OUTCOME 4

OUTCOME 4
HR04 34

Abstract
Explain the precautions and procedures to be taken to prevent pollution of the marine environment
May 2019

Paul English
[email protected]

HN Unit (HR04 34): Marine Cargo Operations 0

CLASSIFICATION: 2 - Internal / Non-Confidential
HR04 34 Outcome 4 1
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Outcome 4
Explain the precautions and procedures to be taken to prevent pollution of the
marine environment.
Knowledge and/or skills
 International Convention for the Prevention of Pollution from Ships
(MARPOL)
 Shipboard Marine Pollution Emergency Plans (SMPEP)
 Hazardous goods
 Bunkering operations

Evidence Requirements

Learner will need to produce evidence to demonstrate their knowledge and/or

skills by showing that they can:
Explain for a sample of one of the following:

(a) The requirements of the MARPOL Convention and current legislation with
respect to preventing pollution of the marine environment
(b) Pro-active and re-active policies with respect to marine pollution as per
SMPEP
Explain the precautions and procedures to prevent pollution of the marine
environment for a sample of one of the following:

(a) Carriage of hazardous substances on board

(b) Garbage and tank residue disposal
(c) Routine vessel operations.
(d) Bunkering

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 MARPOL NOTES

Marpol is the International Convention for the Prevention of Pollution from

Ships, 1973 as modified by the Protocol of 1978/97. Marpol is one of the most
important international marine environmental conventions. It was designed to
minimize pollution of the seas, including dumping, oil and exhaust pollution.

Objectives
To eliminate the pollution of the seas by oil, chemicals and other harmful
substances which might be discharged during the operation
To minimize the amount of oil that which is released due to accidents,
collisions, groundings etc.

Special Area:
Means a sea area where for recognised technical reasons in relation to its
oceanographical and ecological condition and to the particular character of
its traffic the adoption of special mandatory methods for the prevention of
sea pollution is required.
There are certain special areas on the IMO website, which have asterisk in the
column for “with effect from”. This is to indicate that the local government has
not included the changes into the legislation or does not have adequate shore
reception facilities. Also to keep in mind that even if the effective date is not
applicable but if the flag state recognises the area as a special area then the
vessel has to abide, also if the coastal state has local regulations the vessel will
have to comply with those as well.

The 6 annexes of MARPOL

Annex 1: Regulation for prevention of pollution by oil
Annex 2: Regulation for prevention of pollution by noxious liquid substances
carried in bulk
Annex 3: Regulations for the prevention of pollution by harmful substances
carried in packaged form
Annex 4: Regulation for the prevention of pollution by sewage from ships
Annex 5: Regulation for the prevention of pollution by garbage from ships
Annex 6: Regulation of prevention of air pollution from ships

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Annex 1
Special area as per annex 1

North West
Mediterranean
European
Sea
Waters

Oman area of
Baltic Sea
the Arabian Sea

Southern South
Black Sea
African waters

Red Sea Polar areas

Persian Gulf

Gulf of Aden

Polar Code Amendments

In Arctic waters any discharge into the sea of oil or oily mixtures from any ship
shall be prohibited.

Regulation 14: Oil Filtering Equipment

Vessels above 400 GT and less than 10000 GT shall have an oil filtering
equipment
 Approved by the Administration
 Will ensure that any oily mixture discharged into the sea after passing
through the equipment has an oil content not exceeding 15 ppm

Vessels above 10000 GT shall have an oil filtering equipment

 In addition to the above, shall be provided with alarm arrangements to
indicate when the level cannot be maintained.
 Also arrangements to ensure that any discharge of oily mixture is
automatically stopped when the oil content of the effluent exceeds 15
ppm

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Discharge from Machinery spaces

In special Areas: (Regulation 15)

 The ship proceeding is en route
 The oily mixture is processed through an oil filtering system
 The oil content of the effluent without dilution does not exceed 15ppm.
 When the vessel is in the special area the oil filtering system apart from
having an alarm when the 15ppm cannot be maintained shall also be of a
design where the oil filtering system shall stop automatically when the oil
effluent exceeds 15ppm
 Oily mixtures do not originate from the cargo pump room bilges in case of
oil tankers
 Oily mixtures in case of oil tankers is not mixed with oil cargo residues

Outside special Area’s: (Regulation 15)

 The ship proceeding is en route
 The oily mixture is processed through an oil filtering system
 The oil content of the effluent without dilution does not exceed 15ppm.
 Oily mixtures do not originate from the cargo pump room bilges in case of
oil tankers
 Oily mixtures in case of oil tankers is not mixed with oil cargo residues

Regulation 17 ORB PART 1

 Ballasting or Cleaning of fuel oil tanks
 Discharge of dirty ballast or cleaning water from fuel oil tanks
 Collection , Transfer and disposal of oil residues
 Non automatic starting of discharge overboard, transfer or disposal
otherwise of bilge water accumulated in machinery spaces
 Automatic starting of discharge overboard, transfer or disposal
otherwise of bilge water accumulated in machinery spaces
 Condition of the oil filtering equipment
 Accidental or other exceptional discharges of oil
 Bunkering of fuel or bulk lubricating oil
 Additional operational procedures and general remarks

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Regulation 29 Slop Tanks
Oil tankers above 150 GT shall be provided with a slop tank arrangement
having the following provisions
 Adequate means provided for cleaning of cargo tanks and transfer of
dirty ballast residues and tank washing from cargo tanks to slop tanks
 Slop tank arrangement should be such to allow the transfer or discharge
of oily mixture in compliance with the discharge regulations
 The slop tanks to have a capacity of min 3% of the total cargo carrying
capacity of the vessel. Maybe reduced to 2 or 1.5% if such an amount is
sufficient for carrying out tank cleaning operations without the
introduction of additional water into the system

Regulation 31: ODMCS

Tankers above 150 GT shall be fitted with an ODMCS
 Must have a recording device to provide continuous record of the
operation showing the litres/nm, total quantity of oil discharge, the oil
content and the rate of discharge
 Must be identifiable with date and time
 Should come into operation when there is any discharge of effluents to
the sea and should be capable of stopping the operation if the
instantaneous rate of discharge exceeds 30 litres/nm
 Failure to the system shall stop the operation
 In case of failure, the system may be used on manual mode but the
defect to be repaired as soon as possible. Vessel maybe allowed to
undertake one ballast passage with the defective equipment

Regulation 34 Control of Discharge of oil

Outside special areas
 Vessel should not be in a special area
 Vessel should be en route
 Vessel should be at least 50 miles from the nearest land
 Any instantaneous discharge should not exceed more than 30 ltrs/nautical
mile
 Total oil residue discharged less than 1/30000 of the product carried for
tankers built after 31 Dec 1979
 The tanker has in operation an oil discharge monitoring and control system
and a slop tank arrangement

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Discharge from cargo spaces while in Special Area (Regulation 34)
 Any discharge into the sea of oil or oily residues from cargo spaces of an oil
tanker is prohibited when in special area

REGULATION 36 ORB part2

Part2 is carried by tankers and is for the cargo/ballast operations
Entries
 Loading of oil cargo
 Internal transfer of oil cargo while on voyage
 Discharging of oil cargo
 Ballasting of the cargo tanks and Ballasting of the dedicated clean ballast
tanks
 Cleaning of cargo tanks including crude oil washing
 Discharge of ballast except from the segregated ballast tanks
 Discharge of water from the slop tanks
 Closing of all applicable valves after slop tanks have been discharged
 Closing of valves for isolation of dedicated clean ballast tanks from cargo
and stripping lines after slop tank discharge operations
 Disposal of residues
 Accidental discharge of any oil content and the reasons for the same
 Conditions of the oil discharge monitoring system and the failures of the
same to be recorded too
All the entries made need to be signed by the responsible officer along with
the date and to be counter signed by the master. This record book needs to be
maintained onboard for 3 years.

Regulation 37: SOPEP

1. Every oil tanker more than 150 grt. and ship other than a tanker more
than 400 grt. shall carry and shipboard oil pollution emergency plan
2. Procedures to be followed by the master or other persons having the
charge of the ship to report an oil pollution incident
3. List of authorities or persons to be contacted in event of any oil
spill/pollution incident
4. Detailed description of the actions to be taken to reduce or control the
discharge of oil following the incident
5. Procedures and point of contact on the ship for co-ordinating the
shipboard actions with the national and local authorities in combating
the pollution

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 6. All oil tankers of 5000 tonnes deadweight or more shall have access to
computerised shore based damage stability and residual structural
strength calculation programs

Pollution prevention methods itemised on the tankers Ship Shore Safety

Checklist
 vessel should be securely moored
 effective ship shore communication system established
 emergency signals to be used by the ship and shore to be decided and
understood
 cargo hoses are properly rigged and not damaged
 SOPEP equipment standby
 Scupper plugs in place
 High level alarms of the tanks to be operational
Checklist will also contain
 Firefighting equipment to be kept standby
 Effective deck watch to be maintained to check any overflow
 No unauthorised persons onboard
 No unauthorised work to be carried out
 No naked lights and flames
 Tanks inerted and the inert gas systems checked
 All doors to accommodation to be closed and the air conditioning systems
to be on internal circulation
 Appropriate lights and flags shown

Certificates issued under annex 1

International Oil Pollution Prevention Certificate
Surveys: Initial, Annual, Annual /Intermediate, Intermediate/Annual, Annual &
Renewal
Attachments:
 Form A: Listing equipment, arrangement & procedures in machinery
spaces
 Form B: Listing equipment, arrangement & procedures in cargo spaces

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HR04 34 Outcome 4 9
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Annex 2: Substances indicated in chapter 17 or 18 of the International Bulk
Chemical code

Regulation 6: Categories of substances

Category X: NLS which if discharged into the sea from tank cleaning or
deballasting operations are deemed to present a major hazard to either the
marine environment or human health and therefore justify the prohibition of
discharge into the marine environment
Category Y: NLS which if discharged into the sea from tank cleaning or
deballasting operations are deemed to present a hazard to the marine
environment or to human health or cause harm to the uses of the sea
therefore limitations are applied on the quantity and quality of discharge into
the marine environment
Category Z: NLS which if discharged into the sea from tank cleaning or
deballasting operations are deemed to present a minor hazard to the marine
environment or human health or marine resources and therefore less stringent
restrictions apply on the quality and quantity of discharge into the marine
environment

Other Substances: NLS other than X, Y & Z which at the moment do not pose
any threat to the marine environment or human health on discharge into the
sea from tank cleaning or deballasting operations.

Regulation 13: Discharge standards for Annex 2 (NLS) within and outside the
Special area (applies to category X, Y & Z)
The discharge of these substances into sea is permitted with following
discharge standards
 The ship is en route and doing a speed of at least 7 knots in case of a self-
propelled ship or at least 4knots in case of a non-self-propelled ship
 The discharge is made below the water line through the underwater
discharge outlets and not exceeding the rate by which the underwater
discharge outlets are designed
 The discharge is made at a distance of not less than 12 nautical miles from
the nearest land and in the depth of water of not less than 25 metres.

Polar Code Amendments

In Arctic waters any discharge into the sea of noxious liquid substances (NLS),
or mixtures containing such substances, shall be prohibited.

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Discharge Criteria for category X
 Tank from which category X substance has been unloaded shall be
subjected to a pre wash before the vessel leaves the port of unloading.
The residues shall be discharged to port reception facilities until the
concentration falls to 0.1% by weight by analysis. All remaining tank
washings to be transferred until tank is empty. Entries to be made in the
cargo record book
 Any water subsequently added maybe discharged into the sea
 Where it is not possible to find the concentration of the effluent without
delaying the ship then alternate procedures maybe adopted to find the
concentration provided that
a) Tank is pre washed in accordance with the procedure adopted by the
administration
b) Appropriate entries are made into the cargo record book

Discharge Criteria for category Y & Z

 If the unloading of the substance is not carried out in accordance with

the manual, a pre wash to be carried out prior the vessel leaves the port
of unloading. The tank washings to be discharged to shore reception
facilities.
 For high viscosity or solidifying substances in cat Y
a) Pre wash to be carried out
b) The residue to be discharged to shore reception facilities until tank is
empty
c) Any subsequent water introduced into the tank maybe discharged at
sea

Special areas for annex 2:

 Antarctica (No discharge in special area , south of 60 deg )

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Regulation 14: P & A manual

 Every ship certified to carry CAT X, Y & Z shall have an approved P&A
manual.
 The main purpose being to help identify the physical arrangements and
all the operational procedures w.r.t
a) cargo handling
b) tank cleaning
c) slops handling
d) cargo tank ballasting and deballasting.

Regulation 17: SMPEP

Every ship above 150 GT certified to carry NLS to have an approved SMPEP
 Procedures to be followed to report a NLS pollution incident
 List of authorities and persons to be contacted
 Detailed description of actions to be taken to reduce or control the
discharge of NLS
 Procedures and point of contact on the ship for co-ordinating shipboard
action with national and local authorities
 Entries in the cargo record Book
 Loading of cargo
 Internal transfer of cargo
 Unloading of cargo
 Mandatory pre wash in accordance with the ships P & A manual
 Cleaning of cargo tanks except mandatory prewash
 Discharge into the sea of tank washings
 Ballasting of cargo tanks
 Discharge of ballast water from cargo tanks
 Accidental or exceptional discharge
 Control by authorised surveyors
 Additional operational procedures and remarks

Certificates issued under annex 2

Certificate of Fitness
Surveys: Initial, Annual, Annual /Intermediate, Intermediate/Annual, Annual &
Renewal

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 Annex3: Applies to substances listed as marine pollutants in the IMDG code

 This annexe gives requirements for the standard of packing, marking,

packaging, labelling documentation, stowage and quantity limitation for
prevention of pollution by harmful substances
 No dangerous goods to be carried by the ships unless a marine pollutant or
a dangerous goods declaration has been issued to the master
 Any dangerous goods carried onboard should be detailed in a stowage plan
 Packaged goods shall not be accepted unless they are properly marked
 No packaged goods to be carried unless the ship has an cargo securing
manual

Annex 4: SEWAGE
Sewage means
 Drainage and other wastes from any forms of toilets and urinals
 Drainage from medical premises ,wash tubs and scuppers located in these
premises
 Drainage from spaces containing living animals
 And other waste waters mixed with drainage as above

Regulation 10: Standard discharge connections

OD: 210 mm
ID: as per pipe OD
Bolt dia.: 170mm
Slots in flange: 4 hole 18mm
Flange thickness: 16mm
Bolts and nuts: 4 x 16mm

Regulation 11 - Discharge of sewage

1 Subject to the provisions of regulation 3 of this Annex, the discharge of
sewage into the sea is prohibited, except when:
.1 the ship is discharging comminuted and disinfected sewage using a
system approved by the Administration in accordance with regulation
9.1.2 of this Annex at a distance of more than 3 nautical miles from the
nearest land, or sewage which is not comminuted or disinfected at a
distance of more than 12 nautical miles from the nearest land,
provided that, in any case, the sewage that has been stored in holding
tanks shall not be discharged instantaneously but at a moderate rate
when the ship is en route and proceeding at not less than 4 knots; the

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 rate of discharge shall be approved by the Administration based upon
standards developed by the Organization; or
.2 the ship has in operation an approved sewage treatment plant which
has been certified by the Administration to meet the operational
requirements referred to in regulation 9.1.1 of this Annex, and
.2.1 the test results of the plant are laid down in the ship's International
Sewage Pollution Prevention Certificate; and
.2.2 additionally, the effluent shall not produce visible floating solids nor
cause discoloration of the surrounding water.

Polar Code Amendments

4.2.1 Discharges of sewage within polar waters are prohibited except when
performed in accordance with MARPOL Annex IV and the following
requirements:
.1 the ship is discharging comminuted and disinfected sewage in accordance
with regulation 11.1.1 of MARPOL Annex IV at a distance of more than 3
nautical miles from any ice-shelf or fast ice and shall be as far as practicable
from areas of ice concentration exceeding 1/10; or
.2 the ship is discharging sewage that is not comminuted or disinfected in
accordance with regulation 11.1.1 of MARPOL Annex IV and at a distance of
more than 12 nautical miles from any ice-shelf or fast ice and shall be as far as
practicable from areas of ice concentration exceeding 1/10; or
.3 the ship has in operation an approved sewage treatment plant certified by
the Administration to meet the operational requirements in either regulation
9.1.1 or 9.2.1 of MARPOL Annex IV, and discharges sewage in accordance with
regulation 11.1.2 of Annex IV and shall be as far as practicable from the
nearest land, any ice-shelf, fast ice or areas of ice concentration exceeding
1/10.

Special area for annex 4

 Baltic sea
Certificates issued under annex 4
International Sewage pollution prevention Certificate
Surveys: Initial & Renewal

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Annex 5: GARBAGE
Regulation 1
Definitions
For the purposes of this Annex:
1 Animal carcasses means the bodies of any animals that are carried on board
as cargo and that die or are euthanized during the voyage.

2 Cargo residues means the remnants of any cargo which are not covered by
other Annexes to the present Convention and which remain on the deck or in
holds following loading or unloading, including loading and unloading excess or
spillage, whether in wet or dry condition or entrained in wash water but does
not include cargo dust remaining on the deck after sweeping or dust on the
external surfaces of the ship.

3 Cooking oil means any type of edible oil or animal fat used or intended to be
used for the preparation or cooking of food, but does not include the food
itself that is prepared using these oils.

4 Domestic wastes means all types of wastes not covered by other Annexes
that are generated in the accommodation spaces on board the ship. Domestic
wastes does not include grey water.

5 En route means that the ship is underway at sea on a course or courses,

including deviation from the shortest direct route, which as far as practicable
for navigational purposes, will cause any discharge to be spread over as great
an area of the sea as is reasonable and practicable.

6 Fishing gear means any physical device or part thereof or combination of

items that may be placed on or in the water or on the sea-bed with the
intended purpose of capturing, or controlling for subsequent capture or
harvesting, marine or fresh water organisms.

7 Fixed or floating platforms means fixed or floating structures located at sea

which are engaged in the exploration, exploitation or associated offshore
processing of sea-bed mineral resources.

8 Food wastes means any spoiled or unspoiled food substances and includes
fruits, vegetables, dairy products, poultry, meat products and food scraps
generated aboard ship.

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9 Garbage means all kinds of food wastes, domestic wastes and operational
wastes, all plastics, cargo residues, cooking oil, fishing gear, and animal
carcasses generated during the normal operation of the ship and liable to be
disposed of continuously or periodically except those substances which are
defined or listed in other Annexes to the present Convention. Garbage does
not include fresh fish and parts thereof generated as a result of fishing
activities undertaken during the voyage, or as a result of aquaculture
activities which involve the transport of fish including shellfish for placement
in the aquaculture facility and the transport of harvested fish including
shellfish from such facilities to shore for processing.

10 Incinerator ashes means ash and clinkers resulting from shipboard

incinerators used for the incineration of garbage.

12 Operational wastes means all solid wastes (including slurries) not covered
by other Annexes that are collected on board during normal maintenance or
operations of a ship, or used for cargo stowage and handling. Operational
wastes also includes cleaning agents and additives contained in cargo hold and
external wash water.
Operational wastes does not include grey water, bilge water, or other similar
discharges essential to the operation of a ship, taking into account the
guidelines developed by the Organization.

13 Plastic means a solid material which contains as an essential ingredient one

or more high molecular mass polymers and which is formed (shaped) during
either manufacture of the polymer or the fabrication into a finished product by
heat and/or pressure. Plastics have material properties ranging from hard and
brittle to soft and elastic. For the purposes of this annex, "all plastics" means all
garbage that consists of or includes plastic in any form, including synthetic
ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes from
plastic products.

14 Special area means a sea area where for recognized technical reasons in
relation to its oceanographic and ecological condition and to the particular
character of its traffic the adoption of special mandatory methods for the
prevention of sea pollution by garbage is required.

E-Waste is defined as any electronic equipment, including its components, sub-

assemblies and consumables, when disposed of as a waste.

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Annex V of MARPOL.
MARPOL Annex V regulation 10 requires every ship of 400 gross tonnage and
above and every ship which is certified to carry 15 or more persons engaged in
voyages to ports or offshore terminals under the jurisdiction of another Party to the
Convention and every fixed or floating platform shall be provided with a Garbage
Record Book.

The adopted amendments will be effective from 01st March 2018.

The new form of Garbage Record Book has been introduced which is divided into
Part I and Part II. Part I of Garbage Record Book is applicable to all ships; while
Part II is required only for ships carrying solid bulk cargoes.

For the purpose of recording; the categories of garbage discharge are given below
where a new category E-waste is added under part I.

Under Part I:
A. Plastics
B. Food wastes
C. Domestic wastes
D. Cooking oil
E. Incinerator ashes
F. Operational wastes
G. Animal carcass(es)
H. Fishing gear
I. E-waste

Under Part II:

J. Cargo residues (Non Harmful to the Marine Environment)
K. Cargo residues (Harmful to the Marine Environment)

Format of record book has been changed in order to clearly identify the specific
discharge record separately as incinerated, discharged into sea or discharged to
reception facility.

Entry of specific discharge recorded should include following data:

A. Discharge into sea:
For filling Part I - Date and time, position of the ship (Latitude and longitude),
Category of the garbage and estimated amount discharged (in cubic meters).

For filling part II – Discharge start and stop position to be recorded along with data
written in part I.

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 B. Incineration:
Date and time, position of the ship (Latitude and longitude) at the start and stop of
incineration, categories of garbage incinerated and estimated amount of incinerated
for each category in cubic meters.

C. Discharge to a port reception facility or another ship:

Date and time of discharge, port or facility or name of ship, categories of garbage
discharged and estimated amount discharged for each category in cubic meters.

The record of exceptional discharge or accidental loss of garbage is to be recorded

in separate section under newly added table.

In case of ship not required to carry Garbage Record Book; an entry is to be made
in ship’s official log book.

It is to be noted that the requirements to maintain and retain the Garbage Record
Books along with the receipts obtained from reception facilities are to be retained
for two (2) years from the date of last entry made for inspection by authorities.

CATEGORIES OF WASTE TO BE REPORTED AS PER AMENDMENTS

Part I Part II

A Plastics J Cargo residues (non-HME) K

B Food wastes Cargo residues (HME)
C Domestic wastes
D Cooking oil
E Incinerator ashes
F Operational wastes
G Animal carcass(es)1
H Fishing gear
I Electronic waste4

FORM OF GARBAGE RECORD BOOK

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PART I For all garbage other than cargo residues as defined in regulation 1.2
(Definitions)
Ship's name Distinctive number or letters IMO number

Garbage categories
A-Plastics B-Food waste C-Domestic wastes (e.g. paper products, rags, glass, metal, bottles, crockery etc.)
D-Cooking oil E-Incinerator ashes F-Operational wastes G-Animal carcasses H-Fishing gear
I–Electronic waste
Operational discharges under MARPOL Annex V regulations 4 (Discharge of garbage
outside special areas), 5 (Special requirements for discharge of garbage from fixed or
floating platforms) or 6 (Discharge of garbage within special areas) or chapter 5 of part
II-A of the Polar Code
Estimated amount
discharged
Position of the ship
Remarks:(e.g.
(latitude/ longitude) To Estimated
start/stop time and
Date/ or port if disposed of reception amount Certification/
Category position of
Time ashore or name of Into sea facilities or incinerated Signature
incineration;
ship if discharged to (m3) to another (m3)
general remarks)
another ship ship
(m3)

/:

/:

/:

/:

Exceptional discharge or loss of garbage under regulation 7 (Exceptions)

Estimated Remarks on the reason for the discharge or
Port or position of
amount loss and general remarks (e.g. reasonable
Date/ the ship (latitude/ Certification/
Category lost or precautions taken to prevent or minimize such
Time longitude and water Signature
discharged discharge or accidental loss and general
depth if known)
(m3) remarks)
/
:
/
:

Master's signature: __________________________ Date: ____________________

PART II For all cargo residues as defined in regulation 1.2 (Definitions)

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 Ship's name Distinctive number or letters IMO number

Operational discharges under regulations 4 (Discharge of garbage outside special areas)

and 6 (Discharge of garbage within special areas)
Estimated amount
discharged
Position of the
To
ship (latitude/
Date/ HME reception Start and stop positions of the Certification/
longitude) or port
Time Yes/No Into sea facilities or ship for discharges into the sea Signature
if disposed of
(m3) to another
ashore
ship
(m3)

/:

/:

/:

/:

Master's signature: _______________________ Date: ____________________

Simplified overview of the discharge provisions of the revised MARPOL

Annex V (resolution MEPC.201 (62)) which entered into force on 1 January
2013
(For the full text of the respective discharge requirements please refer to the
text of the revised MARPOL Annex V, and for more detailed guidance please
consult the 2012 Guidelines for the Implementation of MARPOL Annex V
(resolution MEPC.219 (63))

SEE CHART ON NEXT PAGE

1 These substances must not be harmful to the marine environment.

2 According to regulation 6.1.2 of MARPOL Annex V, the discharge shall only

be allowed if: (a) both the port of departure and the next port of
destination are within the special area and the ship will not transit outside
the special area between these ports (regulation 6.1.2.2); and (b) if no
adequate reception facilities are available at those ports (regulation
6.1.2.3).

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 Offshore platforms and
Type of garbage Ships outside special areas Ships within special areas all ships within 500 m of
such platforms

Discharge permitted ≥3 Discharge permitted ≥12

Food waste Discharge permitted
nm from the nearest land and nm from the nearest land
comminuted or ground ≥12 nm from the nearest land
en route and en route
Discharge permitted ≥12 nm
Food waste not
from the nearest land and en Discharge prohibited Discharge prohibited
comminuted or ground
route

Cargo residues1 not

Discharge prohibited Discharge prohibited
contained in wash water
Discharge permitted
≥12 nm from the nearest land Discharge only permitted
Cargo residues1 and en route in specific circumstances2
Discharge prohibited
contained in wash water and ≥12 nm from the nearest
land and en route
Discharge only permitted
Cleaning agents and
in specific circumstances2
additives1 contained in Discharge prohibited
and ≥12 nm from the nearest
cargo hold wash water
land and en route
Discharge permitted
Cleaning agents and
additives1 contained in
Discharge permitted Discharge prohibited
deck and external
surfaces wash water

Carcasses of animals
Discharge permitted as far
carried on board as
from the nearest land as Discharge prohibited Discharge prohibited
cargo and which died
possible and en route
during the voyage
All other garbage
including plastics,
domestic wastes,
Discharge prohibited Discharge prohibited Discharge prohibited
cooking oil, incinerator
ashes, operational
wastes and fishing gear

When garbage is mixed with or contaminated by other substances prohibited from discharge or
Mixed garbage
having different discharge requirements, the more stringent requirements shall apply

Polar Code Amendments

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5.2.1 In Arctic waters, discharge of garbage into the sea permitted in
accordance with regulation 4 of MARPOL Annex V, shall meet the following
additional requirements:
.1 discharge into the sea of food wastes is only permitted when the ship is as
far as practicable from areas of ice concentration exceeding 1/10, but in any
case not less than 12 nautical miles from the nearest land, nearest ice-shelf, or
nearest fast ice;
.2 food wastes shall be comminuted or ground and shall be capable of passing
through a screen with openings no greater than 25 mm. Food wastes shall not
be contaminated by any other garbage type;
.3 food wastes shall not be discharged onto the ice;
.4 discharge of animal carcasses is prohibited; and
.5 discharge of cargo residues that cannot be recovered using commonly
available methods for unloading shall only be permitted while the ship is en
route and where all the following conditions are satisfied:
.1 cargo residues, cleaning agents or additives, contained in hold
washing water do not include any substances classified as harmful to the
marine environment, taking into account guidelines developed by the
Organization;
.2 both the port of departure and the next port of destination are within
Arctic waters and the ship will not transit outside Arctic waters between
those ports;
.3 no adequate reception facilities are available at those ports taking
into account guidelines developed by the Organization; and
.4 where the conditions of subparagraphs 5.2.1.5.1, 5.2.1.5.2 and
5.2.1.5.3 of this paragraph have been fulfilled, discharge of cargo hold
washing water containing residues shall be made as far as practicable
from areas of ice concentration exceeding 1/10, but in any case not less
than 12 nautical miles from the nearest land, nearest ice shelf, or
nearest fast ice.
5.2.2 In the Antarctic area, discharge of garbage into the sea permitted in
accordance with regulation 6 of MARPOL Annex V, shall meet the following
additional requirements:
.1 discharges under regulation 6.1 of MARPOL Annex V shall be as far as
practicable from areas of ice concentration exceeding 1/10, but in any case not
less than 12 nautical miles from the nearest fast ice; and
.2 food waste shall not be discharged onto ice.

The entries to be made in the garbage record book

Entries to be made are as follows

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 When garbage discharged at sea
 When Discharged at port
 When incinerated
 Exceptional or accidental discharge
Regulation 10
Placards, garbage management plans and garbage record-keeping
1 .1 Every ship of 12 m or more in length overall and fixed or floating platforms
shall display placards which notify the crew and passengers of the discharge
requirements of regulations 3, 4, 5 and 6 of this Annex, as applicable.
.2 The placards shall be written in the working language of the ship's crew and,
for ships engaged in voyages to ports or offshore terminals under the
jurisdiction of other Parties to the Convention, shall also be in English, French
or Spanish.
2 Every ship of 100 gross tonnage and above, and every ship which is certified
to carry 15 or more persons, and fixed or floating platforms shall carry a
garbage management plan which the crew shall follow. This plan shall provide
written procedures for minimizing, collecting, storing, processing and disposing
of garbage, including the use of the equipment on board. It shall also designate
the person or persons in charge of carrying out the plan. Such a plan shall be
based on the guidelines developed by the Organization and written in the
working language of the crew.
3 Every ship of 400 gross tonnage and above and every ship which is certified
to carry 15 or more persons engaged in voyages to ports or offshore terminals
under the jurisdiction of another Party to the Convention and every fixed or
floating platform shall be provided with a Garbage Record Book. The Garbage
Record Book, whether as a part of the ship's official log-book or otherwise,
shall be in the form specified in the appendix to this Annex:

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HN Unit (HR04 34): Marine Cargo Operations 0

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Annex 6

 Emission Control area: Means an area where the adoption of special

mandatory measures for emissions from ships is required to prevent,
reduce and control air pollution from NOx & SOx & particulate matter.

 Vessels carrying ozone depleting substances (ODS) shall maintain an ozone

record book. Entries to be made in terms of mass of substance. Entries
should be as follows
a) Recharge (full or partial) of equipment containing ODS
b) Repair or maintenance on equipment containing ODS
c) Discharge of ODS deliberate or non-deliberate
d) Discharge of ODS to land based reception facilities
e) Supply of ODS to ship
 NOx: regulation applies to engines > 130 kW and not to engines used
solely for the purpose of emergencies, related to the emissions from the
engines. The manufacturer would provide a technical manual for the
engines specifying the settings in order to comply with the regulations.
 NOx emissions are controlled by Tier I, II & III
 ECA for NOx
North
American
Area
United States
Caribbean Sea
ECA

SOx: Relates to the emission due to the sulphur content in the fuel
 Under the revised MARPOL Annex VI, the global sulphur cap is reduced
initially to 3.50% effective from 1 January 2012
 Then progressively to 0.50% effective from 1 January 2020.
 The limits applicable in ECAs for SOx and particulate matter were
reduced 0.10 %, effective from 1 January 2015.
 As per EU directives the limits applicable are 0.10% in EU ports
Baltic Sea (SOx)
North Sea (SOx)
North American area (SOx, and NOx and PM)
United States, Caribbean Sea ECA (SOx, NOx and PM)

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Bunker Delivery notes to be retained for a period of 3 years and the sample
sent ashore for analysis. Bunkers to be obtained only from MCA approved
suppliers.

Volatile organic compounds (VOC): A tanker carrying crude shall have and
implement onboard a VOC management plan. The plan should provide
 Written procedures for minimising VOC emissions during loading, sea
passage and discharging
 Consideration given to additional VOC generated during COW
 Identify person responsible for implementing the plan
 Be written in the working language of foreign going ships

Shipboard Incinerator: incineration of the following items are not allowed

 Residues of cargo subject to annex I, II & III
 Polychlorinated biphenyls (PCB)
 Garbage having traces of heavy metals
 Refined petroleum products containing halogen compounds
 Sewage sludge and sludge oil not generated onboard
 Exhaust gas cleaning system residue

Certificates issued under annex 6

International Air Pollution Prevention Certificate with supplement with details
on the above 5 criteria
Surveys: Initial, Annual, Annual /Intermediate, Intermediate/Annual, Annual &
Renewal

International Energy Efficiency certificate

Shipboard Energy Efficiency Management Plan

Energy Efficiency
The Energy Efficiency Design Index (EEDI) was made mandatory for new ships
and the Ship Energy Efficiency Management Plan (SEEMP) for all ships at MEPC
62 (July 2011) with the adoption of amendments to MARPOL Annex VI
(resolution MEPC.203(62)), by Parties to MARPOL Annex VI. This was the first
legally binding climate change treaty to be adopted since the Kyoto Protocol.

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Since 2012, Marine Environment Protection Committee (MEPC)
adopted/approved or amended following important guidelines aimed at
assisting the implementation of the mandatory regulations on Energy
Efficiency for Ships in MARPOL Annex VI:
 2014 Guidelines on survey and certification of the Energy Efficiency
Design Index (EEDI), as amended
 2014 Guidelines on the method of calculation of the attained Energy
Efficiency Design Index for new ships, as amended
 2013 Guidelines for calculation of reference lines for use with the Energy
Efficiency Design Index (EEDI)
 2013 Guidelines for calculation of reference lines for use with the Energy
Efficiency Design Index (EEDI) for cruise passenger ships having non-
conventional propulsion
 2013 Interim guidelines for determining minimum propulsion power to
maintain the manoeuvrability of ships in adverse conditions, as
amended
 2016 Guidelines for the development of a Ship Energy Efficiency
Management Plan (SEEMP)
 2013 Guidance on treatment of innovative energy efficiency
technologies for calculation and verification of the attained EEDI
 Interim Guidelines for the calculation of the coefficient fw for decrease in
ship speed in a representative sea condition for trial use

Energy Efficiency Design Index (EEDI)

The EEDI for new ships is the most important technical measure and aims at
promoting the use of more energy efficient (less polluting) equipment and
engines. The EEDI requires a minimum energy efficiency level per capacity mile
(e.g. tonne mile) for different ship type and size segments. Since 1 January
2013, following an initial two year phase zero, new ship design needs to meet
the reference level for their ship type. The level is to be tightened
incrementally every five years, and so the EEDI is expected to stimulate
continued innovation and technical development of all the components
influencing the fuel efficiency of a ship from its design phase. The EEDI is a non-

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prescriptive, performance-based mechanism that leaves the choice of
technologies to use in a specific ship design to the industry. As long as the
required energy efficiency level is attained, ship designers and builders are free
to use the most cost-efficient solutions for the ship to comply with the
regulations. The EEDI provides a specific figure for an individual ship design,
expressed in grams of carbon dioxide (CO2) per ship's capacity-mile (the
smaller the EEDI the more energy efficient ship design) and is calculated by a
formula based on the technical design parameters for a given ship.
Ship Energy Efficiency Management Plan (SEEMP) and Energy Efficiency
Operational Indicator (EEOI)
The Ship Energy Efficiency Management Plan (SEEMP) is an operational
measure that establishes a mechanism to improve the energy efficiency of a
ship in a cost-effective manner. The SEEMP also provides an approach for
shipping companies to manage ship and fleet efficiency performance over time
using, for example, the Energy Efficiency Operational Indicator (EEOI) as a
monitoring tool. The guidance on the development of the SEEMP for new and
existing ships incorporates best practices for fuel-efficient ship operation, as
well as guidelines for voluntary use of the EEOI for new and existing ships
(MEPC.1/Circ.684). The EEOI enables operators to measure the fuel efficiency
of a ship in operation and to gauge the effect of any changes in operation, e.g.
improved voyage planning or more frequent propeller cleaning, or introduction
of technical measures such as waste heat recovery systems or a new propeller.
The SEEMP urges the ship owner and operator at each stage of the plan to
consider new technologies and practices when seeking to optimise the
performance of a ship.
MEPC 70/18/Add.1

4 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP

4.1 Planning
4.1.1 Planning is the most crucial stage of part I of the SEEMP, in that it
primarily determines both the current status of ship energy usage and the
expected improvement of ship energy efficiency. Therefore, it is encouraged to
devote sufficient time to planning so that the most appropriate, effective and
implementable plan can be developed.

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Ship-specific measures
4.1.2 Recognizing that there are a variety of options to improve efficiency –
speed optimization, weather routing and hull maintenance, for example – and
that the best package of measures for a ship to improve efficiency differs to a
great extent depending upon ship type, cargoes, routes and other factors, the
specific measures for the ship to improve energy efficiency should be identified
in the first place. These measures should be listed as a package of measures to
be implemented, thus providing the overview of the actions to be taken for
that ship.
4.1.3 During this process, therefore, it is important to determine and
understand the ship's current status of energy usage. Part I of the SEEMP
should identify energy-saving measures that have been undertaken, and
should determines how effective these measures are in terms of improving
energy efficiency. Part I also should identify what measures can be adopted to
further improve the energy efficiency of the ship. It should be noted, however,
that not all measures can be applied to all ships, or even to the same ship
under different operating conditions and that some of them are mutually
exclusive. Ideally, initial measures could yield energy (and cost) saving results
that then can be reinvested into more difficult or expensive efficiency upgrades
identified by part I.
5 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS
5.1 The search for efficiency across the entire transport chain takes
responsibility beyond what can be delivered by the owner/operator alone. A
list of all the possible stakeholders in the efficiency of a single voyage is long;
obvious parties are designers, shipyards and engine manufacturers for the
characteristics of the ship, and charterers, ports and vessel traffic management
services, etc., for the specific voyage. All involved parties should consider the
inclusion of efficiency measures in their operations both individually and
collectively.
5.2 Fuel-efficient operations
Improved voyage planning
5.2.1 The optimum route and improved efficiency can be achieved through the
careful planning and execution of voyages. Thorough voyage planning needs

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time, but a number of different software tools are available for planning
purposes.
5.2.2 The Guidelines for voyage planning, adopted by resolution A.893(21),
provide essential guidance for the ship's crew and voyage planners.
Weather routeing
5.2.3 Weather routeing has a high potential for efficiency savings on specific
routes. It is commercially available for all types of ship and for many trade
areas. Significant savings can be achieved, but conversely weather routeing
may also increase fuel consumption for a given voyage.
Just in time
5.2.4 Good early communication with the next port should be an aim in order
to give maximum notice of berth availability and facilitate the use of optimum
speed where port operational procedures support this approach.
5.2.5 Optimized port operation could involve a change in procedures involving
different handling arrangements in ports. Port authorities should be
encouraged to maximize efficiency and minimize delay.
Speed optimization
5. 2.6 Speed optimization can produce significant savings. However, optimum
speed means the speed at which the fuel used per tonne mile is at a minimum
level for that voyage. It does not mean minimum speed; in fact, sailing at less
than optimum speed will consume more fuel rather than less. Reference
should be made to the engine manufacturer's power/consumption curve and
the ship's propeller curve. Possible adverse consequences of slow speed
operation may include increased vibration and problems with soot deposits in
combustion chambers and exhaust systems. These possible consequences
should be taken into account.
5. 2.7 As part of the speed optimization process, due account may need to be
taken of the need to coordinate arrival times with the availability of
loading/discharge berths, etc. The number of ships engaged in a particular
trade route may need to be taken into account when considering speed
optimization.

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5. 2.8 A gradual increase in speed when leaving a port or estuary whilst
keeping the engine load within certain limits may help to reduce fuel
consumption.
5. 2.9 It is recognized that under many charter parties the speed of the vessel
is determined by the charterer and not the operator. Efforts should be made
when agreeing charter party terms to encourage the ship to operate at
optimum speed in order to maximize energy efficiency.
Optimized shaft power
5. 2.10 Operation at constant shaft RPM can be more efficient than
continuously adjusting speed through engine power (see paragraph 5.7). The
use of automated engine management systems to control speed rather than
relying on human intervention may be beneficial.
5.3 Optimized ship handling
Optimum trim
5.3.1 Most ships are designed to carry a designated amount of cargo at a
certain speed for a certain fuel consumption. This implies the specification of
set trim conditions. Loaded or unloaded, trim has a significant influence on the
resistance of the ship through the water and optimizing trim can deliver
significant fuel savings. For any given draft there is a trim condition that gives
minimum resistance. In some ships, it is possible to assess optimum trim
conditions for fuel efficiency continuously throughout the voyage. Design or
safety factors may preclude full use of trim optimization.
Optimum ballast
5.3.2 Ballast should be adjusted taking into consideration the requirements to
meet optimum trim and steering conditions and optimum ballast conditions
achieved through good cargo planning.
5.3.3 When determining the optimum ballast conditions, the limits, conditions
and ballast management arrangements set out in the ship's Ballast Water
Management Plan are to be observed for that ship.
5.3.4 Ballast conditions have a significant impact on steering conditions and
autopilot settings and it needs to be noted that less ballast water does not
necessarily mean the highest efficiency.
Optimum propeller and propeller inflow considerations

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5.3.5 Selection of the propeller is normally determined at the design and
construction stage of a ship's life but new developments in propeller design
have made it possible for retrofitting of later designs to deliver greater fuel
economy. Whilst it is certainly for consideration, the propeller is but one part
of the propulsion train and a change of propeller in isolation may have no
effect on efficiency and may even increase fuel consumption.
5.3.6 Improvements to the water inflow to the propeller using arrangements
such as fins and/or nozzles could increase propulsive efficiency power and
hence reduce fuel consumption.
Optimum use of rudder and heading control systems (autopilots)
5.3.7 There have been large improvements in automated heading and steering
control systems technology. Whilst originally developed to make the bridge
team more effective, modern autopilots can achieve much more. An integrated
Navigation and Command System can achieve significant fuel savings by simply
reducing the distance sailed "off track". The principle is simple; better course
control through less frequent and smaller corrections will minimize losses due
to rudder resistance. Retrofitting of a more efficient autopilot to existing ships
could be considered.
5.3.8 During approaches to ports and pilot stations the autopilot cannot always
be used efficiently as the rudder has to respond quickly to given commands.
Furthermore at certain stages of the voyage it may have to be deactivated or
very carefully adjusted, i.e. heavy weather and approaches to ports.
5.3.9 Consideration may be given to the retrofitting of improved rudder blade
design (e.g. "twist-flow" rudder).
Hull maintenance
5.3.10 Docking intervals should be integrated with ship operator's ongoing
assessment of ship performance. Hull resistance can be optimized by new
technology-coating systems, possibly in combination with cleaning intervals.
Regular in-water inspection of the condition of the hull is recommended.
5.3.11 Propeller cleaning and polishing or even appropriate coating may
significantly increase fuel efficiency. The need for ships to maintain efficiency
through in-water hull cleaning should be recognized and facilitated by port
States.

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5.3.12 Consideration may be given to the possibility of timely full removal and
replacement of underwater paint systems to avoid the increased hull
roughness caused by repeated spot blasting and repairs over multiple
dockings.
5.3.13 Generally, the smoother the hull, the better the fuel efficiency.
Propulsion system
5.3.14 Marine diesel engines have a very high thermal efficiency (~50%). This
excellent performance is only exceeded by fuel cell technology with an average
thermal efficiency of 60%. This is due to the systematic minimization of heat
and mechanical loss. In particular, the new breed of electronic controlled
engines can provide efficiency gains. However, specific training for relevant
staff may need to be considered to maximize the benefits.
Propulsion system maintenance
5.3.15 Maintenance in accordance with manufacturers' instructions in the
company's planned maintenance schedule will also maintain efficiency. The
use of engine condition monitoring can be a useful tool to maintain high
efficiency.
5.3.16 Additional means to improve engine efficiency might include use of fuel
additives; adjustment of cylinder lubrication oil consumption; valve
improvements; torque analysis; and automated engine monitoring systems.
5.4 Waste heat recovery
5.4.1 Waste heat recovery is now a commercially available technology for
some ships. Waste heat recovery systems use thermal heat losses from the
exhaust gas for either electricity generation or additional propulsion with a
shaft motor.
5.4.2 It may not be possible to retrofit such systems into existing ships.
However, they may be a beneficial option for new ships. Shipbuilders should
be encouraged to incorporate new technology into their designs.
5.5 Improved fleet management
5.5.1 Better utilization of fleet capacity can often be achieved by
improvements in fleet planning. For example, it may be possible to avoid or
reduce long ballast voyages through improved fleet planning. There is

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opportunity here for charterers to promote efficiency. This can be closely
related to the concept of "just in time" arrivals.
5.5.2 Efficiency, reliability and maintenance-oriented data sharing within a
company can be used to promote best practice among ships within a company
and should be actively encouraged.
5.6 Improved cargo handling
Cargo handling is in most cases under the control of the port and optimum
solutions matched to ship and port requirements should be explored.
5.7 Energy management
5.7.1 A review of electrical services on board can reveal the potential for
unexpected efficiency gains. However care should be taken to avoid the
creation of new safety hazards when turning off electrical services (e.g.
lighting). Thermal insulation is an obvious means of saving energy. Also see
comment below on shore power.
5.7.2 Optimization of reefer container stowage locations may be beneficial in
reducing the effect of heat transfer from compressor units. This might be
combined as appropriate with cargo tank heating, ventilation, etc. The use of
water-cooled reefer plant with lower energy consumption might also be
considered.
5.8 Fuel type
The use of emerging alternative fuels may be considered as a CO2 reduction
method but availability will often determine the applicability.

Data collection system for fuel oil consumption of ships

MEPC 70 (October 2016) adopted mandatory MARPOL Annex VI requirements
for ships to record and report their fuel oil consumption, by resolution
MEPC.278(70).
In relation to the amendments to MARPOL Annex VI on the mandatory data
collection systems for fuel oil consumption of ships, MEPC 70 also adopted the
2016 Guidelines for the development of a Ship Energy Efficiency Management
Plan (SEEMP), by resolution MEPC.282(70). Under the amendments to
MARPOL Annex VI, on or before 31 December 2018, in the case of a ship of

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5,000 gross tonnage and above, the SEEMP shall include a description of the
methodology that will be used to collect the data and the processes that will
be used to report the data to the ship's flag State.

EU
Both the EU and the IMO have clear ambitions to reduce GHG emissions from
ships, and have mandated processes to achieve their goals. Although there are
some similarities between the two systems, the more recently outlined IMO
approach to monitoring, reporting and verifying carbon emissions (CO2) has
some significant differences to the EU MRV legislation.

EU MRV

According to the EU MRV regulation, shipping companies with vessels

exceeding 5,000 gross tonnage (GT) operating in the EU have until August 2017
to prepare monitoring plans that describe the procedures they will use to
monitor and report their carbon emissions and transport work. MRV regulation
will see the EU collect and make publicly available data for over 12,000 vessels
calling at EU ports on or after 1st January 2018 to load or unload cargo, or
embark or disembark passengers for commercial purposes.

Regardless of Flag or nationality, every vessel must monitor and record its fuel
consumption and CO2 emissions. The associated transport work must also be
recorded, which is the commercial cargo transported, multiplied by the
distance sailed. Ballast voyages must also be considered in the same way as
laden voyages. Only certain vessels, such as warships, naval auxiliaries, and a
number of very specialised ships are exempt.

The monitoring plan – scope and milestones

For every vessel that anticipates making a commercial call in an EU port in

2018, a monitoring plan (MP) must be developed. The content of this MP is
specified in article 6 of the EU MRV Regulation and must include:

 Identification of ship and shipping company / ship owner

 Identification of emissions sources

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  Description of procedures for monitoring voyages, fuel consumption,
and activity data
 Methodology for data gaps
 Procedures for quality control
 Identification of responsibilities and ICT systems used
In particular, the MP must specify which of the four allowable emissions
monitoring methodologies (Bunker Fuel Delivery Note (BDN) and periodic
stock-takes of fuel tanks, bunker fuel tank monitoring on board, flow meters
for applicable combustion processes, or direct emissions measurements) the
shipping company intends to use, as well as how transport work will be
calculated. It must be submitted to the verification body by 31st August 2017
and successfully assessed by 31st December 2017, before the start of the first
monitoring period. The emissions and transport work data for 2018 must then
be consolidated in an annual report, which must be verified by an independent
accredited verifier by 30th April 2019. Once this is done, the report must be
submitted to the European Commission and the Flag State, and the vessel
should carry onboard the document of compliance from June 2019.

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Special areas under MARPOL are as follows:

Adoption, entry into force & date of taking effect of Special Areas

Date of Entry
Special Areas Adopted # In Effect From
into Force

Annex I: Oil

Mediterranean Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983

Baltic Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983

Black Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983

Red Sea 2 Nov 1973 2 Oct 1983 *

"Gulfs" area 2 Nov 1973 2 Oct 1983 1 Aug 2008

Gulf of Aden 1 Dec 1987 1 Apr 1989 *

Antarctic area 16 Nov 1990 17 Mar 1992 17 Mar 1992

North West European Waters 25 Sept 1997 1 Feb 1999 1 Aug 1999

Oman area of the Arabian Sea 15 Oct 2004 1 Jan 2007 *

Southern South African waters 13 Oct 2006 1 Mar 2008 1 Aug 2008

Annex II: Noxious Liquid Substances

Antarctic area 30 Oct 1992 1 Jul 1994 1 Jul 1994

Annex IV: Sewage

Baltic Sea 15 Jul 2011 1 Jan 2013 **

Annex V: Garbage

Mediterranean Sea 2 Nov 1973 31 Dec 1988 1 May 2009

Baltic Sea 2 Nov 1973 31 Dec 1988 1 Oct 1989

Black Sea 2 Nov 1973 31 Dec 1988 *

Red Sea 2 Nov 1973 31 Dec 1988 *

"Gulfs" area 2 Nov 1973 31 Dec 1988 1 Aug 2008

North Sea 17 Oct 1989 18 Feb 1991 18 Feb 1991

Antarctic area (south of latitude

16 Nov 1990 17 Mar 1992 17 Mar 1992
60 degrees south)

Wider Caribbean region 4 Jul 1991 4 Apr 1993 1 May 2011

including the Gulf of Mexico and

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the Caribbean Sea

Annex VI: Prevention of air pollution by ships (Emission Control Areas)

Baltic Sea (SOx ) 26 Sept 1997 19 May 2005 19 May 2006

(NOx) 7 July 2017 1 Jan 2019 1 Jan 2021****

North Sea (SOx) 22 Jul 2005 22 Nov 2006 22 Nov 2007

(NOx) 7 July 2017 1 Jan 2019 1 Jan 2021****

North American ECA

(SOx and PM) 26 Mar 2010 1 Aug 2011 1 Aug 2012
(NOx) 1 Jan 2016***

United States
Caribbean Sea ECA
(SOx and PM)
26 Jul 2011 1 Jan 2013 1 Jan 2014
(NOx)
1 Jan 2016***

# Status of multilateral conventions and instruments in respect of which the

International Maritime Organization or its Secretary-General perform depositary or
other functions as at 31 December 2002.
* The Special Area requirements for these areas have not yet taken effect because
of lack of notifications from MARPOL Parties whose coastlines border the relevant
special areas on the existence of adequate reception facilities (regulations 38.6 of
MARPOL Annex I and 5(4) of MARPOL Annex V).
** The new special area requirements, which entered into force on 1 January 2013,
will only take effect upon receipt of sufficient notifications on the existence of
adequate reception facilities from Parties to MARPOL Annex IV whose coastlines
border the relevant special area (regulation 13.2 of the revised MARPOL Annex IV,
which was adopted by resolution MEPC.200(62) and which entered into force on 1
January 2013).
*** A ship constructed on or after 1 January 2016 and is operating in these emission control areas
shall comply with NOx Tier III standards set forth in regulation 13.5 of MARPOL Annex VI.

**** A ship constructed on or after 1 January 2021 and is operating in these emission control areas
shall comply with NOX Tier III standards set forth in regulation 13.5 of MARPOL Annex VI.

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A Particularly Sensitive Sea Area (PSSA) is an area that needs special
protection through action by IMO because of its significance for recognized
ecological or socio-economic or scientific reasons and which may be vulnerable
to damage by international maritime activities. The criteria for the
identification of particularly sensitive sea areas and the criteria for the
designation of special areas are not mutually exclusive. In many cases a
Particularly Sensitive Sea Area may be identified within a Special Area and vice
versa.
List of adopted PSSAs
- The Great Barrier Reef, Australia (designated a PSSA in 1990)
- The Sabana-Camagüey Archipelago in Cuba (1997)
- Malpelo Island, Colombia (2002)
- The sea around the Florida Keys, United States (2002)
- The Wadden Sea, Denmark, Germany, Netherlands (2002)
- Paracas National Reserve, Peru (2003)
- Western European Waters (2004)
- Extension of the existing Great Barrier Reef PSSA to include the Torres Strait
(proposed by Australia and Papua New Guinea) (2005)
- Canary Islands, Spain (2005)
- The Galapagos Archipelago, Ecuador (2005)
- The Baltic Sea area, Denmark, Estonia, Finland, Germany, Latvia, Lithuania,
Poland and Sweden (2005)
- The Papahānaumokuākea Marine National Monument, United States (2007)
- The Strait of Bonifacio, France and Italy (2011)
- The Saba Bank, in the North-eastern Caribbean area of the Kingdom of the
Netherlands (2012)
- Extension of Great Barrier Reef and Torres Strait to encompass the south-
west part of the Coral Sea (2015)

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- The Jomard Entrance, Papua New Guinea (2016)
- Tubbataha Reefs Natural Park, the Sulu Sea, Philippines (2017)
BUNKERING OPERATIONS
Safety and Environmental Protection:
• Know and use the appropriate Safety Management System checklists and
procedures for bunkering, and if applicable, for Ship to Ship operations
• Know the ship’s Shipboard Oil Pollution Emergency Plan (SOPEP) or
Shipboard Marine Pollution Emergency Plan (SMPEP)
• Ship’s oil spill equipment is to be ready and available in accordance with the
SOPEP/SMPEP
• Ensure that proper lines and means of communication internally and
externally are established prior to commencing operations, including
particularly agreement on how ship stop or supplier stop instructions will be
given, acknowledged and implemented
• Any spill in connection with a bunkering operation must immediately and in
accordance with the SOPEP/SMPEP be reported to the appropriate bodies,
including but not limited to:
 Port Authorities
 Port State Authorities
 Owners/Operators/Managers
 Ship’s P&I Club
 Oil Spill Contractors/Qualified Individual, if applicable
 Ship’s Flag State

Prior to bunkering the staff and crew involved must be aware of:
• The quantity and grades of fuel to be received.
• The method of delivery (pipeline, barge or road tanker).
• The tanks and pipeline systems on board that will be used during the
operation,
• The order in which the tanks will be filled.
• The anticipated pumping rate and duration of the operation.

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• Who will be responsible for each aspect of the bunkering.
• All involved should review the appropriate requirements of the vessel SMS
and SOPEP or SMPEP.
Monitoring and watch-keeping
As with all shipboard operations, monitoring of the operation and watch-
keeping is to be carried out in accordance with the Safety Management
System, Ship Security Plan and good seamanship taking into account the
prevailing conditions on board and in the vicinity of the ship. There should be a
minimum of one deck watch and one engine-room watch on duty at all times
overseeing the:
• Safe access between shore or ship to ship
• Bunker transfer connection
• Bunker transfer progress (transfer rate, in order to avoid overfills, bunkers
received versus capacity and agreed quantity to be received on board,
estimated time of completion, etc.)
• Sampling
Record keeping
All events and operations are to be carefully entered in both the Deck and
Engine log books respectively and checks made that the appropriate entries in
the Oil Record Book Part 1 Machinery Space, are also made.
The bunkering safety check list below is an example of the industry standard
document.

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 Bunkering Safety Checklist
Supplying Ship Name: Receiving Ship Name:
Oil Type: Oil Quantity:
Time and Place of Bunkering Operation:
Pump Pressure (Mpa): Pumping Rate (m3/hr):

Result Confirmation
Items Remarks
Supplier Receiver
1 Are bunkering hoses in good condition?
Are bunkering hoses correctly connected &
2
drip trays in position at flanges?
3 Is the valve of the receiving tank open?
4 Is the capacity of the receiving tank checked?
5 Are all scuppers effectively plugged?
Is the communication system agreed on by
6
both parties?
7 Are duty persons assigned by both parties?
Is the operation procedure agreed by both
8
parties?
Are necessary absorbing materials available
9
for dealing with accidental escapes of oil?
10 Are exterior doors and portholes closed?
Is a portable chemical fire extinguisher sited
11
near the manifold?
Are unused manifold valves closed and
12
connections blanked and fully bolted?
Are bulkheads, pipelines, valves and the hull
13
in good condition and with no leaks?
14 Are ropes in good condition?
15 Is the vessel securely moored?
Are fenders in good order and suitably
16
positioned?
Are cargo nets or lifting cages, strops etc. in
17
good condition?
Is the transfer hose properly rigged and
18
flanges fully bolted?
Is the environmental threshold for cargo
operations regulated by the supplier? If
19
regulated, at which wind force scale will the
bunkering operation will be stopped?
Note: All the items on the list must be checked and implemented. Items agreed to be done shall be
marked with a “√”, while items disagreed shall be explained in the remarks column.
Person in charge for supplier: Person in charge for receiver:
Rank: Rank:
Signature: Signature:
Date and time: Date and time:

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BALLAST WATER MANAGEMENT
Legislation and Regulations
Invasive aquatic species present a major threat to the marine ecosystems, and
shipping has been identified as a major pathway for introducing species to new
environments. The problem increased as trade and traffic volume expanded
over the last few decades, and in particular with the introduction of steel hulls,
allowing vessels to use water instead of solid materials as ballast. The effects of
the introduction of new species have in many areas of the world been
devastating. Quantitative data show the rate of bio-invasions is continuing to
increase at an alarming rate. As the volumes of seaborne trade continue
overall to increase, the problem may not yet have reached its peak.

However, the Ballast Water Management Convention, adopted in 2004, aims

to prevent the spread of harmful aquatic organisms from one region to
another, by establishing standards and procedures for the management and
control of ships' ballast water and sediments

Under the Convention, all ships in international traffic are required to manage
their ballast water and sediments to a certain standard, according to a ship-
specific ballast water management plan. All ships will also have to carry a
ballast water record book and an international ballast water management
certificate. The ballast water management standards will be phased in over a
period of time. As an intermediate solution, ships should exchange ballast
water mid-ocean. However, eventually most ships will need to install an on-
board ballast water treatment system.

Ballast Water Exchange

Three methods of ballast water exchange have been evaluated and
determined to be acceptable to IMO; viz. the sequential method, the flow-
through method and the dilution method. A description of these methods is as
follows:
i) Sequential method – A process by which a ballast tank intended for the
carriage of water ballast is first emptied and then refilled with replacement
ballast water to achieve at least a 95% volumetric exchange.
ii) Flow-through method – A process by which replacement ballast water is
pumped into a ballast tank intended for the carriage of water ballast, allowing
water to flow through overflow or other arrangements. At least three times
the tank volume is to be pumped through the tank.
iii) Dilution method – A process by which replacement ballast water is filled
through the top of the ballast tank intended for the carriage of water ballast

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with simultaneous discharge from the bottom at the same flow rate and
maintaining a constant level in the tank throughout the ballast exchange
operation. At least three times the tank volume is to be pumped through the
tank.

Ballast Water Treatment

Regulation D-2 of the BWM Convention sets the standard that ballast water
treatment systems must meet (Table 3). Ballast water treatment systems must
have a type approval certificate in compliance with the IMO Guidelines for the
Approval of Ballast Water Management Systems (Resolution MEPC. 174(58)),
which updated Resolution MEPC.125(53)).
Organism category Regulation
Plankton, >50 μm in minimum dimensions <10 cells/m3
Plankton, 10-50 μm <10 cells/ml
Toxicogenic Vibrio cholera (O1 and O139) <1 colony forming unit (cfu)/100ml or less
Escherichia coli than 1cfu/g (wet weight)
Intestinal Enterococci <250 cfu/100ml
<100cfu/100ml

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All ships of 400 gt and above will be required to have on board an approved
Ballast Water Management Plan and a Ballast Water Record Book to comply
with the BWM Convention. The Ballast Water Management Plan is required to:
 assist the ship in complying with international regulations to minimise the
risk of the transfer of harmful aquatic organisms and pathogens in ships’
ballast water and associated sediments
 identify the ship’s Ballast Water Management Officer
 consider ship safety elements, provide information to PSC officers on the
ship’s ballast handling system and confirm that ballast water management
can be effectively planned
 include training on BWM operational practices
 be written in the working language of the ship. If this language is not
English, French or Spanish a translation into one of these languages must
be included.

Until the introduction of the ballast water management convention in

September 2017, many countries have independent standards.

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