which will limit subsequent spillage. The following actions may be considered, if there is no risk to the safety of the crew, and time allows: Inform the appropriate parties in accordance with Section 2 of this plan Close all tank valves and pipeline master valves Screw down or lock shut any tank vent valves Close vent flaps and watertight openings in the cargo area Alert other ships and navigational authorities to the presence of pollutants. Use of a simple check list is recommended. Example check lists are included in Appendix F. 3.3.9 Hazardous Vapour Release For oil tankers and cargo ships at sea, it is unlikely that a significant marine pollution hazard will be created solely by vapour release. In port the main problem with such an event is safety of the crew and nearby shore personnel in a flammable or toxic atmosphere. Steps to take immediately: Stop any cargo, bunkering or ballasting operations in progress, and close all tank valves and pipeline master valves. Eliminate possible sources of ignition. If under way, consider altering course to create the best wind flow, or reducing speed or stopping. If in port, consider evacuation of non-essential personnel. If in port, alert shore and terminal personnel, and the crew of craft alongside. Further measures: Establish the reason for the hazardous vapour release. If possible, take corrective action to rectify the situation. Use of a simple check list is recommended. Example check lists are included in Appendix F. 3.3.10 Dangerous Reactions of Cargoes and Cargo Contamination This is an inherent danger associated with the carriage of chemical cargoes and noxious liquid substances. If a dangerous cargo reaction or contamination of a cargo yielding a hazardous condition occurs, the consequences to the safety of the ship, its crew and nearby shore personnel will be paramount, and must take priority. However, a result of the occurrence may be a spill into the sea, and mitigation of the risk of pollution or actual pollution can be addressed by consideration of the following measures: Steps to take immediately: Stop any cargo, bunkering or ballasting operations in progress, and close all tank valves and pipeline master valves. Eliminate possible sources of ignition. If oil or a noxious liquid substance has spilled, inform the appropriate parties in accordance with Section 2 of this plan. If immediate action is necessary to jettison cargo, inform the appropriate parties in accordance with Section 2 of this plan. If in port, alert shore and terminal personnel, and the crew of any craft alongside. Further measures Establish the reason for the reaction or contamination. If possible, take corrective action to rectify the situation. This may involve reducing the liquid level in a tank, cooling or diluting a mixture where a reaction is in progress, or containing the process by smothering with inert gas or foam.

Consider whether offloading of oil or a noxious liquid substance that is necessary for safety or in order to maintain stability can wait until another ship or a barge is available. If the change in stability and stress cannot be calculated on board, contact the classification society and arrange for the necessary calculations to be carried out. Consider whether external salvage assistance may be necessary for control and mitigation of a probable spill. An early warning that proves to be over-cautious and must be cancelled may be better than a late call that cannot be met. Having assessed the situation and dealt with imminent danger, consideration of further action or cargo transhipment, or to mitigate the effects of liquid spilt, should be done in conjunction with appropriate authorities, in order to facilitate pollution control. Use of a simple check list is recommended. Example check lists are included in Appendix F. 3.3.11 Other Dangerous Cargo Release Danger to personnel, the ship or shore installations should be given priority over the potential for pollution. However, release of noxious liquid substances into the sea can create dangerous situations through reaction between the liquid and water. Steps to take immediately: Stop any cargo, bunkering or ballasting operations in progress, and close all tank valves and pipeline master valves. Eliminate possible sources of ignition. By reference to the cargo information sheet, determine whether a dangerous reaction with water is likely. If oil or a noxious liquid substance has spilled, inform the appropriate parties in accordance with Section 2 of this plan. If in port, alert shore and terminal personnel, and the crew of any craft alongside. Further measures Establish the reason for the cargo release. If possible, take corrective action to stop the release. This may involve reducing the liquid level in a tank by transferring it to another tank. Remember to consider the effect on hull stress and stability of the vessel and the compatibility of noxious liquid substances with tank type, material of construction and tank coating. If the change in stability and stress cannot be calculated on board, contact the classification society and arrange for the necessary calculations to be carried out. If it is necessary to offload a noxious liquid substance, consider whether it can wait until another ship or a barge is available. Consider whether external salvage assistance may be necessary for control and mitigation of a probable spill. An early warning that proves to be over-cautious and must be cancelled may be better than a late call that cannot be met. Having assessed the situation and dealt with imminent danger, consideration of further action or cargo transhipment, or to mitigate the effects of liquid spilt, should be done in conjunction with appropriate authorities, in order to facilitate pollution control. Use of a simple check list is recommended. Example check lists are included in Appendix F. 3.3.12 Loss of Tank Environmental Control Many noxious liquid substances carried as cargo by sea are required to have the atmosphere above the liquid controlled in order to ensure safety. Loss of this control can result in a hazardous situation that may lead to marine pollution. If loss of control occurs in tanks containing such cargoes, the following measures can avoid or mitigate the effect and the possibility of a spill. Steps to take immediately: Ensure necessary precautionary safety measures for crew, ship and shore are taken

Establish the reason for the loss of tank environmental control, and if possible take corrective action. Establish a continual monitoring process to compare liquid levels, tank pressures or cargo temperatures. By reference to the cargo information sheet, determine whether a dangerous situation is likely to arise. If a spill is probable, or jettison of the noxious liquid substance may become necessary, inform the appropriate parties in accordance with Section 2 of this plan. Further measures: Consider whether it is possible to transfer the noxious liquid substance to another tank, taking account of the effect on hull stress and stability of the vessel and the compatibility of noxious liquid substances with tank type, material of construction and tank coating. Use of a simple check list is recommended. Example check lists are included in Appendix F.

SECTION 4, National and local Co-operation. 4.1. General: The aim of this Plan must be to ensure an efficient coordination and communication between the ship crew, the owners and the shore authorities, to minimize the risk regarding human life, ships and environments, and to fulfil the intentions of the International Convention for the Prevention of Pollution from Ships. 4.2. The ship master: * Must be informed by the operators/owners of the ship regarding local national routines for the handling of and responsibilities for ship casualties/emergencies in all areas where the ship is expected to operate. The same applies for the local national rules concerning pollution discharges. * Must contact the local/national shore authorities through the emergency stations/radio for approval, before involving salvage/towing boats, helicopters, oil pollution lensing ship or similar. * When reporting casualties, contact the ship operators/owners first. Ref. Company SMS preparedness plan. The latter is basically responsible for the official reporting to the authorities, insurance companies and to the press.

SECTION 5, List of Appendices. A. Table 1, Initial Reporting Notification, (5 copies) B. Table 2, Casualty Action Form (5 copies) C. List of Contact Persons, Ship Interest D. List of Contacts, Port/State Authorities E. Example pro-forma of port contacts F. Damage stress and stability calculations G. General Arrangement Drawing 460-101-001 H. Tank Plan Drawing 460-101-007 I. Miscellaneous

T A B L E 1 SHIPBOARD OIL POLLUTION EMERGENCY PLAN Sample Format for initial notification report AA. Identification: Vessel name: DR. FRIDTJOF NANSEN Radio call sign: LDLG Flag: NOR Vessel dimensions: Loa: 74.50m, Bmld: 17.40m Type: Research Vessel BB. Date / time of event: D D M M Y Y h h m m CC. Position: * Latitude: d d m m * Longitude: d d m m DD. Alternative identification of position: Bearing and distance from landmark: Landmark description: d d d Naut.miles EE. Current vessel course: FF. Vessel speed:, d d d kn kn LL. Intended track: MM. Radio stations guarded: NN. Date & time of next report, UTC: D D M M Y Y h h m m PP. Type & quantity of cargo / bunkers onboard: (to be continued)

T A B L E 1 (cont.) QQ. Brief details of defects/deficiencies/damages: RR. Brief details of pollution, including estimate of quantity lost: SS. Brief details of weather and sea conditions: Wind direction: Wind speed: d d d (Beaufort) Swell direction: Swell height: d d d (meters) TT. Contacts of ship`s owners/operator/agent: XX. Additional information: * Incident details: * Need of external assistance: * Present actions being taken: * No. of crew and injury details: * Details of P&I Club and local correspondent: * Other relevant information: Footnote: The ref. alphabetic letters applied in Table 1 above are referred to in «General principles for ship reporting syst. and ship reporting requirements, incl. guidelines for reporting incidents involving dangerous goods, harmful substances and/or marine pollutants», adopted by the IMO by resolution A.648(16). The letters do not completely follow an alphabetic sequence, as certain letters are used to designate information required for other standard reporting formats, e.g. those used to transmit routing information.

SOPEP CASUALTY ACTION FORM Table 2 SHIP IDENTITY: Name Call Sign Flag DR. FRIDTJOF NANSEN L D L G Norwegian TYPE OF SPILL ACTION PLANNED RESPONSIBLE REMARKS A. Gas Oil * Stop leakage * Transfer remaining oil to another tank. *Try to avoid fire outbreak. Master and chief engineer. REF. Company`s SMS Preparedness plan If in harbour, the harbour authorities to be contacted. B. Lubrication Oil As for item A. As for item A.

LIST OF CONTACT PERSONS, SHIP INTEREST Ref. Company`s SMS, preparedness plan Institution Address Means of contact Person/Remarks Private telephone Onboard ship: Telephone Telephone The Captain Owner: Norad - Norwegian Agency for development cooperation Tlf: +4755238500 Fax: +4755238531 Mr. P.W.Nieuwejaar Tlf:91317465 Operator: Institute of Marine Research. Insurance C.: P&I Insurance: Contact persons, ship interest. Ref. SMS Preparedness Plan P.O.Box 8034 Dep.0030 OSLO NORWAY (Governmental) To be added if P & I. Tlf: +4755238500 Fax: +4755238531 Emergency Nr.95232102 Ref. SMS Preparedness Plan Mr. P.W.Nieuwejaar Tlf: 4791317465 Mr. R.Å. Klepsvik Tlf: +4790845856 (self-insurance)

LIST OF CONTACT PERSONS, PORT & STATE AUTHORITIES Institution Address Means of Contact Person/Remarks Private tlf. Ref. Company`s SMS Preparedness Plan Ref. Company`s SMS Preparedness Plan Ref. Company`s SMS Preparedness Plan Ref. Company`s SMS Preparedness Plan Emergency Station 1.: Ref. vessel's own Safety Plan Radio Ships Masters: Emergency Station 2.: Ref. vessel's own Safety Plan Radio Ships Masters: Emergency Station 3.: Onboard phone.: Radio: Vessel's Inmarsat C Onboard fax: Havforskningsinstituttet/ Institute of Marine Research Version: 1.02 Ref.id: KS&SMS-3-44.-01 Doc id: D03409 Valid from: 02.02.2017 Approved by: KRR 1 of 25

Appendix E - Example pro-forma for port contacts GENERAL The form is to be used for giving duty personnel vital contact information during port stay. Master is responsible for that the contact information is documented by using the enclosed form. Other means of contact documentation can be used as long as the duty personnel have all relevant contact information available at short notice. PORT LIST OF PORT CONTACTS NO. PERSON / INSTITUTION CONTACT DETAILS* ADDRESS 1 TERMINAL/STEVEDOR E 2 FIRE DEPARTMENT 3 AGENTS 4 PORT AUTHORITY 5 NATIONAL RESPONSE CENTRE 6 COAST GUARD 7 P & I LOCAL CORRESPONDENT 8 CLEAN UP CONTRACTOR** * enter name(s) and telephone numbers ** according to OPA90 Master is responsible for updating this sheet at every port with information from the local agents Havforskningsinstituttet/ Institute of Marine Research Version: 1.02 Ref.id: KS&SMS-3-44.-01 Doc id: D03409 Valid from: 02.02.2017 Approved by: KRR 2 of 25

Appendix F - Damaged stress and stability calculations This check list provides guidance to ship operators and Masters on the type of information that would be required by a shore organization in order to make calculations on damage longitudinal strength or damage stability that are beyond the resources of the ship. DAMAGED STRESS AND STABILITY CALCULATIONS VOYAGE PARTICULARS DEPARTURE PORT... DESTINATION... VIA... DEPARTURE DATE... TIME(GMT)... SHIP CONDITION IMMEDIATELY BEFORE CASUALTY MEAN DRAUGHTS FWD... AFT... LCG OF SHIP IF KNOWN DECK CARGO WEIGHT AND DISTRIBUTION TANK DETAILS AND CARGO SITUATION TANK S.G. TONNES Havforskningsinstituttet/ Institute of Marine Research Version: 1.02 Ref.id: KS&SMS-3-44.-01 Doc id: D03409 Valid from: 02.02.2017 Approved by: KRR 3 of 25

DATA RELATING TO VESSEL AFTER CASUALTY NATURE OF CASUALTY, COLLISION/GROUNDING (FIXED/ FREE)/FIRE/EXPLOSION/HEAVY WEATHER/OTHER... CASUALTY DATE... TIME... LOCATION OF CASUALTY CONDITIONS AT SITE AT TIME OF CASUALTY REPORT. LAT... LONG... WEATHER... SEA STATE... TIDAL STATE... TIDAL RANGE... FORECAST...... S.G. OF SURROUNDING WATER... DRAUGHT AT FWD MARKS... MTRS DRAUGHT AT AFT MARKS... MTRS DRAUGHT AT MIDSHIPS... MTRS ANGLE OF HEEL... DEG PORT STARBOARD BEST ESTIMATE OF WATER DEPTH ON DECK LOCATION... MTRS BEST ESTIMATE OF WATER (FOR GROUNDING) LOCATION PORT MTRS STARBOARD MTRS... Havforskningsinstituttet/ Institute of Marine Research Version: 1.02 Ref.id: KS&SMS-3-44.-01 Doc id: D03409 Valid from: 02.02.2017 Approved by: KRR 4 of 25

REPORTED DAMAGE Details of each damaged compartment known to be open to the sea, including those damaged above the present waterline. Compartment Estimated Cargo Weight (tonnes) Permeability of Cargo (%) Comments Extent and location of structural damage in way of above compartments. Extent of additional damage to pipes, valves, manifolds, doors etc. and list of compartments which may be subject to progressive flooding as a result. Soundings from or estimates of amounts of flood water in spaces not directly open to sea. Havforskningsinstituttet/ Institute of Marine Research Version: 1.02 Ref.id: KS&SMS-3-44.-01 Doc id: D03409 Valid from: 02.02.2017 Approved by: KRR 5 of 25

Extent and location of structural damage in way of deck. Distribution and weight of deck cargo. PROPOSED ACTION AND REQUIREMENTS Havforskningsinstituttet/ Institute of Marine Research Version: 1.02 Ref.id: KS&SMS-3-44.-01 Doc id: D03409 Valid from: 02.02.2017 Approved by: KRR 6 of 25