Marpol Handout

CONSOLIDATED MARPOL 73/78
ANNEXES I-VI
HANDOUT
Revision No. 01
CONSOLIDATED MARPOL 73/78 ANNEXES I–VI

Date November 2016
Page
Table of Contents
No.
Chapter
Introduction 1
1
1.1 MARPOL Overview 4
1.2 Reporting Pollution Incidents 7
Chapter
ANNEX I – PREVENTION OF POLLUTION BY OIL 12
2
2.1 Principles of Environment Protection 12
2.2 Oil Pollutants 16
2.3 Preventing Oil Pollution 17
2.4 Oil Prevention Equipment 20
2.5 Oil Disposal 23
2.6 Oil Pollution Act (OPA) 90 25
2.7 Oil Prevention Drills 25
2.8 Oil Record Book 26
2.9 Forms and Documentation 31
Chapter ANNEX II – CONTROL OF POLLUTION BY NOXIOUS LIQUID
34
3 SUBSTANCES IN BULK
3.1 Noxious Liquid Substances in Bulk (NLS) 34
3.2 Construction Requirements 35
3.3 Prevention of marine pollution by NLS in bulk 36
3.4 Unloading, Stripping and Pre-washing 37
3.5 Equipment and installations for handling NLS 39
3.6 NLS Waste Disposal 40
3.7 Cargo Record Book 42
3.8 Forms and Documentation 43
Chapter ANNEX III – PREVENTION OF POLLUTION BY HARMFUL SUBSTANCES
44
4 CARRIED BY SEA IN PACKAGED FORM
4.1 Introduction 44
4.2 Packing and Handling 47
4.3 Prevention of Pollution by Harmful Substances in Packaged Form 48
4.4 IMDG Code 48
4.5 Exceptions and other applicable regulations 53
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No.
Chapter
ANNEX IV – PREVENTION OF POLLUTION BY SEWAGE FROM SHIPS 55
5
5.1 Introduction 55
5.2 Sewage System Requirements 60
5.3 Standard Discharging Connection 61
5.4 Discharge of Sewage 62
Chapter
ANNEX V – PREVENTION OF POLLUTION BY GARBAGE FROM SHIP 63
6
6.1 Overview 64
6.2 Special requirements for disposal of garbage 65
6.3 Disposal of Garbage 65
6.4 Shipboard Equipment for Processing Garbage 69
6.5. Procedures for handling ship-generated garbage 70
6.6 Placards, Garbage Management Plans and Garbage Record Keeping 75
6.7 Garbage Record Book 78
6.8 Penalties and Apprehensions 80
6.9 Port State Control on Operational Requirements 81
Chapter
ANNEX VI – PREVENTION OF AIR POLLUTION FROM SHIPS 81
7
7.1 Introduction 81
7.2 Air Pollutants from Combustion 84
7.3 Air Pollutants from Other Sources 86
7.4 MARPOL Annex VI Developments 87
7.5 Survey, Certification and Means of Control 87
7.6 Requirements for Control of Emissions from Ships 94
7.7 Special Requirements for Oil Rigs 105
7.8 Installation and Equipment 106
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INTRODUCTION
This course provides training for the mandatory minimum requirements of the STCW Convention,
1978, as amended for knowledge, understanding and proficiency of marine deck and engineer
officers in the operational and management levels and other personnel, as provided in Sections A-
II/1, II/2, II/3, II/5, III/1, III/2 and III/5 respectively, of the STCW Convention, 1978, as amended for
the function of controlling the operation of the ship and care for persons on board.
This consolidated course covers the requirements of the International Convention for the
Prevention of Pollution from Ships, 1973 as modified by the Protocol of 1978 (MARPOL 73/78)
based on the technical contents provided in Annex I to VI.
Every trainee for certification in Consolidated MARPOL 73/78 Annexes I-VI shall be required to
demonstrate the subject to undertake the tasks, duties and responsibilities as:
1) Annex I – Prevention of Pollution by Oil

2) Annex II – Control of Pollution by Noxious Liquid Substances in Bulk
3) Annex III – Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form
4) Annex IV – Prevention of Pollution by Sewage from Ships
5) Annex V – Prevention of Pollution by Garbage
6) Annex VI – Prevention of Air Pollution from Ships
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CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

Date November 2016
COURSE
INTRODUCTION
MARINE POLLUTION
Marine pollution occurs when harmful effects, or potentially harmful effects, can result from the entry into
the ocean of chemicals, particles, industrial, agricultural and residential waste, noise, or the spread
of invasive organisms. Most sources of marine pollution are land based. The pollution often comes from
nonpoint sources such as agricultural runoff and windblown debris.
 Many potentially toxic chemicals adhere to tiny particles which are then taken up by plankton and
benthos animals, most of which are either deposit or filter feeders. In this way, the toxins are
concentrated upward within ocean food chains. Many particles combine chemically in a manner highly
depletive of oxygen, causing estuaries to become anoxic.
 When pesticides are incorporated into the marine
ecosystem, they quickly become absorbed into marine food
webs. Once in the food webs, these pesticides can cause
mutations, as well as diseases, which can be harmful to
humans as well as the entire food web.
 Toxic metals can also be introduced into marine food webs.
These can cause a change to tissue matter, biochemistry,
behavior, reproduction, and suppress growth in marine life.
Also, many animal feeds have a high fish meal or fish
hydrolysate content. In this way, marine toxins can be
transferred to land animals, and appear later in meat and
dairy products.
Fig. 1 Marine Pollution
 Oil spills, toxic wastes and plastics are familiar marine
pollutants. However, human interaction with the ocean results in other, often more serious threats.
PATHWAYS OF POLLUTION
There are many different ways to categorize, and examine the inputs of pollution into our marine
ecosystems. Generally there are three main types of inputs of pollution into the ocean:
 Direct discharge of waste into the oceans,
 Runoff into the waters due to rain, and
 Pollutants that are released from the atmosphere.
A. DIRECT DISCHARGE
Pollutants enter rivers and the sea directly from urban sewerage and industrial waste discharges,
sometimes in the form of hazardous and toxic wastes.Inland mining for copper, gold, etc., is another
source of marine pollution. Most of the pollution is simply soil, which ends up in rivers flowing to the sea.
However, some minerals discharged in the course of the mining can cause problems, such as copper, a
common industrial pollutant, which can interfere with the life history and development of coral polyps.
B. LAND RUNOFF
Surface runoff from farming, as well as urban runoff and runoff from the construction of roads,
buildings, ports, channels, and harbors, can carry soil and particles laden with carbon, nitrogen,
phosphorus, and minerals. This nutrient-rich water can cause fleshy algae and phytoplankton to thrive in
coastal areas; known as algal blooms, which have the potential to create hypoxic conditions by using all
available oxygen.
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C. SHIP POLLUTION
Ships can pollute waterways and oceans in many ways. Oil spills can have devastating effects.
While being toxic to marine life, polycyclic aromatic hydrocarbons (PAHs), the components in crude oil,
are very difficult to clean up, and last for years in the sediment and marine environment.
Discharge of cargo residues from bulk carriers can pollute ports, waterways and oceans. In many
instances vessels intentionally discharge illegal wastes despite foreign and domestic regulation
prohibiting such actions. It has been estimated that container ships lose over 10,000 containers at sea
each year (usually during storms). Ships also create noise pollution that disturbs natural wildlife, and
water from ballast tanks can spread harmful algae and other invasive species.
D. ATMOSPHERIC POLLUTION
Another pathway of pollution occurs through the atmosphere. Windblown dust and debris, including
plastic bags, are blown seaward from landfills and other areas. The USGS links dust events to a decline
in the health of coral reefs across the Caribbean and Florida, primarily since the 1970s.
Climate change is raising ocean temperatures and raising levels of carbon dioxide in the
atmosphere. These rising levels of carbon dioxide are acidifying the oceans. This, in turn, is altering
aquatic ecosystems and modifying fish distributions, with impacts on the sustainability of fisheries and
the livelihoods of the communities that depend on them. Healthy ocean ecosystems are also important
for the mitigation of climate change.
E. DEEP SEA MINING

Ocean mining in the deep sea is yet another source of ocean pollution. Ocean mining sites drilling for
silver, gold, copper, cobalt and zinc create sulfide deposits up to three and a half thousand meters down
in to the ocean. While we have yet the gathering of scientific evidence to fully explain the harsh
environmental impacts of deep sea mining, we do have a general idea that deep sea mining causes
damage to the lowest levels of the ocean and increase the toxicity of the region. This permanent
damage dealt also causes leaking, corrosion and oil spills that only drastically further hinder the
ecosystem of the region.
Fig. 2 Pathways of pollution; Land runoff
EFFECTS OF MARINE POLLUTION
1. Effect of Toxic Wastes on Marine Animals: Oil spill is dangerous to marine life in several ways. The
oil spilled in the ocean could get on to the gills and feathers of marine animals, which makes it difficult
for them to move or fly properly or feed their children. The long term effect on marine life can include
cancer, failure in the reproductive system, behavioral changes, and even death.
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2. Disruption to the Cycle of Coral Reefs: Oil spill floats on the surface of water and prevents sunlight
from reaching to marine plants and affects in the process of photosynthesis. Skin irritation, eye irritation,
lung and liver problems can impact marine life over long period of time
3. Depletes Oxygen Content in Water: Most of the debris in the ocean does not decompose and remain
in the ocean for years. It uses oxygen as it degrades. As a result of this, oxygen levels go down. When
oxygen levels go down, the chances of survival of marine animals like whales, turtles, sharks, dolphins,
penguins for long time also goes down.
4. Failure in the Reproductive System of Sea Animals: Industrial and agricultural wastes include
various poisonous chemicals that are considered hazardous for marine life. Chemicals from pesticides
can accumulate in the fatty tissue of animals, leading to failure in their reproductive system.
5. Effect on Food Chain: Chemicals used in industries and agriculture get washed into the rivers and from
there are carried into the oceans. These chemicals do not get dissolved and sink at the bottom of the
ocean. Small animals ingest these chemicals and are later eaten by large animals, which then affects
the whole food chain.
6. Affects Human Health: Animals from impacted food chain are then eaten by humans which affects
their health as toxins from these contaminated animals gets deposited in the tissues of people and can
lead to cancer, birth defects or long term health problems.
7. Ocean Acidification. The oceans are normally a natural carbon sink, absorbing carbon dioxide from the
atmosphere. Because the levels of atmospheric carbon dioxide are increasing, the oceans are becoming
more acidic. The potential consequences of ocean acidification are not fully understood, but there are
concerns that structures made of calcium carbonate may become vulnerable to dissolution, affecting
corals and the ability of shellfish to form shells.
8. Eutrophication. Eutrophication is an increase in chemical nutrients, typically compounds containing

nitrogen or phosphorus, in an ecosystem. It can result in an increase in the ecosystem's primary
productivity (excessive plant growth and decay), and further effects including lack of oxygen and severe
reductions in water quality, fish, and other animal populations. The biggest culprit are rivers that empty
into the ocean, and with it the many chemicals used as fertilizers in agriculture as well as waste from
livestock and humans. An excess of oxygen depleting chemicals in the water can lead to hypoxia and
the creation of a dead zone.
Fig. 3 Main sources of pollution
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1.1
MARPOL OVERVIEW
The International Maritime Organization’s (IMO) primary purpose is to develop and maintain a
comprehensive regulatory framework for shipping and its remit today includes safety, environmental
concerns and others. The Marine Environment Protection Committee (MEPC) one of the five main
committees concerned with prevention and control of pollution from ships. In particular it is concerned with
the adoption and amendment of conventions and other regulations and measures to ensure their
enforcement.
MARPOL 73/78
MARPOL 73/78 is the International Convention for the Prevention of Pollution From Ships, 1973 as
modified by the Protocol of 1978. "Marpol" is short for marine pollution and 73/78 short for the years 1973
and 1978. This convention was subsequently modified by the Protocol of 1978 relating thereto, which was
adopted by the International Conference on Tanker Safety and Pollution Prevention (TSPP Conference),
February 1978. Marpol is one of the most important international marine environmental conventions
developed by the International Maritime Organization (IMO).
 It was designed to minimize pollution of the seas, including dumping, oil and exhaust pollution.
 Its stated objective is: to preserve the marine environment through the complete elimination of
pollution by oil and other harmful substances and the minimization of accidental discharge of such
substances.
As the 1973 MARPOL Convention had not yet entered into force, the 1978 MARPOL Protocol absorbed
the parent Convention. The combined instrument is referred to as the International Convention for the
Prevention of Marine Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto
(MARPOL 73/78), and it entered into force on 2 October 1983 (Annexes I and II).
The Convention includes regulations aimed at preventing and minimizing pollution from ships - both
accidental pollution and that from routine operations - and currently includes Six Technical Annexes.
MARPOL SIX ANNEXES
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HISTORY OF MARPOL 73/78
Oil pollution of the seas was recognized as a problem in the first half of the 20th century and various
countries introduced national regulations to control discharges of oil within their territorial waters. In 1954,
the United Kingdom organized a conference on oil pollution which resulted in the adoption of the
International Convention for the Prevention of Pollution of the Sea by Oil (OILPOL), 1954. Following
entry into force of the IMO Convention in 1958, the depository and Secretariat functions in relation to the
Convention were transferred from the United Kingdom Government to IMO.
 OILPOL CONVENTION
The 1954 Convention, which was amended in 1962, 1969 and 1971, primarily addressed pollution
resulting from routine tanker operations and from the discharge of oily wastes from machinery spaces.
These were regarded as the major causes of oil pollution from ships.
The 1954 OILPOL Convention, which entered into force on 26 July 1958, attempted to tackle the
problem of pollution of the seas by oil - defined as crude oil, fuel oil, heavy diesel oil and lubricating oil - in
two main ways:
1. it established "prohibited zones" extending at least 50 miles from the nearest land in which the
discharge of oil or of mixtures containing more than 100 parts of oil per million was forbidden;
2. it required Contracting Parties to take all appropriate steps to promote the provision of facilities for the
reception of oily water and residues.
In 1962, IMO adopted amendments to the Convention which extended its application to ships of a lower
tonnage and also extended the "prohibited zones". Amendments adopted in 1969 contained regulations to
further restrict operational discharge of oil from oil tankers and from machinery spaces of all ships.
Although the 1954 OILPOL Convention went some way in dealing with oil pollution, growth in oil
trade and developments in industrial practices were beginning to make it clear that further action, was
required.
Nonetheless, pollution control was at the time still a minor concern for IMO, and indeed the world was
only beginning to wake up to the environmental consequences of an increasingly industrialized society.
 TORREY CANYON INCIDENT
In 1967, the tanker Torrey Canyon ran aground while entering the English Channel and spilled her
entire cargo of 120,000 tons of crude oil into the sea. This resulted in the biggest oil pollution incident ever
recorded up to that time. The incident raised questions about measures then in place to prevent oil pollution
from ships and also exposed deficiencies in the existing system for providing compensation following
accidents at sea.
First, IMO called an extraordinary session of its Council, which drew up a plan of action on technical
and legal aspects of the Torrey Canyon incident. Then, the IMO Assembly decided in 1969 to convene an
international conference in 1973 to prepare a suitable international agreement for placing restraints on the
contamination of the sea, land and air by ships.
In the meantime, in 1971, IMO adopted further amendments to OILPOL 1954 to afford additional
protection to the Great Barrier Reef of Australia and also to limit the size of tanks on oil tankers, thereby
minimizing the amount of oil which could escape in the event of collision or stranding.
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Fig. 4 Torrey Canyon
 1973 CONVENTION
Finally, an international Conference in 1973 adopted the International Convention for the Prevention
of Pollution from Ships. While it was recognized that accidental pollution was spectacular, the Conference
considered that operational pollution was still the bigger threat. As a result, the 1973 Convention
incorporated much of OILPOL 1954 and its amendments into Annex I, covering oil.
But the Convention was also intended to address other forms of pollution from ships and therefore other
annexes covered chemicals, harmful substances carried in packaged form, sewage and garbage. The 1973
Convention also included two Protocols dealing with:
 PROTOCOL I : Reports on Incidents involving Harmful Substances and
 PROTOCOL II: Arbitration. (means: reference of a dispute to a tribunal for a decision or award
based on evidence and arguments presented by the disputants. The parties involved usually agree
to resort to arbitration in lieu of court proceedings to resolve an existing dispute or any grievance
that may arise between them.)
 1978 CONFERENCE
In 1978, in response to a spate of tanker accidents in 1976-1977, IMO held a Conference on Tanker
Safety and Pollution Prevention in February 1978. The conference adopted measures affecting tanker
design and operation, which were incorporated into both the Protocol of 1978 relating to the 1974
Convention on the Safety of Life at Sea (1978 SOLAS Protocol) and the Protocol of 1978 relating to the
1973 International Convention for the Prevention of Pollution from Ships (1978 MARPOL Protocol) -
adopted on 17 February 1978.
More importantly in terms of achieving the entry into force of MARPOL, the 1978 MARPOL Protocol
allowed States to become Party to the Convention by first implementing Annex I (oil), as it was decided that
Annex II (chemicals) would not become binding until three years after the Protocol entered into force. This
gave States time to overcome technical problems in Annex II, which for some had been a major obstacle in
ratifying the Convention.
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As the 1973 Convention had not yet entered into force, the 1978 MARPOL Protocol absorbed the
parent Convention. The combined instrument - the International Convention for the Prevention of
Marine Pollution from Ships, 1973 as modified by the Protocol of 1978 relating thereto (MARPOL
73/78) - finally entered into force on 2 October 1983 (for Annexes I and II).
Fig. 4a MARPOL
Consolidated Edition
1.2
REPORTING POLLUTION INCIDENTS
REPORTING REQUIREMENTS
 LONDON CONVENTION 1972 AND THE 1996 PROTOCOL
The London Convention 1972 and the 1996 Protocol (as amended in 2006) means “Convention on
the prevention of marine pollution by dumping of wastes and other matter”.
 DUTY TO REPORT
Protocol I: Provisions concerning reports on incidents involving harmful substances. The Master or
other person having charge of any ship involved in an incident involving probable discharge of oil or of
noxious substances shall report the particulars of such without delay and to the fullest extent possible in
accordance with the provisions of this protocol.
 REPORTING REQUIREMENTS
Reporting Procedure of Observed Dumping Incidents Which May Be in Violation of International

Ocean Dumping Treaties
(London Convention 1972 and the 1996 Protocol thereto)
GENERAL GUIDANCE
A. The countries that signed the London Convention 1972 and the 1996 Protocol thereto are interested in
ensuring compliance with these international environmental agreements that control the dumping of
wastes into the sea. Mariners operating in a country’s territorial waters or on the high seas, or other
persons may observe incidents that could be violations of the London Convention or the 1996 Protocol.
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B. If a mariner or other observer (“Incident Observer”) witnesses a dumping incident in any ocean waters
that appears to be in violation of the London Convention 1972 or the 1996 Protocol, please do the
following:
a. Immediately notify, if possible, the relevant coastal contact point so the proper authorities can
determine an appropriate action.
b. Complete the attached Dumping Incident Information Form and Supplementary Information Form as
completely as possible.
C. An incident observer witnessing an incident should keep in mind the following information in relation to
ocean dumping:
a. Dumping activities that may be in violation of the London Convention or the Protocol include any
deliberate disposal into the sea of wastes or other matter from vessels, aircraft, platforms or other
man-made structures at sea.
b. Certain wastes are acceptable for dumping into the sea, provided a permit has been issued for the
dumping operation. A full description of what is and what is not prohibited for ocean dumping may be
found in Articles III and IV and Annexes I and II of the Convention and in Article 1 and Annex 1 of the
Protocol.
D. If the Incident Observer is in doubt as to whether the incident is a violation of the Convention or the
Protocol, he/she should report the incident to the appropriate authorities for their evaluation. Send
copies of the incident information and copies of any supplementary information (e.g., charts,
photographs, videos or other information) to:
a. The marine environmental enforcement or protection agency (i.e., coast guard or port authority) of
the nearest coastal country to the observed incident, or the country of the vessel or aircraft observed
dumping;
b. The Office for the London Convention 1972; and
c. The appropriate authority in the Incident Observer’s national government that is responsible for
managing ocean dumping activities, fisheries management, shipping or protection of the marine
environment.
If supporting information is provided, please maintain original copies for future reference. If possible,
complete the incident report on-line and email charts, photographs, videos, and other information to the
appropriate address in electronic form.
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DUMPING INCIDENT INFORMATION FORM

(Please provide as much information as possible about the dumping incident)
A. Identity of the Dumping Vessel or Aircraft:_____________________________
B. Country of the Dumping Vessel or Aircraft:____________________________
C. Type of Material Dumped: Known Unknown

If known, describe: _______________________________________________
_______________________________________________________________
_______________________________________________________________
D. General location of incident (nearest country, landmarks, coordinates,

etc.):___________________________________________________________
_______________________________________________________________
E. Briefly describe the observed incident, including dates and times of significant events. (use additional sheets as
needed):_____________________________
_______________________________________________________________
F. Was contact made with vessel or aircraft to ask about the observed dumping incident?
Yes No (describe):__________________________________
______________________________________________________________
______________________________________________________________
G. Incident Observer: (include information on other observers if present)

Name: _________________________________________________________
Affiliation: ______________________________________________________
Address:__________________________________________________________
Telephone: ___________________________Fax:_______________________
Radio Station & Frequency Monitored: ________________________________
Satellite or Cell Phone: ____________________________________________
Aircraft Call Signal: _____________________________________________
Email: _________________________________________________________
H. Has the incident been reported to any authorities? If so, specify which country, including name and address:
Yes No
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SUPPLEMENTARY INFORMATION FORM

Any person who reports a possibly illegal dumping incident should, where possible, provide the following supporting
information:
I. ADDITIONAL INFORMATION ABOUT THE INCIDENT
A. Identification/Registration No. of Dumping Vessel or Aircraft:

______________________________________________
B. Dumping Vessel Estimated Hull Length:______(meters) Breadth:_____ (meters)
C. Description of Dumping Vessel or Aircraft:_______________________________

_________________________________________________________________________________________
_______________________________________
D. Incident observed from: Vessel Aircraft Land
E. Name and Registration Number of the Incident Observer’s vessel or aircraft (where applicable):
_________________________________________________
F. Is navigation data available for the dumping vessel or aircraft?

Yes No
If yes, provide copies with report. ______________________________________
G. Are video tape recordings of the incident available? Yes No

_________________________________________________________________________________________
_______________________________________
H. Are photographs of the incident available? Yes No
________________________________________________________________
________________________________________________________________
II. OBSERVATION INFORMATION AND CONDITIONS
A. Information on the location of the Incident Observer during the observations

Date: ________________________ Time:______________________________
Latitude: Degrees:______ Minutes:______ Seconds:______ North East
Longitude: Degrees:______ Minutes:______ Seconds:______ South West
Observation Platform (vessel or aircraft): Course (degrees): ________________
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Speed (knots):___________________________________________________
Distance from incident (kilometers): __________________________________
B. Visibility: <0.1 km 0.1-0.5 km 0.5-1.0 km 1.0-2.0 km >2.0 km

Other (describe): ________________________________________________
C. Wind Direction (degrees):_____________ Wind Speed (knots):____________

D. Sea State (Beaufort Scale number & description): ______________________
E. Swell Direction (degrees):____________ Sea Height (meters):____________
III. ADDITIONAL INFORMATION ON DUMPING VESSEL OR AIRCRAFT

Owner or Master of Vessel, or Pilot of Aircraft observed dumping (if known):
Name: __________________________________________________________
Affiliation: ________________________________________________________
Address: ________________________________________________________
Telephone:______________ Fax:______________ Email:_________________
Unknown
IV. ADDITIONAL INFORMATION ON OBSERVED DUMPING INCIDENT
A. Plot the location of the incident and other significant location information on a navigation chart, or available
electronic format.
B. Provide as much of the following information as possible:
1. Bearing to Nearest Point of Land from Incident Site (degrees):__________
2. Distance from Nearest Point of Land to Incident Site (kilometers): _______
3. Course and Speed of Dumping Vessel or Aircraft (describe): ___________
4. Was the dumping activity still occurring when the Incident Observer left the scene?
Yes No Unknown Explain: ____________________________
5. In the Incident Observer’s opinion, are humans at risk from the dumping incident?
Yes No Unknown
____________________________________________________________
____________________________________________________________
6. In the Incident Observer’s opinion, is the marine environment at risk from the dumping incident?
Yes No Unknown ___________________________________________________________
V. OTHER RELEVANT INFORMATION (use additional pages as needed)

__________________________________________________________________
__________________________________________________________________
__________________________________________________________________
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Chapter 2: ANNEX I –
PREVENTION OF POLLUTION BY OIL
Regulations for the Prevention of Pollution by OIL entered into force 2 October 1983. Covers
prevention of pollution by oil from operational measures as well as from accidental discharges; the 1992
amendments to Annex I made it mandatory for new oil tankers to have double hulls and brought in a phase-
in schedule for existing tankers to fit double hulls, which was subsequently revised in 2001 and
2003.Revised Annex I enters into force 1 January 2007
 DEFINITION
Under Annex I oil means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined
products (other than those petrochemicals which are subject to the provisions of Annex II of the present
Convention)
 Crude oil means any liquid hydrocarbon mixture occurring naturally in the earth whether or not
treated to render it suitable for transportation.
 Oily mixture means a mixture with any oil content.
 Oil fuel means any oil used as fuel in connection with the propulsion and auxiliary machinery of the
ship in which such oil is carried.
 Oil Residue (sludge) means the residual oil products generated during the normal operation of a
ship as those resulting from the purification of fuel or lubricating oil for main or auxiliary machinery,
separated waste oil from oil filtering equipment, waste oil collected in dip trays, and waste hydraulic
and lubricating oil.
 Oil Bilge Water means water which may be contaminated by oil resulting from thing such as
leakage or maintenance work in machinery spaces. Any liquid entering the bilge system including
bilge wells, bilge piping, tank top or bilge holding tanks is considered oily bilge water.
 Oil Tanker means a ship constructed or adopted primarily to carry oil in bulk in its cargo spaces and
includes combination carriers, when carrying a cargo or part cargo of oil in bulk.
 Slop Tank or combination of slop tanks necessary to retain the slop generated by tank washings, oil
residues and dirty ballast residues.
2.1
PRINCIPLES OF ENVIRONMENT PROTECTION
Shipping industry recognizes environmental protection as one of its highest priorities and that every
effort should be made to conserve and protect the environment from marine, atmospheric and other forms
of pollution.
Environment Policy aims to eliminate the possibility of pollution at source by ensuring that high
standards of safety and awareness are maintained, and that all relevant legislation and conventions are
followed.
The Marine Environment Protection Committee (MEPC) one of the five main committees under the
International Maritime Organization’s (IMO) concerned with prevention and control of pollution from
ships. In particular it is concerned with the adoption and amendment of conventions and other regulations
and measures to ensure their enforcement. Under Marpol, all ships carrying flags of countries that are
parties to the convention must adhere to its requirements.
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SALIENT FEATURES OF ANNEX I
 SPECIAL AREA
A new and important feature of the 1973 Convention was the concept of "special areas". MARPOL
defines certain sea areas as "special areas" in which, for technical reasons relating to their oceanographical
and ecological condition and to their sea traffic, the adoption of special mandatory methods for the
prevention of sea pollution is required. Under the Convention, these special areas are provided with a
higher level of protection than other areas of the sea. All oil carrying ships are required to be capable of
operating the method of retaining oily wastes on board through the "load on top" system or for discharge to
shore reception facilities.
Date of Entry into

Special Areas; Annex I: Oil Adopted # In Effect From
Force
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
 OIL TANKER REQUIREMENTS
A. CRUDE OIL WASHING

Crude oil washing (COW) is washing out the residue from the tanks of an oil tanker using the crude
oil cargo itself, after the cargo tanks have been emptied. Crude oil is pumped back and preheated in the
slop tanks, then sprayed back via high pressure nozzles in the cargo tanks onto the walls of the tank.
Due to the sticky nature of the crude oil, the oil clings to the tank walls, and such oil adds to the cargo
'remaining on board' (the ROB). By COWing the tanks, the amount of ROB is significantly reduced, and
with the current high cost of oil, the financial savings are significant, both for the Charterer and the
Shipowner. If the cargo ROB is deemed as 'liquid and pumpable' then the charterers can claim from the
owner for any cargo loss for normally between 0.3% up to 0.5%. It replaced the load on top and
seawater washing systems, both of which involved discharging oil-contaminated water into the sea.
MARPOL 73/78 made this mandatory equipment for oil tankers of 20000 tons or greater deadweight.
In order to ensure that COW is in fact effectively protecting the marine environment against pollution,
the design, operation and control of COW systems are subject to IMO specifications, and only crude oil
tankers in which the COW system and operation are surveyed and found to be in accordance with those
specifications will be issued with the IOPP Certificate.
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Advantages
• Reduction in pollution potential Increased cargo outturn
• Less dead freight
• Less time required in subsequent tank cleaning
• Less time needed to prepare a tank for repairs in drydock
• Less corrosion because of less water washing
It should be clear that COW operations are not optional, but rather, mandatory for tankers certified
for COW; no ballast water may ever be taken into cargo tanks which have not been crude oil washed.
Fig. 5 Crude Oil

Washing
B. LOAD ON TOP (LOT)

The mixture of cleaning water and residue was pumped into a slop tank and allowed to separate by
their different densities into oil and water during the journey. The water portion was then discharged,
leaving only crude oil in the slop tank. This was pumped into the main tanks and the new cargo loaded
on top of it, recovering as much as 800 tons of oil which was formerly discarded. Load-on-top (LOT),
procedures must be conducted in compliance with the requirements of MARPOL regulation 15
('Retention of oil on board').
The LOT regulations and recommendations require that the oil residues from all tank washings be
collected in one or two tanks, which are then topped off with the next cargo.
It should be made clear by the charterer's or owner's loading orders if the vessel is to LOT of the
previous slops. If it is not clear, then the owner must be requested to clarify the point before arrival at the
load port. If LOT procedures will not be used, then the slops must be discharged ashore. Alternatively,
the slops may be retained on board and the slop tank not loaded with cargo.
 SEGREGATED BALLAST TANK (SBT)
Segregated ballast tank is completely separated from oil cargoes and fuel oil system and is permanently
allocated to the carriage of ballast; this arrangement reduces the risk of pollution when deballasting. SBT
reduce the need for washing and therefore reduce oily-water mixtures, but only if they are of adequate
capacity.
Annex I Regulation 18 requires an oil tanker 20,000 tonnes deadweight and above delivered after 1
June 1982, Crude oil tankers & Product carriers of 40,000 tonnes deadweight and above delivered on or
before 1 June 1982 and Oil tankers of 70,000 tonnes deadweight and above delivered after 31 December
1979 to have a segregated ballast tank. The capacity of the SBT shall be so determined that the ship may
operate safely on ballast voyages without recourse to the use of cargo tanks for water ballast except on
those rare voyages when weather conditions are so severe that, in the opinion of the master, it is necessary
to carry additional ballast water in cargo tanks for the safety of the ship. The regulation also requires that the
SBT can provide a measure of protection against oil outflow in the event of grounding or collision.
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Fig. 6 Segregated ballast

tank
 DEDICATED CLEAN BALLAST TANK (CBT)
Every product carrier of 40,000 tonnes deadweight and above delivered on or before 1 June 1982 shall
be provided with segregated ballast tanks or alternatively operate with dedicated clean ballast tanks (CBT)in
accordance with the following provisions:
 The product carrier shall have adequate tank capacity, dedicated solely to the carriage of clean
ballast.
 The arrangements and operational procedures for dedicated clean ballast tanks shall comply with
the requirements established by the Administration.
 Every product carrier operating with dedicated clean ballast tanks shall be provided with a Dedicated
Clean Ballast Tank Operation Manual detailing the system and specifying operational procedures.
 DOUBLE HULL AND DOUBLE BOTTOM
Annex I Regulation 19; A double hull is a ship hull design and construction method where the bottom
and sides of the ship have two complete layers of watertight hull surface: one outer layer forming the normal
hull of the ship, and a second inner hull which is some distance
inboard, typically by a few feet, which forms a redundant barrier to
seawater in case the outer hull is damaged and leaks. The space
between the two hulls is sometimes used for storage of fuel or ballast
water.
In 1992 MARPOL was amended to make it mandatory for tankers
of 5,000 dwt and more ordered after 6 July 1993 to be fitted with
double hulls, or an alternative design approved by IMO (regulation 19
in Annex I of MARPOL).
In December 2003, further revisions to the requirements were
made, accelerating further the phase-out schedule. These
amendments entered into force on 5 April 2005. Revised Annex I
entered into force 1 January 2007
Fig. 7 Double Hull
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2.2
OIL POLLUTANTS
Accidental or deliberate, operational discharges and spills of oil from ships, especially tankers, offshore
platforms and pipelines, is the most obvious and visible cause of oil pollution of the marine environment.
Examples would be things like well blowouts, pipeline breaks, ship collisions or groundings, overfilling of gas
tanks and bilge pumping from ships, leaking underground storage tanks, and oil-contaminated water runoff
from streets and parking lots during rain storms.
However, oils enter the ocean from a variety of sources, and both natural sources (large quantities) and
land-based sources account for a large part of the total annual input of oil to the marine environment.
Also, hydrocarbons enter the ocean not merely as "wet" oil products but also as gaseous air pollutants.
Hydrocarbons from vapors derived from the loading and unloading of oil at different stages from extraction
to consumption, in the form of non-methane volatile organic compounds (nmVOCs), is one example.
Polycyclic aromatic hydrocarbons (PAHs) from incomplete combustion (exhaust gases and flue gases) are
another category of gaseous hydrocarbons that enter the marine environment as oil pollution.
SOURCES OF OIL POLLUTION
Fig. 8 Oil Pollution
Sources of oil input to the marine environment are often divided into natural, sea-based and land-based
sources. The four main categories of sources: discharges through natural seeps, discharges during the
extraction of oil, discharges during the transportation of oil, and discharges during the consumption of oil
(including both sea-based and land-based sources). There are also other ways of placing accidental or
operational/deliberate discharges of oils into different main categories.
A. NATURAL
 Natural seeps
B. SEA-BASED
 Operational discharges
 Accidental discharges
 Air pollution
 Accidental oil spills from tankers; other commercial vessels; grounded and abandoned vessels; oil
platforms (blowouts); pipelines.
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 Deliberate, operational discharges of oil from all kinds of commercial vessels (ship- or cargo-
related discharges);oil platforms; pipelines
 Emissions of nmVOCs and PAHs from tankers and pleasure craft, and from oil extraction.
 Other ship-related activities (dry docking, scrapping).
 Other activities (dumping of oily waste, etc.)
A. LAND-BASED
 Discharges of untreated or insufficiently treated municipal sewage and storm water (urban runoff).
 Discharges with rivers.
 Discharges of untreated or insufficiently treated waste water from coastal industries.
 Accidental or operational discharges of oil from coastal refineries, oil storage facilities, oil
terminals, and reception facilities.
 Emissions of gaseous hydrocarbons from oil-handling onshore facilities (terminals, refineries, filling
stations) and from vehicles exhausts (traffic)
2.3
PREVENTING OF OIL POLLUTION
A number of measures could and should be taken to avoid discharges of oil from shipping (oil tankers
and other vessels) and from platforms for offshore oil extraction. Measures to reduce the risk of
accidents involving tankers, and measures to reduce operational discharges from all kinds of commercial
vessels, include the following:
1. SHIP'S DESIGN
Requirements for double hulls or double bottoms were introduced. In 1992, the MARPOL Convention
was amended to make it mandatory for tankers of 5,000 dwt and more (ships ordered after 6 July 1993) to
be fitted with double hulls, or an alternative design approved by IMO (Regulation 13F in Annex I of
MARPOL 73/78). The requirement for double hulls that applies to new tankers has also been applied to
existing ships under a program that began in 1995 (Regulation 13G in Annex I of MARPOL 73/78). All
tankers have to be converted (or taken out of service) when they reach a certain age (up to 30 years old).
This measure is being phased in over a number of years because shipyard capacity is limited and it would
not be possible to convert all single hulled tankers to double hulls without causing immense disruption to
world trade and industry. There are also concerns about building vessels too fast and compromising design
standards. An additional possible measure is to limit the size of individual tanks within ships so that spills
that occur at least are smaller.
Single hull is a ship construction term. In tankers with single hulls, oil in the cargo tanks is separated
from the seawater only by a bottom and a side plate. Should this plate be damaged as a result of a collision
or stranding, the contents of the cargo tanks risks spilling into the sea. An effective way of avoiding the risk
is to surround the cargo tanks with a second internal plate which is at a sufficient distance from the external
plate (generally 1.5-2 metres). This design, known as a double hull, safeguards cargo tanks from damage
and thus reduces the risk of oil pollution. The double hull construction incorporates both double bottoms and
double sides. An alternative solution is to have ships with double sides (double hull along the sides of the
ship, an added side-shell plating structure fitted within the ship while the bottom of the ship has a single
plate, a single bottom. This means that the cargo tanks are separated from the seawater only by a bottom
plate. Double bottom, on the other hand, is a ship construction term referring to two separate but
continuous and water-tight plating structures along some length and width of a ship's bottom.
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The U.S. has already banned single hull-vessels in their waters and has stronger liability legislation in
their Oil Pollution Act.
Fig. 9 Typical Arrangement of Crude Oil & Functions of Double Hulls
2. MAINTENANCE & SHIP OWNER RESPONSIBILITY

Ship owners must ensure a high standard of maintenance. No matter how well a ship is designed,
built and equipped — unless it is properly maintained, it will sooner or later become a maritime safety
risk. The responsibility for regular and good maintenance always rests with the ship owner.
3. COMPETENT CREW
Furthermore, it is the responsibility of the ship owner to recruit crews that are competent and
experienced. The crews should also be continuously trained. Many accidents are due to the human
factor, and unless the crew members do their job right it does not really matter how well equipped the
ship is.
4. NAVIGATIONAL AIDS AND ONBOARD EQUIPMENT
All ships must have radar systems to improve navigation (large ships must have two systems that
operate independently). In busy shipping corridors, traffic separation schemes and vessel traffic control
are required to reduce the risk of a collision. In some areas, mandatory pilotage should be introduced.
High-standard fire-fighting equipment must be available and strict fire safety regulations apply on
board.
Monitoring and control equipment should be installed on ships so that discharged oil-water
mixtures can be traced back to the ship that was carrying the oil.
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5. SURVEILLANCE
The purposes of surveillance is to function as a deterrent from discharging ship-generated wastes

altogether, as a means of detection of discharges already made, and as a tool to combat, as effectively
as possible the spills that have been detected. Airborne surveillance which increases the ship's risk of
being caught in the process of making illegal discharges can be an effective measure to prevent
discharges and thus reduce marine pollution from shipping. In the future, airborne surveillance on a
regional scale should be introduced in more areas, particularly in the MARPOL Special Areas (as is
already the case in the Northeast Atlantic and the Baltic Sea).
6. INSPECTIONS
Frequent inspection of ships, particularly older ones, is imperative. Since 1995 all tankers and bulk
carriers aged five years and over have been subject to a specially enhanced inspection program which is
intended to ensure that any deficiencies — such as corrosion or wear and tear resulting from age or
neglect — are detected. Guidelines on enhanced surveys on tankers and bulk carriers are contained in
Assembly resolution A. 744 (18), adopted in November 1993. Inspections are coordinated on a regional
scale through Memoranda of Understanding on Port State Control (MoUs).
7. RECEPTION FACILITIES
Better facilities are needed in ports for ships to leave their oily liquid waste and solid oily waste. In
MARPOL Special Areas, such port reception facilities are required. However, in order to further reduce
marine oil pollution from shipping such facilities should be made universally available in all ports where oil
and oily wastes are handled. These facilities should, preferably, be made available at no extra cost, the
so-called no special fee system presently in use in the Baltic Sea region.
Fig. 10 Shore Reception Facilities
8. CARGO OWNER AND OIL CONSUMER RESPONSIBILITY
Finally, the responsibility for upholding safe sea transports of oil products rests also with the cargo
owners and the end users, the consumers of the products. Cargo owners should not use sub-standard
vessels, but should be prepared to pay for high-quality shipping. Ultimately, the additional costs for
choosing to charter safe and well maintained ships will (marginally) affect the price of the products, but it
is a small price to pay as a means to prevent as far as possible the pollution of the coastal and marine
environment by oils.
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2.4
OIL PREVENTION EQUIPMENT
1. OILY WATER SEPARATOR
An oily water separator (OWS) is a piece of shipboard equipment that allows a vessel's crew to
separate oil from bilge water before the bilge water is discharged overboard.
Bilge water is an almost unavoidable product in ship operations. Bilge water that is generated in
proximity to shipboard equipment (such as in the engine room) often contains oil and its direct discharge
would result in undesirable transfer of waste oil to the marine environment.
There are two different kinds of Oil Water Separators (OWS) used to pre-treat wastewater.
A. STANDARD GRAVITY SEPARATORS
Standard gravity separators are liquid containment structures that provide sufficient hydraulic
retention time to allow oil to rise up to the surface. The oil droplets form a separate layer that can then
be removed by skimmers and pumps. The wastewater outlet is located below the oil level so that
water leaving the separator is free of the oil that accumulates at the top of the unit. The inlet is often
fitted with diffusion baffles to reduce turbulent flow that might prevent effective separation of the oil and
might re-suspend settled pollutants.
The design of the separator is based on the specific gravity difference between the oil and the
wastewater because that difference is much smaller than the specific gravity difference between the
suspended solids and water.
Based on that design criterion, most of the suspended solids will settle to the bottom of the separator
as a sediment layer, the oil will rise to top of the separator, and the wastewater will be the middle layer
between the oil on top and the solids on the bottom.
Fig. 11 Gravity Separator
B. PARALLEL PLATE SEPARATORS
Parallel plate separators are similar to gravity separators but they include tilted parallel plate
assemblies (also known as parallel packs). The underside of each parallel plate provides more surfaces
for suspended oil droplets to coalesce into larger globules. Any sediment slides down the topside of
each parallel plate. Such separators still depend upon the specific gravity between the suspended oil
and the water. However, the parallel plates enhance the degree of oil-water separation. The result is that
a parallel plate separator requires significantly less space than a conventional API separator to achieve
the same degree of separation.
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Fig. 12 Typical Parallel Plate

Separator
2. OIL FILTER
An oil filter is a filter designed to remove contaminants from engine oil, transmission oil, lubricating oil,
or hydraulic oil.
Fig. 13 Oil Filter
TYPES OF OIL FILTER
A. MECHANICAL
Mechanical designs employ an element made of bulk material (such as cotton waste) or pleated
Filter paper to entrap and sequester suspended contaminants. As material builds up on (or in) the
filtration medium, oil flow is progressively restricted. This requires periodic replacement of the filter
element (or the entire filter, if the element is not separately replaceable).
B. CARTRIDGE AND SPIN-ON
Early engine oil filters were of cartridge (or replaceable element) construction, in which a permanent
housing contains a replaceable filter element or cartridge. The housing is mounted either directly on the
engine or remotely with supply and return pipes connecting it to the engine.
C. MAGNETIC
Magnetic filters use a permanent magnet or an electromagnet to capture ferromagnetic particles. An

advantage of magnetic filtration is that maintaining the filter simply requires cleaning the particles from
the surface of the magnet.
D. SEDIMENTATION
A sedimentation or gravity bed filter allows contaminants heavier than oil to settle to the bottom of
a container under the influence of gravity.
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E. CENTRIFUGAL
A centrifugal oil cleaner is a rotary sedimentation device using centrifugal force rather than gravity
to separate contaminants from the oil, in the same manner as any other centrifuge. Pressurized oil
enters the center of the housing and passes into a drum rotor free to spin on a bearing and seal. The
rotor has two jet nozzles arranged to direct a stream of oil at the inner housing to rotate the drum. The
oil then slides to the bottom of the housing wall, leaving particulate oil contaminants stuck to the
housing walls. The housing must periodically be cleaned, or the particles will accumulate to such a
thickness as to stop the drum rotating. In this condition, unfiltered oil will be re-circulated.
F. HIGH EFFICIENCY (HE)

High efficiency oil filters are a type of bypass filter that are claimed to allow extended oil drain
intervals. HE oil filters typically have pore sizes of 3 micrometers, which studies have shown reduce
engine wear. Some fleets have been able to increase their drain intervals up to 5-10 times.
Fig. 14 High Efficiency

(HE) Oil Filter
3. OIL DISCHARGE MONITORING AND CONTROL EQUIPMENT
An oil content meter able to analyze the relative content of oil in the water stream, expressed in parts
per million.
Fig. 15 Oil Discharge Monitoring

And Control Equipment
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2.5
OIL DISPOSAL
1. VERIFICATION OF IMPLEMENTATION
a. Flag State Control- survey and certification

b. Port State Control- boarding and inspection
c. Coastal State Control- airborne surveillance
d. Ship’s Documentary Evidence
 Oil Record Book
 Records –ODMC system
2. DISCHARGE PROVISIONS
a. No discharge of oil may take place unless the ship has in operation an oily-water separator and
ancillary equipment.
b. Notwithstanding the use of such equipment, such discharges are not permitted in special areas.
c. The discharge provisions do not apply when the oil content in the effluent has been reduced to
15 ppm.
Fig. 16 Oily Water Separator & Oil

Discharge Monitoring
And Control Equipment
3. CONTROL OF OPERATIONAL DISCHARGE OF OIL
Operational discharge of oil is allowed as long as the requirements of Annex I are complied with.
Machinery space operation and cargo and ballast operation for oil tankers have different requirements.
Special areas for Annex I must be considered also. Any operations must be recorded to the Oil Record
Book (Part 1 for Machinery space operation and Part 2 for cargo and ballast operation for oil tankers) by the
responsible persons on board.
A. MACHINERY SPACE OPERATION.

Any discharge into the sea of oil or oily mixtures from all
ships of 400 gross tonnage and above oil tanker 150 gross
tonnage and above shall be prohibited except when all the
following conditions are satisfied:
 the ship is proceeding en route;
 the oily mixture is processed through an oil filtering
equipment the oil content of the effluent without dilution
does not exceed 15 parts per million; Fig. 17 Machinery Space
 the oily mixture does not originate from cargo pump-
Operations
room bilges on oil tankers; and
 the oily mixture, in case of oil tankers, is not mixed with oil cargo residues
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B. CARGO AND BALLAST OPERATION FOR OIL TANKERS.

Discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker shall be prohibited
except when all the following conditions are satisfied:
 the tanker is not within a special area;
 the tanker is more than 50 nautical miles from the nearest land;
 the tanker is proceeding en route;
 the instantaneous rate of discharge of oil content does not exceed 30 liters per nautical mile;
 the total quantity of oil discharged into the sea does not exceed for tankers delivered on or
before 31 December 1979, 1/15,000 of the total quantity of the particular cargo of which the
residue formed a part, and for tankers delivered after 31 December 1979, 1/30,000 of the total
quantity of the particular cargo of which the residue formed a part
 the tanker has in operation an oil discharge monitoring and control system and a slop tank
arrangement as required by regulations 29 and 31 of Annex I.
EXCEPTIONS
1. the discharge into the sea of oil or oily mixture necessary for the purpose of securing the safety of a
ship or saving life at sea; or
2. the discharge into the sea of oil or oily mixture resulting from damage to a ship or its equipment:
 provided that all reasonable precautions have been taken after the occurrence of the damage or
discovery of the discharge for the purpose of preventing or minimizing the discharge; and
 except if the owner or the master acted either with intent to cause damage, or recklessly and with
knowledge that damage would probably result; or
3. the discharge into the sea of substances containing oil, approved by the Administration, when being
used for the purpose of combating specific pollution incidents in order to minimize the damage from
pollution. Any such discharge shall be subject to the approval of any Government in whose
jurisdiction it is contemplated the discharge will occur.
MARPOL ANNEX I
SUMMARY OPERATIONAL DISCHARGE OF OIL
Vessel/Voyage Sub-
Discharge Conditions
type/Area Category
 More than 50 nautical miles from the nearest land; and
 Tanker is proceeding en route; and
Oily waste
Oil tankers  Instantaneous rate of discharge < 30 liters per nautical mile; and
from cargo
All waters  Total quantity discharge does not exceed 1/15,000 or 1/30,000 of the total cargo (depending on
tanks
the age of the vessel); and
 Oil discharge monitoring and control system and slop tank arrangement to be operating.
Oil and all oily mixtures retain onboard for on shore disposal or
All vessels >= Machinery
Proceeding en route; and
400 gross tons space Oil content less than 15 parts per million; and
All waters bilges Oil discharge monitoring and control system and oil filtering equipment to be operating
Note: 15ppm discharges can be anywhere at sea (not within port limits) including the Great Barrier
Reef Marine Park and Marine Protected Areas. Vessel must not be stationary when undertaking
discharge.
All vessels  Oil and all oily mixtures retain onboard for on shore disposalOR Proceeding en route; and
Machinery  Has in operation equipment of a design approved by the administration that ensures oil content
<400 gross
space less than 15 parts per million.
tons
bilges Note: 15ppm discharges can be anywhere at sea (not within port limits) including the Great Barrier
All waters
Reef Marine Park and Marine Protected Areas. Vessel must not be stationary when undertaking
Vessels discharge.
Bunkering
operating in  A Permit is required from GBRMPA under which certain conditions may be imposed.
utilizing
Great Barrier
ship to ship
Reef Marine
transfers
Park
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2.6
OIL POLLUTION ACT (OPA) 90
The Oil Pollution Act (OPA) was signed into law in August 1990, largely in response to rising public
concern following the Exxon Valdez incident. The OPA improved the nation's ability to prevent and
respond to oil spills by establishing provisions that expand the federal government's ability, and provide the
money and resources necessary, to respond to oil spills.
The OPA also created the national Oil Spill Liability Trust Fund, which is available to provide up to one
billion dollars per spill incident.
In addition, the OPA provided new requirements for contingency planning both by government and
industry. The National Oil and Hazardous Substances Pollution Contingency Plan (NCP) has been
expanded in a three-tiered approach: the Federal government is required to direct all public and private
response efforts for certain types of spill events; Area Committees -- composed of federal, state, and local
government officials -- must develop detailed, location-specific Area Contingency Plans; and owners or
operators of vessels and certain facilities that pose a serious threat to the environment must prepare their
own Facility Response Plans.
Finally, the OPA increased penalties for regulatory noncompliance, broadened the response and
enforcement authorities of the Federal government, and preserved State authority to establish law
governing oil spill prevention and response.
Fig. 18 Exxon Valdes Incident
2.7
OIL PREVENTION DRILLS
SOPEP
Regulation 37 of MARPOL Annex 1 states that each tankers over 150 GRT and vessels other than
tankers over 400 GRT must have on board a Shipboard Oil Pollution Emergency Plan (SOPEP)
approved by the Flag Administration or Classification in fact on behalf of the flag admin.
SOPEP in itself is a guide line for the response of the vessel’s crew in case of oil pollution and how
to report, who will be reporting and what should be reported. It also gives a guide line to control discharge
action - with consideration based on navigation measures and seamanship measures.
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MARPOL 73/78 Article 8 & Protocol I require that the nearest coastal state should be notified of actual or
probable discharges of oil into the sea.
The Plan consists generally of 4 Sections with the mandatory contents and its Appendices with
additional information as contact addresses and data plus a set of certain drawings for easy reference for
the Master.
THE SOPEP SHALL CONSIST OF THE FOLLOWING CHAPTERS:

1. Ship identification data
2. Table of Contents
3. Record of Changes
4. Section 1: Preamble
5. Section 2: Reporting Requirements
6. Section 3: Steps to control Discharges
7. Section 4: National and Local Coordination
8. Minimum Appendices:
 List of Coastal State Contacts
 List of Port Contacts
 List of Ship Interest Contacts
9. Ship's drawings:
 General Arrangement Plan
 Tank Plan
 Fuel Oil Piping Diagram
10. Further appendices on owners' decision
WHAT IS REGARDED AS AN OIL SPILL

 Any oil spill regardless of size
 Discharge of oil as a result of damage
 Intentional discharge for the purpose of securing the safety of ship and crew
 Operational discharge
 Discharge harmfull substances in packaged form
2.8
OIL RECORD BOOK (ORB)
Oil Record Books composed of; ORB Part I: machinery space operations (regulation 37), ORB Part
II: cargo and ballast operations (regulation 36), should be kept on vessel and conform with and supply all
of the information recommended in this Guideline and in Annex I of MARPOL. Official Oil Record Books
are usually available from the Administrations.
OIL RECORD BOOK PART I
ORB PART I: GENERAL REQUIREMENTS
1. Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above
other than an oil tanker shall be provided with an Oil Record Book Part I: Machinery space
operations. The Oil Record Book, whether as a part of the ship’s official log-book or otherwise, shall
be in the form specified in appendix III to this Annex.
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2. The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis if
appropriate, whenever any of the following machinery space operations takes place in the ship:
a. ballasting or cleaning of oil fuel tanks;
b. discharge of dirty ballast or cleaning water from oil fuel tanks;
c. collection and disposal of oil residues (sludge and other oil residues);
d. discharge overboard or disposal otherwise of bilge water which has accumulated in machinery
spaces; and
e. bunkering of fuel or bulk lubricating oil.
3. In the event of such discharge of oil or oily mixture as is referred to in regulation 4 of this Annex or in
the event of accidental or other exceptional discharge of oil not excepted by that regulation, a
statement shall be made in the Oil Record Book Part I of the circumstances of, and the reasons for,
the discharge.
4. Each operation described in paragraph 2 of this regulation shall be fully recorded without delay in the
Oil Record Book Part I, so that all entries in the book appropriate to that operation are completed.
Each completed operation shall be signed by the officer or officers in charge of the operations
concerned and each completed page shall be signed by the master of ship. The entries in the Oil
Record Book Part I, for ships holding an International Oil Pollution Prevention Certificate, shall be at
least in English, French or Spanish. Where entries in an official national language of the State whose
flag the ship is entitled to fly are also used, this shall prevail in case of a dispute or discrepancy.
5. Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I.
6. The Oil Record Book Part I shall be kept in such a place as to be readily available for inspection at all
reasonable times and, except in the case of unmanned ships under tow, shall be kept on board the
ship. It shall be preserved for a period of three years after the last entry has
been made.
7. The competent authority of the Government of a Party to the present
Convention may inspect the Oil Record Book Part I on board any ship to which
this Annex applies while the ship is in its port or offshore terminals and may
make a copy of any entry in that book and may require the master of the ship to
certify that the copy is a true copy of such entry. Any copy so made which has
been certified by the master of the ship as a true copy of an entry in the ship’s
Oil Record Book Part I shall be made admissible in any judicial proceedings as
evidence of the facts stated in the entry. The inspection of an Oil Record Book
Part I and the taking of a certified copy by the competent authority under this
paragraph shall be performed as expeditiously as possible without Fig. 19 ORB Part I
causing the ship to be unduly delayed.
ORB PART I: GENERAL GUIDANCE FOR RECORDING
INTRODUCTION
The following pages of this section show a comprehensive list of items of machinery space operations
which are, when appropriate, to be recorded in the Oil Record Book in accordance with regulation 17 of
Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by
the Protocol of 1978 relating thereto (MARPOL 73/78). The items have been grouped into operational
sections, each of which is denoted by a letter Code.
a. When making entries in the Oil Record Book Part I, the date, operational code and item number shall
be inserted in the appropriate columns and the required particulars shall be recorded chronologically
in the blank spaces.
b. Each completed operation shall be signed for and dated by the officer or officers in charge. The
master of the ship shall sign each completed page.
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c. The Oil Record Book Part I contains many references to oil quantity. The limited accuracy of tank
measurement devices, temperature variations and clingage will affect the accuracy of these readings.
The entries in the Oil Record Book Part I should be considered accordingly.
d. In the event of accidental or other exceptional discharge of oil, statement shall be made in the Oil
Record Book Part I of the circumstances of, and the reasons for, the discharge.
e. Any failure of the oil filtering equipment shall be noted in the Oil Record Book Part I.
f. The entries in the Oil Record Book Part I, for ships holding an IOPP Certificate, shall be at least in
English, French or Spanish. Where entries in official language of the State whose flag the ship is
entitled to fly are also used, this shall prevail in case of a dispute or discrepancy.
g. The Oil Record Book Part I shall be kept in such a place as to be readily available for inspection at all
ship. It shall be preserved for a period of three years after the last entry has been made.
h. The competent authority of the Government of a Party to the Convention may inspect the Oil Record
Book Part I on board any ship to which this Annex applies while the ship is in its port or offshore
terminals and may make a copy of any entry in that book and may require the master of the ship to
certify that the copy is a true copy of such entry. Any copy so made which has been certified by the
master of the ship as a true copy of an entry in the Oil Record Book Part I shall be made admissible
in any juridicial proceedings as evidence of the facts stated in the entry. The inspection of an Oil
Record Book Part I and the taking of a certified copy by the competent authority under this paragraph
shall be performed as expeditiously as possible without causing the ship to be unduly delayed.
GUIDANCE FOR RECORDING OF OPERATIONS IN THE OIL RECORD BOOK: PART I –

MACHINERY SPACE OPERATIONS (ALL SHIPS)
MEPC.1/Circ.736/Rev.2, Dated: 6 October 2011
The Marine Environment Protection Committee (MEPC), at its sixty-second session,(11 to 15 July
2011), approved a revised text of the Guidance for recording of operations in the Oil Record Book Part I –
Machinery space operations (all ships) (MEPC 62/24, paragraph 7.23), set out in the annex.
The Guidance is intended to facilitate compliance with MARPOL requirements on board ships by
providing advice to crews on how to record the various operations in the Oil Record Book by using the
correct codes and item numbers in order to ensure a more uniform port State control procedure.
GENERAL GUIDANCE
 This guidance only includes sections C to I.
 Operations should be recorded in chronological order as they have been executed on board.
 Dates should be entered in dd-MONTH-yyyy format, e.g., 16-MAR-2009.
 Incineration or landing ashore of oily garbage and used filters should be recorded in the Garbage
Record Book only.
 All Entries are to be made and signed by the officer or officers in charge of the operations concerned
and each completed page shall be signed by the master of the ship.
 Do not leave any full lines empty between successive entries.
 If a wrong entry has been recorded in the Oil Record Book (ORB), it should immediately be struck
through with a single line in such a way that the wrong entry is still legible. The wrong entry should
be signed and dated, with the new corrected entry following.
 Tank nomenclature should be recorded as per the format noted within the International Oil Pollution
Prevention Certificate (IOPPC).
 Recording of quantities retained in bilge water holding tanks listed under section 3.3 of the IOPPC is
voluntary and not required by the Convention.
 The recording of general maintenance of items pertaining to the OWS remains voluntary and is this
is not required to be recorded in the ORB.
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ORB PART I: LIST OF ITEMS TO BE RECORDED
(Note: The items have been grouped into operational sections, each of which is denoted by a Letter
Code. Item numbers are included under each Letter Codes).
(A) Ballasting or cleaning of oil fuel tanks
(B) Discharge of dirty ballast or cleaning water from oil fuel tanks referred to under Section (A)
(C) Collection, transfer and disposal of oil residues (sludge)
(D) Non-automatic starting of discharge overboard, transfer or disposal otherwise of bilge water
which has accumulated in machinery spaces
(E) Automatic starting of discharge overboard, transfer or disposal otherwise of bilge water which
has accumulated in machinery spaces
(F) Condition of the oil filtering equipment
(G) Accidental or other exceptional discharges of oil
(H) Bunkering of fuel or bulk lubricating oil
OIL RECORD BOOK PART II
ORB PART II: GENERAL REQUIREMENTS
1. Every oil tanker of 150 gross tonnage and above shall be provided with an Oil Record Book Part II:
Cargo/Ballast Operations. The Oil Record Book Part II, whether as a part of the ship's official log-
book or otherwise, shall be in the form specified in appendix III to this Annex.
2. The Oil Record Book Part II shall be completed on each occasion, on a tank-to-tank basis if
appropriate, whenever any of the following cargo/ ballast operations take place in the ship:
.1 loading of oil cargo;
.2 internal transfer of oil cargo during voyage;
.3 unloading of oil cargo;
.4 ballasting of cargo tanks and dedicated clean ballast tanks;
.5 cleaning of cargo tanks including crude oil washing;
.6 discharge of ballast except from segregated ballast tanks;
.7 discharge of water from slop tanks;
.8 closing of all applicable valves or similar devices after slop tank
discharge operations;
.9 closing of valves necessary for isolation of dedicated clean ballast
tanks from cargo and stripping lines after slop tank discharge
operations; and
.10 disposal of residues.
3. For oil tankers referred to in regulation 34.6 of this Annex, the total quantity of oil and water used for
washing and returned to a storage tank shall be recorded in the Oil Record Book Part II.
4. In the event of such discharge of oil or oily mixture as is referred to in regulation 4 of this Annex or in
the event of accidental or other exceptional discharge of oil not excepted by that regulation, a
statement shall be made in the Oil Record Book Part II of the circumstances of, and the reasons for,
the discharge.
5. Each operation described in paragraph 2 of this regulation shall be fully recorded without delay in the
Oil Record Book Part II so that all entries in the book appropriate to that operation are completed.
Each completed operation shall be signed by the officer or officers in charge of the operations
concerned and each completed page shall be signed by the master of ship. The entries in the Oil
Record Book Part II shall be at least in English, French or Spanish. Where entries in an official
language of the State whose flag the ship is entitled to fly are also used, this shall prevail in case of
dispute or discrepancy.
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6. Any failure of the oil discharge monitoring and control system shall be noted in the Oil Record Book Part II.
7. The Oil Record Book shall be kept in such a place as to be readily available for inspection at all
8. The competent authority of the Government of a Party to the Convention may inspect the Oil Record
Book Part II on board any ship to which this Annex applies while the ship is in its port or offshore
terminals and may make a copy of any entry in that book and may require the master of the ship to
master of the ship as a true copy of an entry in the ship's Oil Record Book Part II shall be made
admissible in any judicial proceedings as evidence of the facts stated in the entry. The inspection of
an Oil Record Book Part II and the taking of a certified copy by the competent authority under this
paragraph shall be performed as expeditiously as possible without causing the ship to be unduly
delayed.
9. For oil tankers of less than 150 gross tonnage operating in accordance with regulation 34.6 of this
Annex, an appropriate Oil Record Book should be developed by the Administration.
ORB PART II: GENERAL GUIDANCE FOR RECORDING
INTRODUCTION
The following pages of this section show a comprehensive list of items of cargo and ballast
operations which are, when appropriate, to be recorded in the Oil Record Book Part II in accordance with
regulation 36 of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973,
as modified by the Protocol of 1978 relating thereto (MARPOL 73/78). The items have been grouped into
operational sections, each of which is denoted by a code letter.
1. When making entries in the Oil Record Book Part II, the date, operational code and item number shall
be inserted in the appropriate columns and the required particulars shall be recorded chronologically
in the blank spaces.
2. Each completed operation shall be signed for and dated by the officer or officers in charge. Each
completed page shall be countersigned by the master of the ship.
3. In respect of the oil tankers engaged in specific trades in accordance with regulation 2.5 of Annex I of
MARPOL 73/78, appropriate entry in the Oil Record Book Part II shall be endorsed by the competent
port State authority.
4. The Oil Record Book Part II contains many references to oil quantity. The limited accuracy of tank
measurement devices, temperature variations and clingage will affect the accuracy of these readings.
The entries in the Oil Record Book Part II should be considered accordingly.
5. In the event of accidental or other exceptional dicharge of oil, a statement shall be made in the Oil
Record Book Part II of the circumstances of, and the reasons for, the discharge.
6. Any failure of the oil discharge monitoring and control system shall be noted in the Oil Record Book
Part II.
7. The entries in the Oil Record Book Part II, for ships holding an IOPP Certificate, shall be at least in
English, French or Spanish. Where entries in an official language of the State whose flag the ship is
entitled to fly are also used, this shall prevail in case of a dispute or discrepancy.
8. The Oil Record Book Part II shall be kept in such a place as to be readily available for inspection at all
9. The competent authority of the Government of a Party to the Convention may inspect the Oil Record
Book Part II on board the ship to which this Annex applies while the ship is in its port or offshore
terminals and may make copy of any entry in that book and may require the master of the ship to
master of the ship as a true copy of an entry in the Oil Record Book Part II shal be made admissible
in any juridicial proceedings as evidence of the facts stated in the entry. The inspection of an Oil
Record Book Part II and taking of a certified copy by the competent authority under this paragraph
shall be performed as expeditiously as possible without causing the ship to be unduly delayed.
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ORB PART II: LIST OF ITEMS TO BE RECORDED
(A) Loading of Oil Cargo.
(B) Internal transfer of Oil Cargo during voyage.
(C) Unloading of Oil Cargo
(D) Crude Oil Washing
(E) Ballasting of Cargo tanks
(F) Ballasting of dedicated clean ballast tank
(G) Cleaning of Cargo tanks
(H) Discharge of Dirty Ballast
(I) Discharge of water from Slop tanks into the sea
(J) Collection, transfer & disposal of residue and oily mixture not otherwise dealt with
(K) Discharge of Clean Ballast contained in Cargo tanks
(L) Discharge of ballast from dedicated clean ballast tanks (CBT tankers only)
(M) Condition of Oil Discharge Monitoring and Control System
(N) Accidental or other exceptional discharges of oil
(O) Additional operational procedures and general remarks example
Tankers Engaged in specific Trades
(P) Loading of ballast water
(Q) Re-allocation of ballast water within the ship
(R) Ballast water discharge to reception facilities
2.9
FORMS AND DOCUMENTATION
IOPP CERTIFICATE
Every oil tanker of 150 gross tonnage and above, and every other ship of 400 gross tonnage and
above shall be subject to the surveys for compliance with Annex I construction and equipment
requirements is shown by the International Oil Pollution Prevention (IOPP) Certificate with supplement.
The International Oil Pollution Prevention Certificate shall be drawn up in the form corresponding to
the model given in appendix II to this Annex and shall be at least in English, French or Spanish. If an
official language of the Chapter 2 – Surveys and certification issuing country is also used, this shall prevail
in case of a dispute or discrepancy.
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OIL RECORD BOOK

SAMPLE PAGE: ORB Part I & II
Name of Ship ………………………………………………………………

Distinctive number or letters ………………………………………
IMO Number ……………………………………………………………….
MACHINERY SPACE OPERATIONS

CARGO / BALLAST OPERATIONS (OIL TANKER)
Code Item Record of operations/signature
Date
(letter) (number) of officer in charge
Signature of master …………………………………….
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ORB Part II
Name of Ship …………………………………………………………

Distinctive number or letters ………………………………..
PLAN VIEW OF CARGO AND SLOP TANKS
MARINE POLLUTION REPORT FORM SAMPLE
Marine Pollution Report (POLREP)

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Chapter 3: ANNEX II
CONTROL OF POLLUTION BY NOXIOUS LIQUID SUBSTANCES IN BULK
3.1
NOXIOUS LIQUID SUBSTANCES IN BULK (NLS)
MARPOL Annex II came into force on 6 April 1987. Unless expressly provided otherwise, the
provisions of this Annex shall apply to all ships certified to carry noxious liquid substances in bulk. It
details the discharge criteria for the elimination of pollution by noxious liquid substances carried in large
quantities. It divides substances into and introduces detailed operational standards and measures. The
discharge of pollutants is allowed only to reception facilities with certain concentrations and conditions.
No matter what, no discharge of residues containing pollutants is permitted within 12 miles of the nearest
land. Stricter restrictions apply to "special areas"
IBC code as supplement to MARPOL annex II
Annex II of the MARPOL convention is supplemented by the "International Code for the
Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk" (IBC code). The IBC
code contains detailed provisions for:
 The design and construction, as well as

 The equipment of chemical tankers.
Fig. 20 IBC Code
NEW NLS POLLUTION CATEGORIES
The revision of Annex II replaces the current 5-category system with pollution categories A, B, C and
D, and Appendix III products with a 4-category system with pollution categories X, Y and Z and OS
(Other Substances) as a result of the re-evaluation process of the existing MARPOL Annex II products by
the GESAMP Working Group on the Evaluation of the Hazards of Harmful Substances Carried by Ships
(GESAMP/EHS)..
At MEPC 49 in 2003 a 3+1 category system (X, Y, Z + OS) was agreed upon. The fourth category
holds only 8 harmless products which includes; apple juice, clay slurry, coal slurry, dextrose solution,
glucose solution, kaoline slurry, molasses, water (with 5 more substances to be included in this
category).
Products defined as "floaters" and "persistent floaters", which include the vegetable oils, will be
assigned to Category Y. Under the currently defined ship typing criteria this will mean they have to be
carried in IMO Type 2 or 3 space. Oil-like substances will not exist (xylene will require chemical code
certificate).
Vegetable oils will be specified and are upgraded from Appendix III (of the IBC Code) to Category Y.
After 1 January 2007 all ships loading IBC Cargoes will need to hold a Certificate of Fitness (CoF) issued
under the revised requirements.
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1. Category X: substances that present a major hazard to either the marine environment or human
health and justify the prohibition of discharge into the marine environment
2. Category Y: substances that present a hazard to either marine resources or human health, or cause
harm to amenities or other legitimate uses of the sea, and justify a limitation on the quality and
quantity of the discharge into the marine environment
3. Category Z: substances that present a minor hazard to either marine resources or human health
and justify less stringent restrictions on the quality and quantity of the discharge into the marine
environment
4. OS or Other Substances - Substances indicated as OS in the pollution category column of chapter
18 of the IBC Code which have been evaluated and found to fall outside category X, Y or Z, at
present, considered to present no harm to marine resources, human health, amenities or other
legitimate uses of the sea when discharged into the sea from tank cleaning or deballasting
operations. The discharge of bilge or ballast water or other residues or mixtures containing only
substances referred to as ‘‘Other Substances’’ shall not be subject to any requirements of the Annex.
3.2
CONSTRUCTION REQUIREMENTS
IMO SHIP’S TYPES
The replacing of the current 5-category system (A,B,C,D and Appendix III products).with new
pollution categories has also affected what products can be carried in the different IMO Ship Types. The
IBC Code provides standards for the construction of three types of chemical tankers (Types 1, 2 and 3).
1. IMO Ship Type 1: is a chemical tanker intended for the transportation of products considered to
present the greatest overall hazard. The quantity of cargo required to be carried in a Type 1 ship
should not exceed 1,250 m3 in any one tank
2. IMO Ship Type 2: is intended to transport products with appreciably severe environmental and
safety hazards which require significant preventive measures to preclude escape of such cargo. The
quantity of cargo required to be carried in a Type 2 ship should not exceed 3000 m3 in any one tank
3. IMO Ship Type 3: is a chemical tanker intended to transport products with sufficiently severe
environmental and safety hazards. These products require a moderate degree of containment to
increase survival capability in a damaged condition. There is no filling restriction for chemicals
assigned to Ship Type 3.
Fig. 21 IMO Ship’s Type 1
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LOCATION OF TANKS
The revised IBC Code indicates: Location of cargo tanks shall be located at the following distances
inboard:
1. Type 1 ships: from the side shell plating, not less than the transverse extent of damage specified in
2.5.1.1.2,(B/5 or 11.5m whichever is less), and from the moulded line of the bottom shell plating at
centreline, not less than the vertical extent of damage specified in 2.5.1.2.3, and nowhere less than
760 mm from the shell plating. This requirement does not apply to the tanks for diluted slops arising
from tank washing.
2. Type 2 ships: from the moulded line of the bottom shell plating at centreline, not less than the vertical
extent of damage specified in 2.5.1.2.3,(B/15 or 6 m whichever is less), and nowhere less than 760
mm from the shell plating. This requirement does not apply to the tanks for diluted slops arising from
tank washing.
3. Type 3 ships: no requirement.
Fig. 22 Cargo Tank Location
SEGREGATED BALLAST TANK
Bilge and ballast arrangements. Pumps, ballast lines, vent lines and other similar equipment
serving permanent ballast tanks shall be independent of similar equipment serving cargo tanks and of
cargo tanks themselves. Discharge arrangement for permanent ballast tanks sited immediately adjacent
to cargo tanks shall be outside machinery spaces. Filling arrangements maybe in the machinery spaces
provided that such arrangements ensure filling from tank deck level and non-return valves are fitted.
3.3
PREVENTION OF MARINE POLLUTION BY NLS IN BULK
This is the first attempt to control, on an international basis, the discharge of tank washings and other
residues of liquid substances (other than oil) which are carried in bulk categorised as noxious liquid
substances in accordance with defined guidelines.
Basic principles of MARPOL Annex II are:

 Safe containment of the noxious liquid substances,
 Dilution of discharges and
 Limitation of discharges into the sea.
 All important operations in connection with noxious liquid substances must be recorded in a
cargo record book.
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SHIPBOARD MARINE POLLUTION EMERGENCY PLAN (for NLS)
Every ship of 150 gross tonnage and above certified to carry noxious liquid substances in bulk shall
carry on board a shipboard marine pollution emergency plan for noxious liquid substances approved by
the Administration.
Such a plan shall be based on the Guidelines* developed by the Organization and written in a
working language or languages understood by the master and officers. The plan shall consist at least of:
a. The procedure to be followed by the master or other persons having charge of the ship to report a
NLS pollution incident,
b. The list of authorities or persons to be contacted in the event of a noxious liquid substances
pollution incident;
c. A detailed description of the action to be taken immediately by persons on board to reduce or
control the discharge of NLS following the incident; and
d. The procedures and point of contact on the ship for coordinating shipboard action with national
and local authorities in combating the pollution.
In the case of ships to which regulation 37 of Annex I of the Convention also applies, such a plan
may be combined with the Shipboard Oil Pollution Emergency Plan (SOPEP) required under
regulation 37 of Annex I of the Convention. In this case, the title of such a plan shall be ‘‘Shipboard
marine pollution emergency plan’’.
MEASURES OF POLLUTION CONTROL BY PORT STATES
The Government of each Party to the Convention shall appoint or authorize surveyors for the purpose
of implementing this regulation. The surveyors shall execute control in accordance with control
procedures developed by the Organization.
Where the Government of the receiving party is satisfied that it is impracticable to measure the
concentration of the substance in the effluent without causing undue delay to the ship, that Party may
accept the alternative procedure referred to in regulation 13.6.3 provided that the surveyor referred to
under paragraph 1 of this regulation certifies in the Cargo Record Book that:
a. the tank, its pump and piping systems have been emptied; and
b. the prewash has been carried out in accordance with the provisions of appendix 6 of this Annex;
and
c. the tank washings resulting from such prewash have been discharged to a reception facility and
the tank is empty.
A ship when in a port of another Party is subject to inspection by officers duly authorized by such
Party concerning operational requirements under this Annex, where there are clear grounds for
believing that the master or crew are not familiar with essential shipboard procedures relating to
the prevention of pollution by noxious liquid substances.
3.4
UNLOADING, STRIPPING AND PRE-WASHING
UNLOADING ARRANGEMENT &

STRIPPING REQUIREMENTS
The unloading arrangement and the revised stripping limits will greatly reduce the amount of residues
that vessels will be allowed to discharge into the marine environment.
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1. Every ship constructed before 1 July 1986 shall be provided with a pumping and piping
arrangement to ensure that each tank certified for the carriage of substances in category X or Y does
not retain a quantity of residue in excess of 300 litres in the tank and its associated piping and that
each tank certified for the carriage of substances in category Z does not retain a quantity of residue in
excess of 900 litres in the tank and its associated piping. A performance test shall be carried out in
accordance with appendix 5 of this Annex.
2. Every ship constructed on or after 1 July 1986 but before 1 January 2007 shall be provided with
a pumping and piping arrangement to ensure that each tank certified for the carriage of substances in
category X or Y does not retain a quantity of residue in excess of 100 litres in the tank and its
associated piping and that each tank certified for the carriage of substances in category Z does not
retain a quantity of residue in excess of 300 litres in the tank and its associated piping. A performance
test shall be carried out in accordance with appendix 5 of this Annex.
3. Every ship constructed on or after 1 January 2007 shall be provided with a pumping and piping
arrangement to ensure that each tank certified for the carriage of substances in category X, Y or Z
does not retain a quantity of residue in excess of 75 litres in the tank and its associated piping. A
performance test shall be carried out in accordance with appendix 5 of this Annex. After 1 January
2007, the stripping performance requirements will apply to all tankers holding a Certificate of Fitness
(CoF).
4. For a ship other than a chemical tanker constructed before 1 January 2007 which cannot meet the
requirements for the pumping and piping arrangements for substances in category Z referred to in
paragraphs 1 and 2 of this regulation no quantity requirement shall apply. Compliance is deemed to
be reached if the tank is emptied to the most practicable extent.
PRE-WASHING PROCEDURE
For ships built on or after 1 July 1994 and recommendatory for ships built before 1 July 1994
A prewash procedure is required in order to meet certain Annex II requirements. This appendix
explains how these prewash procedures shall be performed and how the minimum volumes of washing
media to be used shall be determined. Smaller volumes of washing media may be used based on actual
verification testing to the satisfaction of the Administration. Where reduced volumes are approved, an
entry to that effect must be recorded in the Manual.
Prewash procedures for non-solidifying substances without recycling
1. Tanks shall be washed by means of a rotary jet(s), operated at sufficiently high water pressure. In the
case of category X substances, cleaning machines shall be operated in such locations that all tank
surfaces are washed. In the case of category Y substances, only one location need be used.
2. During washing, the amount of liquid in the tank shall be minimized by continuously pumping out
slops and promoting flow to the suction point. If this condition cannot be met, the washing procedure
shall be repeated three times, with thorough stripping of the tank between washings.
3. Those substances which have a viscosity equal to or greater than 50 mPa·s at 20°C shall be washed
with hot water (temperature at least 60°C), unless the properties of such substances make the
washing less effective.
4. After prewashing, the tanks and lines shall be thoroughly stripped. Prewash procedures for solidifying
substances without recycling
5. Tanks shall be washed as soon as possible after unloading. If possible, tanks should be heated prior
to washing.
6. Residues in hatches and manholes should preferably be removed prior to the prewash.
7. Tanks shall be washed by means of a rotary jet(s) operated at sufficiently high water pressure and in
locations to ensure that all tank surfaces are washed.
8. During washing, the amount of liquid in the tank shall be minimized by pumping out slops
continuously and promoting flow to the suction point. If this condition cannot be met, the washing
procedure shall be repeated three times with thorough stripping of the tank between washings.
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9. Tanks shall be washed with hot water (temperature at least 60°C), unless the properties of such
substances make the washing less effective.
10. After prewashing, the tanks and lines shall be thoroughly stripped.
Minimum quantity of water to be used in a prewash
The minimum quantity of water to be used in a prewash is determined by the residual quantity of
noxious liquid substance in the tank, the tank size, the cargo properties, the permitted concentration in
any subsequent wash water effluent, and the area of operation.
3.5
EQUIPMENT AND INSTALLATIONS FOR HANDLING NLS
1. Cargo Pumps. Pumping performance tests referred to in paragraphs 1, 2 and 3 of this regulation
shall be approved by the Administration. Pumping performance tests shall use water as the test
medium.
2. Discharge Outlet. Ships certified to carry substances of category X, Y or Z shall have an underwater
discharge outlet (or outlets).
 For ships constructed before 1 January 2007 and certified to carry substances in category Z an
underwater discharge outlet as required under paragraph 6 of this regulation is not mandatory.
 The underwater discharge outlet (or outlets) shall be located within the cargo area in the vicinity of
the turn of the bilge and shall be so arranged as to avoid the re-intake of residue/water mixtures
by the ship’s seawater intakes.
 The underwater discharge outlet arrangement shall be such that the residue/water mixture
discharged into the sea will not pass through the ship’s boundary layer.
3. Slop Tanks. Although this Annex does not require the fitting of dedicated slop tanks, slop tanks may
be needed for certain washing procedures. Cargo tanks may be used as slop tanks.
4. Essential tank cleaning equipments. Fixed & portable tank washing machines: Before any
operations begin, the responsible officer should confirm that adequate checks are made to establish
that all equipment to be used during tank cleaning operations is in good working order.
 Fixed tank washing machines. The installation of fixed tank washing machines within a cargo
tank allows an inert atmosphere to be maintained during the washing operation, and thus permits
cleaning in a closed mode in compliance with port regulations prohibiting release of noxious
vapours. Their installation and use also reduces crew exposure to cargo vapours and inert gas.
 Portable tank washing machines and hoses. The outer casing of portable machines should be
of a material which will not generate an incendive spark on contact with the internal structure of a
cargo tank.
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3.6
NLS WASTE DISPOSAL
REGULATION 13: CONTROL OF DISCHARGES OF RESIDUES OF NOXIOUS LIQUID

SUBSTANCES.
Subject to the provisions of regulation 3 of this Annex, the control of discharges of residues of
noxious liquid substances or ballast water, tank washings or other mixtures containing such substances
shall be in compliance with the following requirements.
ANNEX II SPECIAL AREA
MARPOL annex II has one special area the Antarctic Ocean. The adoption of special mandatory
methods for the prevention of sea pollution is required. Under the Convention, these special areas are
provided with a higher level of protection than other areas of the sea.
DISCHARGE PROVISIONS
1. The discharge into the sea of residues of substances assigned to category X, Y or Z or of those
provisionally assessed as such or ballast water, tank washings or other mixtures containing such
substances shall be prohibited unless such discharges are made in full compliance with the
applicable operational requirements contained in this Annex.
2. Before any prewash or discharge procedure is carried out in accordance with this regulation, the
relevant tank shall be emptied to the maximum extent in accordance with the procedures prescribed
in the Manual.
3. The carriage of substances which have not been categorized, provisionally assessed or evaluated as
referred to in regulation 6 of this Annex or of ballast water, tank washings or other mixtures containing
such residues shall be prohibited along with any consequential discharge of such substances into the
sea.
DISCHARGE STANDARDS
1. Where the provisions in this regulation allow the discharge into the sea of residues of substances in
category X, Y or Z or of those provisionally assessed as such or ballast water, tank washings or other
mixtures containing such substances, the following discharge standards shall apply:
 the ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or
at least 4 knots in the case of ships which are not self-propelled;
 the discharge is made below the waterline through the underwater discharge outlet(s) not
exceeding the maximum rate for which the underwater discharge outlet(s) is (are) designed; and
 the discharge is made at a distance of not less than 12 nautical miles from the nearest land in a
depth of water of not less than 25 metres.
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Fig. 23 Discharging and Stripping Requirements
EXEPTIONS
The discharge requirements of this Annex shall not apply to the discharge into the sea of noxious
liquid substances or mixtures containing such substances when such a discharge:
1. is necessary for the purpose of securing the safety of a ship or saving life at sea; or
2. results from damage to a ship or its equipment:
 provided that all reasonable precautions have been taken after the occurrence of the damage
or discovery of the discharge for the purpose of preventing or minimizing the discharge; and
 except if the owner or the master acted either with intent to cause damage, or recklessly and
with knowledge that damage would probably result; or
3. is approved by the Administration, when being used for the purpose of combating specific pollution
incidents in order to minimize the damage from pollution. Any such discharge shall be subject to the
approval of any Government in whose jurisdiction it is contemplated the discharge will occur.
3.7
CARGO RECORD BOOK (Regulation 15)
1. Every ship to which this Annex applies shall be provided with a Cargo Record Book, whether as part
of the ship’s official log-book or otherwise, in the form specified in appendix 2 to this Annex.
2. After completion of any operation specified in appendix 2 to this Annex, the operation shall be
promptly recorded in the Cargo Record Book.
3. In the event of an accidental discharge of a noxious liquid substance or a mixture containing such a
substance or a discharge under the provisions of regulation 3 of this Annex, an entry shall be made in
the Cargo Record Book stating the circumstances of, and the reason for, the discharge.
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4. Each entry shall be signed by the officer or officers in charge of the operation concerned and each
page shall be signed by the master of the ship. The entries in the Cargo Record Book, for ships
holding an International Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk or a certificate referred to in regulation 7 of
this Annex, shall be at least in English, French or Spanish. Where entries in an official national
language of the State whose flag the ship is entitled to fly are also used, this shall prevail in case of a
dispute or discrepancy.
5. The Cargo Record Book shall be kept in such a place as to be readily available for inspection and,
except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be retained
for a period of three years after the last entry has been made.
6. The competent authority of the Government of a Party may inspect the Cargo Record Book on board
any ship to which this Annex applies while the ship is in its port, and may make a copy of any entry in
that book and may require the master of the ship to certify that the copy is a true copy of such entry.
Any copy so made which has been certified by the master of the ship as a true copy of an entry in the
ship’s Cargo Record Book shall be made admissible in any judicial proceedings as evidence of the
facts stated in the entry. The inspection of a Cargo Record Book and the taking of a certified copy by
the competent authority under this paragraph shall be performed as expeditiously as possible without
causing the ship to be unduly delayed.
CARGO RECORD BOOK:

LIST OF ITEMS TO BE RECORDED
(A) Loading of cargo
(B) Internal transfer of cargo
(C) Unloading of cargo
(D) Mandatory prewash in accordance with the ship’s procedures and arrangements manual
(E) Cleaning of cargo tanks except mandatory prewash (other prewash operations, final wash,
ventilation, etc.)
(F) Discharge into the sea of tank washings
(G) Ballasting of cargo tanks
(H) Discharge of ballast water from cargo tanks
(I) Accidental or other exceptional discharge
(J) Control by authorized surveyors
(K) Additional operational procedures and remarks
Name of Ship ………………………………………………………………

Distinctive number or letters ………………………………………
IMO Number ………………………………………………………………
CARGO / BALLAST OPERATIONS

Code Item Record of operations/signature
Date
(letter) (number) of officer in charge
Signature of master …………………………………….
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3.8
FORMS AND DOCUMENTATION
INTERNATIONAL POLLUTION PREVENTION (IPP) CERTIFICATE
An International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk
shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 8; “to
ensure that the structure, equipment, systems, fittings, arrangements and material fully comply with
the applicable requirements of this Annex”, to any ship intended to carry noxious liquid substances in
bulk and which is engaged in voyages to ports or terminals under the jurisdiction of other Parties to the
Convention.
PROCEDURES AND ARRANGEMENTS (P&A) MANUAL
1. Every ship certified to carry substances of category X, Y or Z shall have on board a Manual approved
by the Administration. The Manual shall have a standard format in compliance with appendix 4 to this
Annex. In the case of a ship engaged in international voyages on which the language used is not
English, French or Spanish, the text shall include a translation into one of these languages.
Fig. 24 Procedure &

Arrangement Manual
2. The main purpose of the Manual is to identify for the ship’s officers the physical arrangements and
all the operational procedures with respect to cargo handling, tank cleaning, slops handling and
cargo tank ballasting and deballasting which must be followed in order to comply with the
requirements of this Annex.
CERTIFICATE OF FITNESS (CoF)
A certificate called an International Certificate of Fitness for the Carriage of Dangerous Chemicals in
Bulk, the model form of which is set out in the appendix to the International Bulk Chemical Code, should
be issued after an initial or periodical survey to a chemical tanker engaged in international voyages which
complies with the relevant requirements of the Code.
All non-oil cargoes carried in bulk are classified by the IMO and/or the vessel’s flag
state/administration. The carriage requirements for a product are then determined by these entities using
the guidelines set forth by GESAMP* and IMO. If regulated by the IBC Code those cargoes must be
authorised for carriage on that particular ship and listed on the ship’s Certificate of Fitness (CoF).
Every chemical tanker is required to have a Certificate of Fitness (CoF) – indicating that it is
certified to carry certain products. The issuance of a CoF will also require a Procedures and
Arrangements (P&A) Manual.
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Chapter 4: ANNEX III

PREVENTION OF POLLUTION BY HARMFUL SUBSTANCES CARRIED BY SEA IN
PACKAGED FORM
4.1
INTRODUCTION
MARPOL Annex III came into force on 7 July 1992. The Annex is in line with the procedures detailed
in the International Maritime Dangerous Goods (IMDG) Code, which has been expanded to include
“marine pollutants”. The amendments entered into force on 1 January 1991.
The regulations were developed in order to identify marine pollutants so that they could be packed and
stowed on board ship in such a way as to minimize accidental pollution as well as to aid recovery by using
clear marks to distinguish them from other (less harmful) cargoes.
It aims to prevent or minimize pollution of the marine environment by harmful substances in packaged
forms or in freight containers, portable tanks or road and rail tank wagons, or other forms of containment
specified in the schedule for harmful substances in the International Maritime Dangerous Goods (IMDG)
Code.
Fig. 25 Marine pollutant cargo
REGULATION 1 – DEFINITIONS & APPLICATION
Regulation 1 of Annex III defines:

 “Harmful substances” are those substances which are identified as marine pollutants in the
International Maritime Dangerous Goods Code (IMDG Code) or which meet the criteria in the
Appendix of this Annex.
 “Packaged form” is defined as the forms of containment specified for harmful substances in the
IMDG Code.
1. Detailed requirements on packing, marking, labelling, documentation, stowage, quantity limitations

and exceptions for preventing or minimizing pollution of the marine environment by harmful
substances.
2. The carriage of harmful substances is prohibited, except in accordance with the provisions of this
Annex.
3. Empty packaging, which has been used previously for the carriage of harmful substances are also
treated as harmful substances unless adequate precautions have been taken to ensure that they
contain no residue that is harmful to the marine environment.
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HAZARD OF POLLUTION TO AQUATIC LIFE AND HUMAN HEALTH
CRITERIA FOR THE IDENTIFICATION OF HARMFUL SUBSTANCES IN PACKAGED FORM
The Appendix to Annex III contains the new criteria for the identification of harmful substances in
packaged form. These criteria are based on those developed by the United Nations Globally Harmonized
System of Classification and Labelling of Chemicals (GHS), as amended. For definitions of acronyms or
terms used in this appendix, refer to the relevant paragraphs of the IMDG Code.
On the basis of the GESAMP (Joint Group of Experts on the Scientific Aspects of Marine
Environmental) hazard profile, chemicals in the form of packaged dangerous goods, the DSC Sub-
Committee of IMO classifies substances intended for maritime transport. If the substance falls within the
DSC criteria, then it is classified as a “Marine Pollutant”.
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The following definitions apply for acronyms or terms used in this section:
ENVIRONMENTALLY HAZARDOUS SUBSTANCES

(AQUATIC ENVIRONMENT)
Environmentally hazardous substances include, liquid or solid substances pollutant to the aquatic
environment and solutions and mixtures of such substances (such as preparations and wastes).
The aquatic environment may be considered in terms of the aquatic organisms that live in the water,
and the aquatic ecosystem of which they are part*. The basis, therefore, of the identification of hazard is
the aquatic toxicity of the substance or mixture, although this may be modified by further information on
the degradation and bioaccumulation behaviour.
THE BASIC ELEMENTS FOR CLASSIFICATION OF ENVIRONMENTALLY HAZARDOUS

SUBSTANCES:
1. ACUTE AQUATIC TOXICITY - means the intrinsic property of a substance to be injurious to an

organism in a short term aquatic exposure to that substance.
 Acute (short-term) hazard - for classification purposes, means the hazard of a chemical
caused by its acute toxicity to an organism during short-term aquatic exposure to that
chemical.
2. CHRONIC AQUATIC TOXICITY - means the intrinsic property of a substance to cause adverse
effects to aquatic organisms during aquatic exposures which are determined in relation to the life
cycle of the organism.
 Long-term hazard - for classification purposes, means the hazard of a chemical caused by its
chronic toxicity following long-term exposure in the aquatic environment.
3. BIOACCUMULATION - (potential for or actual) net result of uptake, transformation and elimination
of a substance in an organism due to all routes of exposure (i.e. air, water, sediment/soil and food).
4. DEGRADATION - (biotic or abiotic for organic chemicals) means the decomposition of organic
molecules to smaller molecules and eventually to carbon dioxide, water and salts.
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Fig. 26 Hazardous substances disposal and its effect
4.2
PACKING & HANDLING
REGULATION 2 - PACKING
Packages shall be adequate to minimize the hazard to the marine environment, having regard to
their specific contents.
Marine Pollutants should not be carried in packaging which are likely to be quickly disintegrated by
short time immersion in the sea. Marine pollutants which pose a serious and long-term hazard to marine
life should not in general be packaged in such packaging as paper sacks or fiberboard unless additional
packaging is present to prevent ready dispersal in the sea, or unless such packaging are additionally
adequately protected, e.g. in unit loads or in freight containers.
Packages are defined as the complete product of the packing operation, including the packaging
(e.g. the box or drum) and its contents. Packages can be divided into two broad types:
 single packaging: these provide a safe containment system without any special over-packing
(e.g. steel drums)
 combination packaging: these usually consist of an outer packaging with the substance in an
inner packaging (e.g. bottle in a fiberboard box)
REGULATION 3 - MARKING AND LABELLING
1. Packages containing a harmful substance shall be durably marked with the correct technical name
(trade names alone shall not be used) and, further, shall be durably marked or labelled to indicate
that the substance is a marine pollutant. Such identification shall be supplemented where possible by
any other means, for example, by use of the relevant United Nations number.
2. The method of marking the correct technical name and of affixing labels on packages containing a
harmful substance shall be such that this information will still be identifiable on packages surviving at
least three months' immersion in the sea. In considering suitable marking and labelling, account
shall be taken of the durability of the materials
used and of the surface of the package.
3. Packages containing small quantities of
harmful substances may be exempted from
the marking requirements.
Fig. 27 IMDG Cargo; Packing,

Marking & Labelling
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REGULATION 5 - STOWAGE
Harmful substances shall be properly stowed and secured so as to minimize the hazards to the
marine environment without impairing the safety of the ship and persons on board.
It is recommended that marine pollutants are stowed, if possible under deck so that the likelihood
of loss overboard is minimized. It should be borne in mind, however, that the safety of the ship and crew
takes precedence over matters connected with pollution of the marine environment, and certain marine
pollutants may need to be stowed on deck, e.g., when so required by the IMDG Code. Nevertheless, due
consideration of the pollution problem should be taken into account before a marine pollutant is
jettisoned. Marine pollutants which pose a serious and long-term hazard to marine life should be stowed
in a recoverable position on a ship (such as in the square of a hold, or in a mast-house or deckhouse or
similar accessible position, or on deck, firmly secured by lashings or other tie downs) to enable safe
recovery from a sunken ship.
4.3
PREVENTION OF POLLUTION BY HARMFUL SUBSTANCES IN PACKAGED FORM
REGULATION 6 - QUANTITY LIMITATIONS
Certain harmful substances may, for sound scientific and technical reasons, need to be prohibited for
carriage or be limited as to the quantity which may be carried aboard any one ship. In limiting the
quantity, due consideration shall be given to size, construction and equipment of the ship, as well as the
packaging and the inherent nature of the substances.
REGULATION 8 - PORT STATE CONTROL ON OPERATIONAL REQUIREMENTS
1. A ship when in a port of another Party is subject to inspection by officers duly authorized by such
Party concerning operational requirements under this Annex, where there are clear grounds for
believing that the master or crew are not familiar with essential shipboard procedures relating
to the prevention of pollution by harmful substances.
2. In the circumstances given in paragraph (1) of this regulation, the Party shall take such steps as will
ensure that the ship shall not sail until the situation has been brought to order in accordance with the
3. Procedures relating to the port State control prescribed in article 5 of the present Convention shall
apply to this regulation.
4. Nothing in this regulation shall be construed to limit the rights and obligations of a Party carrying out
control over operational requirements specifically provided for in the present Convention.
4.4
IMDG CODE
INTRODUCTION
IMDG Code or International Maritime Dangerous Goods Code is accepted as an international

guideline to the safe transportation or shipment of dangerous goods or hazardous materials by water on
vessel. IMDG Code is intended to protect crew members and to prevent marine pollution in the safe
transportation of hazardous materials by vessel. It is recommended to governments for adoption or for
use as the basis for national regulations.
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The implementation of the Code is mandatory in conjunction with the obligations of the members of
united nation government under the International Convention for the Safety of Life at Sea (SOLAS) and
the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78). It is intended for
use not only by the mariner but also by all those involved in industries and services connected with
shipping.
APPLICATION AND THE IMPORTANCE OF THE IMDG CODE
The Code lays down basic principles; detailed recommendations for individual substances, materials
and articles, and a number of recommendations for good operational practice including advice on:
 Terminology
 Packaging
 Labeling
 Placarding
 Markings Fig. 28 IMDG
 Stowage Code
 Segregation
 Handling
 Emergency Response.
The IMDG Code is composed of 2 volumes and 1 supplement which include the following:
 VOLUME 1 (parts 1, 2 and 4-7 of the Code) contains sections on:

 general provisions, definitions, training
 classification
 packing and tank provisions
 consignment procedures
 construction and testing of packagings, IBCs,large packagings, portable tanks and road tank
vehicles
 transport operations
 VOLUME 2 contains:
 the Dangerous Goods List (equivalent to the schedules in previous editions of the Code),
presented in tabular format
 limited quantities exceptions
 the Index
 appendices
 THE SUPPLEMENT contains the following texts related to the IMDG Code:
 EMS Guide
 Medical First Aid Guide
 Reporting Procedures
 Packing Cargo Transport Units
 Safe Use of Pesticides
 INF Code
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AMMENDMENTS TO THE CODE
Amendments to the IMDG Code originate from two sources; proposals submitted directly to IMO by
Member States and amendments required to take account of changes to the United Nations
Recommendations on the Transport of Dangerous Goods which sets the basic requirements for all the
transport modes.
Amendments to the provisions of the United Nations Recommendations are made on a two‑yearly
cycle and approximately two years after their adoption, they are adopted by the authorities responsible
for regulating the various transport modes. In that way a basic set of requirements applicable to all
modes of transport is established and implemented, thus ensuring that difficulties are not encountered at
inter‑modal interfaces.
The IMDG Code 2012 Edition; Incorporating Amendment 36-12 was applied on a voluntary basis
starting 1 January 2013 and became mandatory on 1 January 2014. The 2014 Edition; Incorporating
Amendment 37-14, will be voluntary on 1 January 2015 and will become mandatory on 1 January 2016.
CHARACTERISTICS & PROPERTIES OF SUBSTANCES, MATERIALS AND ARTICLES BASED ON

IMDG CODE
 IMDG CODE CLASSES
For the purposes of this Code, dangerous goods are classified in different classes, to subdivide a
number of these classes and to define and describe characteristics and properties of the substances,
material and articles which would fall within each class or division. General provisons for each class or
division are given. Individual dangerous goods are listed in the Dangerous Goods List, with the class and
any specific requirements.
In accordance with the criteria for the selection of marine pollutants for the purposes of Annex III of
the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol
of 1978 relating thereto (MARPOL 73/78), a number of dangerous substances in the various classes
have also been identified as substances harmful to the marine environment (MARINE POLLUTANTS).
The classification shall be made by the shipper/consignor or by the appropriate competent authority
where specified in this Code.
 CLASSES, DIVISIONS, PACKING GROUPS
Substances (including mixtures and solutions) and articles subject to the provisions of this Code are
assigned to one of the classes 1-9 according to the hazard or the most predominant of the hazards they
present. Some of these classes are subdivided into divisions. These classes or divisions are as listed on
the table next page.
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Dangerous
Class Division(s) Classification
Goods
substances and articles which have a

1.1
mass explosion hazard
substances and articles which have a

1.2 projection hazard but not a mass
explosion hazard
substances and articles which have a fire

hazard and either a minor blast hazard or
1.3
1 Explosives a minor projection hazard or both, but not
a mass explosion hazard
substances and articles which present no

1.4
significant hazard
very insensitive substances which have a
1.5
mass explosion hazard
extremely insensitive articles which do
1.6
not have a mass explosion hazard
2.1 Flammable gas
2 Gases 2.2 Non-flammable, non-toxic gas
2.3 Toxic gas
3 Flammable
Flammable liquid
liquid
4.1 Flammable solid

4 Flammable 4.2 Spontaneously combustible substance
solids
Substance which in contact with water
4.3
emits flammable gas
5 Oxidizing 5.1 Oxidizing substance

substances 5.2 Organic peroxide
6.1 Toxic substance
Toxic
6 substances 6.2 Infectious substance
7 Radioactive
Radioactive material
material
8 Corrosive
Corrosive substance
substances
Miscellaneo
us
9 dangerous
Miscellaneous dangerous goods
goods
Fig. 29 IMDG Classes / Divisions
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 MARINE POLLUTANTS AND WASTES
Many of the substances assigned to classes 1 to 9 are deemed as being marine pollutants. There
will no longer be any distinction between marine pollutant and severe marine pollutant. When a
substance, material or article possesses properties that meet the criteria of a marine pollutant but is not
identiﬁed in this Code, such substance, material or article shall be transported as a marine pollutant in
accordance with the Code.
Fig. 30 Marine Pollutant

Mark
 WHERE TO FIND MARINE POLLUTANTS IN IMDG CODE
Those substances are identified within IMDG Code Vol.2, Column 4 of the Dangerous Goods List
also provides information on marine pollutants using the symbol “P”. The Index indicates by the symbol
P in the column headed MP those substances, materials and articles that are identiﬁed as Marine
Pollutants.
Fig. 31 IMDG Code Vol.2: Marine Pollutant
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4.5
EXCEPTIONS AND OTHER APPLICABLE REGULATIONS
SOLAS CHAPTER VII: CARRIAGE OF DANGEROUS GOODS
The regulations are contained in three parts. Part A - Carriage of dangerous goods in packaged
form - includes provisions for the classification, packing, marking, labelling and placarding,
documentation and stowage of dangerous goods. Contracting Governments are required to issue
instructions at the national level and the Chapter makes mandatory the International Maritime Dangerous
Goods (IMDG) Code, developed by IMO, which is constantly updated to accommodate new dangerous
goods and to supplement or revise existing provisions.
This chapter requires carriage of dangerous goods to be in compliance with the relevant provisions
of the International Maritime Dangerous Goods Code (IMDG Code).
 CARGO SECURING MANUAL
 Cargo, cargo units and cargo transport units must be loaded, stowed and secured throughout the
voyage in accordance with a Cargo Securing Manual approved by the Administration.
 The Cargo Securing Manual must be drawn up to a standard at least equivalent to the guidelines
developed by the IMO.
 REPORTING OF INCIDENTS INVOLVING DANGEROUS GOODS IN PACKAGED FORM
If an incident takes place involving the loss or likely loss overboard of dangerous goods in packaged
form into the sea, the master, or other person having charge of the ship, must report the particulars of the
incident without delay and to the fullest extent possible to the nearest coastal State.
EXCEPTIONS
1. Jettisoning of harmful substances carried in packaged form shall be prohibited, except where
necessary for the purpose of securing the safety of the ship or saving life at sea.
2. Subject to the provisions of the present Convention, appropriate measures based on the physical,
chemical and biological properties of harmful substances shall be taken to regulate the washing of
leakages overboard, provided that compliance with such measures would not impair the safety of the
ship and persons on board.
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Fig. 32 IMDG Code: Marks & Labels
DOCUMENTATION
1. In all documents relating to the carriage of harmful substances by sea where such substances are
named, the correct technical name of each such substance shall be used (trade names alone shall
not be used) and the substance further identified by the addition of the words "MARINE
POLLUTANT".
2. The shipping documents supplied by the shipper shall include, or be accompanied by, a signed
certificate or declaration that the shipment offered for carriage is properly packaged and marked,
labelled or placarded as appropriate and in proper condition for carriage to minimize the hazard to the
marine environment.
3. Each ship carrying harmful substances shall have a special list or manifest setting forth the harmful
substances on board and the location thereof. A detailed stowage plan which sets out the location of
the harmful substances on board may be used in place of such special list or manifest. Copies of
such documents shall also be retained on shore by the owner of the ship or his representative until
the harmful substances are unloaded. A copy of one of these documents shall be made available
before departure to the person or organization designated by the port State authority.
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Chapter 5: ANNEX IV
PREVENTION OF POLLUTION BY SEWAGE FROM SHIPS
5.1
INTRODUCTION
The Annex IV was entered into force on 27 September 2003. A revised Annex was adopted on 1
April 2004, with an entry into force date of 1 August 2005. Annex IV contains a set of regulations
regarding;
a. the discharge of sewage into the sea,
b. the ships' equipment and systems for the control of sewage discharge,
c. the provision of facilities at ports and terminals for the reception of sewage, and
d. the requirements for survey and certification.
The discharge of raw sewage into the sea can create a health hazard. Sewage can also lead to
oxygen depletion and can be an obvious visual pollution in coastal areas - a major problem for countries
with tourist industries.
The main sources of human-produced sewage are land-based - such as municipal sewers or
treatment plants. However, the discharge of sewage into the sea from ships also contributes to marine
pollution.
APPLICATION
The provisions of this Annex shall apply to the following ships engaged in international voyages:
 new ships of 400 gross tonnage and above; and

 new ships of less than 400 gross tonnage which are certified to carry more than 15 persons; and
 existing ships of 400 gross tonnage and above, after September 28th 2008
 existing ships of less than 400 gross tonnage which are certified to carry more than 15 persons,
after September 28th 2008
DEFINITION OF SEWAGE
"SEWAGE" means:
1. drainage and other wastes from any form of toilets and urinals;
2. drainage from medical premises (dispensary, sick bay, etc.) via wash basins, wash tubs and
scuppers located in such premises;
3. drainage from spaces containing living animals; or
4. other waste waters when mixed with the drainages defined above.
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SEWAGE TREATMENT PLANT
The Sewage Treatment Plant process is similar to the way that a Septic Tank works but mechanical
components provide a process to help break down solids to produce a cleaner, more environmentally
friendly effluent.
Two particular types of sewage treatment plant are in use, employing either chemical or biological
methods. The chemical method is basically a storage tank which collects solid material for disposal in
permitted areas or to a shore collection facility. The biological method treats the sewage so that it is
acceptable for discharge inshore.
 CHEMICAL SEWAGE TREATMENT
 This system minimises the collected sewage, treats it and retains it until it can be discharged in a
decontrolled area, usually well out to sea. Shore receiving facilities may be available in some ports to
take this retained sewage.
 This system must therefore collect and store sewage produced while the ship is in a controlled area.
The liquid content of the system is reduced, where legislation permits, by discharging wash basins,
bath and shower drains straight overboard. Any liquid from water closets is treated and used as
flushing water for toilets. The liquid must be treated such that it is acceptable in terms of smell and
appearance.
 Various chemicals are added at different points for odour and colour removal and also to assist
breakdown and sterilisation. A comminutor is used to physically break up the sewage and assist the
chemical breakdown process.
 Solid material settles out in the tank and is stored prior to discharge into the sullage tank: the liquid is
recycled for flushing use. Tests must be performed daily to check the chemical dosage rates. This is
to prevent odours developing and also to avoid corrosion as a result of high levels of alkalinity.
 BIOLOGICAL SEWAGE TREATMENT
 The biological system utilises bacteria to completely break down the sewage into an acceptable
substance for discharge into any waters. The extended aeration process provides a climate in which
oxygen-loving bacteria multiply and digest the sewage, converting it into a sludge. These oxygen-
loving bacteria are known as aerobic.
 The treatment plant uses a tank which is divided into three watertight compartments: an aeration
compartment, settling compartment and a chlorine contact compartment .
 The sewage enters the aeration compartment where it is digested by aerobic bacteria and micro-
organisms, whose existence is aided by atmospheric oxygen which is pumped in. The sewage then
flows into the settling compartment where the activated sludge is settled out. The clear liquid flows to
the chlorinator and after treatment to kill any remaining bacteria it is discharged.
 Chemical tablets are placed in the chlorinator and require replacement as they are used up. The
activated sludge in the settling tank is continuously recycled and builds up, so that every two to three
months it must be partially removed. This sludge must be discharged only in a decontrolled area.
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Fig. 33 Biological Sewage Treatment
RESOLUTION MEPC. 227(64)

2012 GUIDELINES ON IMPLEMENTATION EFFLUENT STANDARDS AND PERFORMANCE TESTS
FOR SEWAGE TREATMENT PLANTS
The Marine Environment Protection Committee (MEPC) adopted resolution MEPC.2(VI),

Recommendation on International Effluent Standards and Guidelines for Performance Tests for Sewage
Treatment Plants in 1976. MEPC 55 in October 2006 adopted, by resolution MEPC.159(55), the Revised
Guidelines on implementation of effluent standards and performance tests for sewage treatment plants,
which superseded resolution MEPC.2(VI).
MEPC 62 adopted resolution MEPC.200(62) amending MARPOL by designating the Baltic Sea as a
special area under Annex IV and prohibiting the discharge of sewage effluent from passenger ships
operating in special areas, unless a passenger ship has in operation an approved sewage treatment
plant implementing effluent standards and performance tests defined in the 2012 Guidelines on
implementation of effluent standards and performance tests for sewage treatment plants (the Guidelines).
 TECHNICAL SPECIFICATION
For the purpose of regulations 9.1.1 and 9.2.1 of MARPOL Annex IV, a sewage treatment plant
should meet the following effluent standards when tested for its Certificate of Type Approval by the
Administration:
1. Thermotolerant Coliform Standard.

The geometric mean of the thermotolerant coliform count of the samples of effluent taken during
the test period should not exceed 100 thermotolerant coliforms/100 ml as determined by membrane
filter, multiple tube fermentation or an equivalent analytical procedure.
2. Total Suspended Solids (TSS) Standard

The geometric mean of the total suspended solids content of the samples of effluent taken during
the test period should not exceed 35 Qi/Qe mg/l.
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Where the sewage treatment plant is tested on board ship, the maximum total suspended solids
content of the samples of effluent taken during the test period may be adjusted to take account of the
total suspended solid content of the flushing water.
3. Biochemical oxygen demand without nitrification and chemical oxygen demand
Administrations should ensure the sewage treatment plant is designed to reduce both soluble and
insoluble organic substances to meet the requirement that, the geometric mean of 5-day biochemical
oxygen demand without nitrification (BOD5 without nitrification) of the samples of effluent taken
during the test period does not exceed 25 Qi/Qe mg/l and the chemical oxygen demand (COD) does
not exceed 125 Qi/Qe mg/l. The test method standard should be ISO 5815 1:2003 for BOD5 without
nitrification and ISO 15705:2002 for COD, or other internationally accepted equivalent test standards.
4. pH
The pH of the samples of effluent taken during the test period should be between 6 and 8.5.
5. Zero or non-detected values

For thermotolerant coliforms zero values should be replaced with a value of 1 thermotolerant
coliform/100 ml to allow the calculation of the geometric mean. For total suspended solids,
biochemical oxygen demand without nitrification and chemical oxygen demand values below the limit
of detection should be replaced with one half the limit of detection to allow the calculation of the
geometric mean.
ISPP CERTIFICATE
1. An International Sewage Pollution Prevention Certificate shall be issued, after an initial or renewal
survey in accordance with the provisions of regulation 4 of this Annex, to any ship which is engaged
in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention. In
the case of existing ships this requirement shall apply five years after the date of entry into force of
this Annex.
2. Such Certificate shall be issued or endorsed either by the Administration or by any persons or
organization* duly authorized by it. In every case, the Administration assumes full responsibility for
the Certificate.
3. The International Sewage Pollution Prevention Certificate shall be drawn up in the form
corresponding to the model given in the appendix to this Annex and shall be at least in English,
French or Spanish. If an official language of the issuing country is also used, this shall prevail in
case of a dispute or discrepancy.
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INTERNATIONAL SEWAGE POLLUTION PREVENTION CERTIFICATE
International Sewage Pollution Prevention Certificate Issued under the provisions of the International Convention for
the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto , and as amended by
resolution MEPC…(…), (hereinafter referred to as "the Convention") under the authority of the Government
of:………………………………………………………………………
(full designation of the country)
by…………………………………………………………………………full designation of the competent person or

organization authorized under the provisions of the Convention)
Particulars of ship1…………………………………………………………………………….
Name of ship………………………………………………….………………………………..
Distinctive number or letters………………………………………………………………….
Port of registry …………………………………………………………………………………
Gross tonnage…………………………………………………………………………………
Number of persons which the ship is certified to carry………………………………….

IMO Number2 …………………………………………………………………………….
New/existing ship*
Date on which keel was laid or ship was at a similar stage of construction or, where applicable, date on which work
for a conversion or an alteration or modification of a major character was
commenced…...………....................................
THIS IS TO CERTIFY
1. That the ship is equipped with a sewage treatment plant/comminuter/holding tank and a discharge pipeline in
compliance with regulations 9 and 10 of Annex IV of the Convention as follows:*
1.1. Description of the sewage treatment plant.*
Type of sewage treatment plant
Name of manufacturer
The sewage treatment plant is certified by the Administration to meet the effluent standards as provided for
in resolution MEPC.2(VI)
1.2 Description of comminuter*…..……………………………………………………..

Type of comminuter ………………………………………………………………….
Name of manufacturer……………….………………………………………………
Standard of sewage after disinfection…..………….………………………………
1.3 Description of holding tank equipment* ………………..………………….……..
Total capacity of the holding tank…………………………………………..m3
Location ………………………………………………………………………….
1.4 A pipeline for the discharge of sewage to a reception facility, fitted with a standard shore connection
2. That the ship has been surveyed in accordance with regulation 4 of Annex IV of the Convention.
3. That the survey shows that the structure, equipment, systems, fittings, arrangements and material of the ship and
the condition thereof are in all respects satisfactory and that the ship complies with the applicable requirements of
Annex IV of the Convention.
This Certificate is valid until……………………………………………………………………...
subject to surveys in accordance with regulation 4 of Annex IV of the Convention.
Issued at....………………………………………………………………………………………..
(Place of issue of Certificate)
............................................................... …………………………..………………...
(Date of issue) (Signature of authorized official
issuing the Certificate)
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(Seal or stamp of the authority, as appropriate)
Endorsement to extend the Certificate if valid for less than 5 years where regulation 8.3. applies
The ship complies with the relevant provisions of the Convention, and this Certificate shall, in accordance with
regulation 8.3 of Annex IV of the Convention, be accepted as valid until ………………………………..
Signed: .......………………….………
(signature of authorized official)
Place:………………………………….…
Date: ………………………………….….
Endorsement where the renewal survey has been completed and regulation 8.4 applies
The ship complies with the relevant provisions of the Convention, and this Certificate shall, in accordance with
regulation 8.4 of Annex IV of the Convention, be accepted as valid until …………
Signed: ………………………………
Place: ....………………………….…
Date: ....………………………….….
Endorsement to extend the validity of the Certificate until reaching the port of survey or for a period of grace where
regulation 8.5 or 8.6 applies
This certificate shall, in accordance with regulation 8.5 or 8.6* of Annex IV of the Convention, be accepted as valid
until ……………………
Signed: ...……….…………….………..
Date: ..…………………………………..
5.2
SEWAGE SYSTEM REQUIREMENTS
1. Every ship which, in accordance with regulation 2, is required to comply with the provisions of this
Annex shall be equipped with one of the following sewage systems:
a. a Sewage Treatment Plant which shall be of a type approved by the Administration, in
compliance with the standards and test methods developed by the Organization1, or
b. a Sewage Comminuting And Disinfecting System approved by the Administration.
2. Such system shall be fitted with facilities to the satisfaction of the Administration, for the temporary
storage of sewage when the ship is less than 3 nautical miles from the nearest land, or
3. a Holding Tank of the capacity to the satisfaction of the Administration for the retention of all
sewage, having regard to the operation of the ship, the number of persons on board and other
relevant factors. The holding tank shall be constructed to the satisfaction of the Administration and
shall have a means to indicate visually the amount of its contents.
Fig. 34 Sewage Treatment Plant
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5.3
STANDARD DISCHARGING CONNECTION
1. STANDARD DISCHARGE CONNECTION. To enable pipes of reception facilities to be connected

with the ship's discharge pipeline, both lines shall be fitted with a standard discharge connection in
accordance with the table below.
2. For ships having a moulded depth of 5 meters and less, the inner diameter of the discharge
connection may be 38 millimeters.
3. For ships in dedicated trades, i.e. passenger ferries, alternatively the ship's discharge pipeline may
be fitted with a discharge connection which can be accepted by the Administration, such as quick
connection couplings.
Fig. 35 Standard Discharge Connection
Description Dimension
Outside diameter 210mm
Inner diameter According to pipe outside diameter
Bolt circle diameter 170 mm
4 holes 18 mm in diameter equidistantly
placed
on a bolt circle of the above diameter,
Slots in flange
slotted to
the flange periphery. The slot width to be
18 mm
Flange thickness 16 mm
Bolts and nuts: 4, each of 16 mm in diameter and of
quantity and diameter suitable length
The flange is designed to accept pipes up to a maximum internal
diameter of 100 mm and shall be of steel or other equivalent material
having a flat face. This flange, together with a suitable gasket, shall be
suitable for a service pressure of 600kPa
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5.4
DISCHARGE OF SEWAGE
DISCHARGE OF SEWAGE INTO THE SEA
Subject to the provisions of regulation 3 of this Annex, the discharge of sewage into the sea is
prohibited, except when:
1. COMMINUTED AND DISINFECTED SEWAGE

The ship is discharging comminuted and disinfected sewage using a system approved by the
Administration at a distance of more than 3 nautical miles from the nearest land.
2. NOT COMMINUTED OR DISINFECTED SEWAGE

The sewage which is not comminuted or disinfected at a distance of more than 12 nautical
miles from the nearest land,
3. SEWAGE STORED IN HOLDING TANKS

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 rate of
discharge shall be approved by the Administration based upon standards developed by the
Organization.
4. TREATED SEWAGE
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, paragraph 1.1 of this
Annex, and
 the test results of the plant are laid down in the ship's International Sewage Pollution
Prevention Certificate; and
 additionally, the effluent shall not produce visible floating solids nor cause discoloration of the
surrounding water.
5. MIXED SEWAGE
When the sewage is mixed with wastes or waste water covered by other Annexes of MARPOL
73/78, the requirements of those Annexes shall be complied with in addition to the requirements of
this Annex.
The provisions of paragraph 1 shall not apply to ships operating in the waters under the jurisdiction of
a State and visiting ships from other States while they are in these waters and are discharging sewage in
accordance with such less stringent requirements as may be imposed by such State.
RECEPTION FACILITIES
1. The Government of each Party to the Convention, which requires ships operating in waters under its
jurisdiction and visiting ships while in its waters to comply with the requirements of regulation 11.1,
undertakes to ensure the provision of facilities at ports and terminals of the reception of sewage,
without causing delay to ships, adequate to meet the needs of the ships using them.
2. The Government of each Party shall notify the Organization for transmission to the Contracting
Governments concerned of all cases where the facilities provided under this Regulation are alleged to
be inadequate.
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SPECIAL AREA; BALTIC SEA
MEPC 62 adopted resolution MEPC.200(62) amending MARPOL by designating the Baltic Sea as a
special area under Annex IV and prohibiting the discharge of sewage effluent from passenger ships
operating in special areas, unless a passenger ship has in operation an approved sewage treatment
plant implementing effluent standards and performance tests defined in the 2012 Guidelines on
implementation of effluent standards and performance tests for sewage treatment plants (the Guidelines).
REGULATION 3 – EXCEPTIONS
The Regulation of this Annex shall not apply to:
1. the discharge of sewage from a ship necessary for the purpose of securing the safety of a ship and
those on board or saving life at sea; or
2. the discharge of sewage resulting from damage to a ship or its equipment if all reasonable
precautions have been taken before and after the occurrence of the damage, for the purpose of
preventing or minimizing the discharge.
Chapter 6: ANNEX V
PREVENTION OF POLLUTION BY GARBAGE FROM SHIP
INTRODUCTION
The 1973 MARPOL Convention, Annex V sought to eliminate and reduce the amount of garbage
being dumped into the sea from ships.
Annex V the Prevention of pollution by garbage from ships, which entered into force: 31 December
1988, outlines the requirements for onboard waste management plans and specific procedures to be
used for collecting, processing, storing and discharging the vessel’s garbage properly.
Unless expressly provided otherwise, the provisions of this Annex shall apply to all ships.
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. 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.
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6. Food wastes means any spoiled or unspoiled food substances and includes fruits, vegetables, dairy
products, poultry, meat products and food scraps generated aboard ship.
7. Incinerator ashes means ash and clinkers resulting from shipboard incinerators used for the
incineration of garbage.
8. 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.
9. 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.
10. Nearest land. The term "from the nearest land" means from the baseline from which the territorial
sea of the territory in question is established in accordance with international law
11. Grey water means drainage from dishwater, shower, laundry, bath and washbasin drains. It does not
include drainage from toilets, urinals, hospitals, and animal spaces, as defined in regulation 1.3 of
MARPOL Annex IV (sewage), and it does not include drainage from cargo spaces. Grey water is not
considered garbage in the context of Annex V.
6.1
OVERVIEW:
GARBAGE DEFINITION
Garbage means all kinds of food wastes, domestic wastes and operational wastes, all plastics, cargo
residues, incinerator ashes, 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.
GARBAGE EFFECT TO THE MARINE ENVIRONMENT
Garbage from ships can be just as deadly to marine life as oil or chemicals. The greatest danger
comes from plastic, which can float for years. Fish and marine mammals can in some cases mistake
plastics for food and they can also become trapped in plastic ropes, nets, bags and other items - even
such innocuous items as the plastic rings used to hold cans of beer and drinks together.
It is clear that a good deal of the garbage washed up on beaches comes from people on shore -
holiday-makers who leave their rubbish on the beach, fishermen who simply throw unwanted refuse over
the side - or from towns and cities that dump rubbish into rivers or the sea. But in some areas most of the
rubbish found comes from passing ships which find it convenient to throw rubbish overboard rather than
dispose of it in ports.
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Fig. 36 Breakdown time for common garbage
6.2
SPECIAL REQUIREMENTS FOR DISPOSAL OF GARBAGE
Regulation 5
SPECIAL REQUIREMENTS FOR DISCHARGE OF GARBAGE FROM FIXED OR FLOATING
PLATFORMS
1. Subject to the provisions of paragraph 2 of this regulation, the discharge into the sea of any garbage
is prohibited from fixed or floating platforms and from all other ships when alongside or within 500 m
of such platforms.
2. Food wastes may be discharged into the sea from fixed or floating platforms located more than 12
nautical miles from the nearest land and from all other ships when alongside or within 500 m of such
platforms, but only when the wastes have been passed through a comminuter or grinder. Such
comminuted or ground food wastes shall be capable of passing through a screen with openings no
greater than 25 mm.
6.3
DISPOSAL OF GARBAGE
SPECIAL AREAS
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.
Annex V totally prohibits of the disposal of garbage aside from food waste anywhere into the sea, and
severely restricts discharges of other garbage from ships into coastal waters and "Special Areas". These
are areas which have particular problems because of heavy maritime traffic or low water exchange
caused by the land-locked nature of the sea concerned. The Annex also obliges Governments to ensure
the provision of facilities at ports and terminals for the reception of garbage.
A Special Area may encompass the maritime zones of several States, or even an entire enclosed or
semi-enclosed area. Special Area designation should be made on the basis of the criteria and
characteristics to avoid the proliferation of such areas.
The requirements of a Special Area designation can only become effective when adequate reception
facilities are provided for ships in accordance with the provisions of MARPOL 73/78.
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The special areas established under the Annex are:

 the Mediterranean Sea
 the Baltic Sea Area
 the Black Sea area
 the Red Sea Area
 the Gulfs area
 the North Sea
 the Wider Caribbean Region and
 Antarctic Area
Fig. 37 Special Areas

1. The Mediterranean Sea area means the Mediterranean Sea proper including the gulfs and seas therein
with the boundary between the Mediterranean and the Black Sea constituted by the 41º N parallel and
bounded to the west by the Straits of Gibraltar at the meridian 5°36΄ W.
2. The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia and the Gulf of Finland and
the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57º 44.8΄ N.
3. The Black Sea area means the Black Sea proper with the boundary between the Mediterranean and the
Black Sea constituted by the parallel 41º N.
4. The Red Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba bounded at the
south by the rhumb line between Ras si Ane (12º 28.5΄ N, 43º 19.6΄ E) and Husn Murad (12º 40.4΄ N,
43º 30.2΄ E).
5. The Gulfs area means the sea area located north-west of the rhumb line between Ras al Hadd (22º 30΄
N, 59º 48΄ E) and Ras al Fasteh (25º 04΄ N, 61º 25΄ E).
6. The North Sea area means the North Sea proper including seas therein with the boundary between:
a. .1 the North Sea southwards of latitude 62º N and eastwards of longitude 4º W;
b. the Skagerrak, the southern limit of which is determined east of the Skaw by latitude 57º 44.8΄ N;
and
c. the English Channel and its approaches eastwards of longitude 5º W and northwards of latitude 48º
30΄ N.
7. The Antarctic area means the sea area south of latitude 60º S.
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8. The Wider Caribbean Region means the Gulf of Mexico and Caribbean Sea proper including the bays
and seas therein and that portion of the Atlantic Ocean within the boundary constituted by the 30° N
parallel from Florida eastward to 77°30΄ W meridian, thence a rhumb line to the intersection of 20° N
parallel and 59° W meridian, thence a rhumb line to the intersection of 7°20' N parallel and 50° W
meridian, thence a rhumb line drawn southwesterly to the eastern boundary of French Guiana.
Regulation 4
DISCHARGE OF GARBAGE OUTSIDE SPECIAL AREAS
1. Subject to the provisions of regulations 5, 6, and 7 of this Annex, discharge of the following garbage
into the sea outside special areas shall only be permitted while the ship is en route and as far as
practicable from the nearest land, but in any case not less than:
a. 3 nautical miles from the nearest land for food wastes which have been passed through a
comminuter or grinder. Such comminuted or ground food wastes shall be capable of passing
through a screen with openings no greater than 25 mm.
b. 12 nautical miles from the nearest land for food wastes that have not been treated in
accordance with subparagraph .1 above.
c. 12 nautical miles from the nearest land for cargo residues that cannot be recovered using
commonly available methods for unloading. These cargo residues shall not contain any
substances classified as harmful to the marine environment, taking into account guidelines
developed by the Organization.
d. For animal carcasses, discharge shall occur as far from the nearest land as possible, taking
into account the guidelines developed by the Organization.
2. Cleaning agents or additives contained in cargo hold, deck and external surfaces wash water may be
discharged into the sea, but these substances must not be harmful to the marine environment, taking
into account guidelines developed by the Organization.
3. When garbage is mixed with or contaminated by other substances prohibited from discharge or
having different discharge requirements, the more stringent requirements shall apply.
Regulation 6
DISCHARGE OF GARBAGE WITHIN SPECIAL AREAS
1. Discharge of the following garbage into the sea within special areas shall only be permitted while the
ship is en route and as follows:
A. Discharge into the sea of food wastes as far as practicable from the nearest land, but not less
than 12 nautical miles from the nearest land or the nearest ice shelf. 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.
B. Discharge of cargo residues that cannot be recovered using commonly available methods for
unloading, where all the following conditions are satisfied:
a. 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;
b. 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 those ports;
c. No adequate reception facilities are available at those ports taking into account guidelines
developed by the Organization; and
d. Where the conditions of subparagraphs a, b and c above of this paragraph have been
fulfilled, discharge of cargo hold washing water containing residues shall be made as far as
practicable from the nearest land or the nearest ice shelf and not less than 12 nautical miles
from the nearest land or the nearest ice shelf.
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2. Cleaning agents or additives contained in deck and external surfaces wash water may be discharged
into the sea, but only if these substances are not harmful to the marine environment, taking into
account guidelines developed by the Organization.
3. The following rules (in addition to the rules in paragraph 1 of this regulation) apply with respect to the
Antarctic area:
1. Each Party at whose ports ships depart en route to or arrive from the Antarctic area undertakes to
ensure that as soon as practicable adequate facilities are provided for the reception of all garbage
from all ships, without causing undue delay, and according to the needs of the ships using them.
2. Each Party shall ensure that all ships entitled to fly its flag, before entering the Antarctic area,
have sufficient capacity on board for the retention of all garbage, while operating in the area and
have concluded arrangements to discharge such garbage at a reception facility after leaving the
area.
4. When garbage is mixed with or contaminated by other substances prohibited from discharge or
having different discharge requirements, the more stringent requirements shall apply.
Fig. 38 Summary of garbage disposal

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6.4
SHIPBOARD EQUIPMENT FOR PROCESSING GARBAGE
COMMINUTERS OR GRINDERS
A wide variety of food waste grinders is available on the market and most
modern ships' galleys have the equipment needed to produce a slurry of food
particles and water that washes easily through the required 25 mm screen. Output
ranges from 10 to 250 litres per minute. The discharge from shipboard
comminuters should be directed into an appropriately constructed holding tank
when the vessel is operating within an area where discharge is prohibited.
COMPACTOR
Compaction can reduce the volume of garbage to a compaction ratio, which

may be as high 12:1. Most garbage can be compacted. The exceptions include
a ground plastics, fiber and paperboard, bulky cargo containers and thick metal
items. Pressurized containers should not be compacted since they present an
explosive hazard.
INCINERATORS
All incinerators should be approved type according to “Standard Specification for Shipboard
Incinerators” developed by IMO. Use of incinerators for disposal of solid garbage is an option to delivery
to port reception facility or restricted disposal into the sea. Most garbage is amenable to incineration with
the expectation of metal and glass. Incinerators are offered in a wide variety of models to meet every
combination or requirements, depending on what type of materials are to be burned and how much.
 USE OF INCINERATOR
Modern incinerators, with their two-chambers design, produce no particulate emissions in the exhaust
gases because of complete combustion during retention in the second chamber. Control of air pollution is
normally required in many ports in the world. Prior to using an incinerator while port, permission may be
required form the port authority concerned.
The incineration of predominantly plastic wastes as might be considered under some circumstances
in complying with Annex V, requires more air and much higher
temperatures for complete destruction. If plastics are to be burnt in a
safe manner, the incinerator should be suitable for the purpose;
otherwise the following problems can result:
a. Depending on the type of plastic and conditions of combustion,

some toxic gases can be generated in the exhaust stream,
including vaporised hydrochloric (HCI) and hydrocyanic (HCN)
acids. These and other intermediary products of plastic
combustion can be extremely dangerous.
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b. The ash from the combustion of some plastic products may contain heavy metal or other
residues, which can be toxic and should therefore not be discharge into the sea. Such ashes
should be retained on-board, where possible, and discharged at a port reception facility.
c. The temperatures generated during incineration of primarily plastic wastes are high enough to
possibly damage garbage incinerators.
d. Plastic incineration requires 3 to 10 times more combustion air than average municipal refuse. If
the proper level of oxygen is not supplied, high levels of soot will be formed in the exhaust stream.
Ash and clinkers from incinerators are operational wastes and can be disposed into sea outside
special areas 12 miles from nearest land. Ship classification and operation of incinerators, and
therefore the approval of the classification is required for every incinerator installed on board.
Regulation 8
REQUIREMENTS FOR USING GARBAGE DISPOSAL FACILITIES IN PORT
The methodology for determining the adequacy of a reception facility should be based on the number
and types of ships that will call at the port, the waste management requirements of each type of ship as
well as the size and location of a port. Emphasis should also be placed on calculating the quantities of
garbage, including recyclable material from ships which are not discharged into the sea in accordance
with the provisions of Annex V.
It should be noted that, due to differences in port reception procedures and additional treatment
among ports, port reception facilities may require the separation on board of:
1. food wastes (e.g. animal derived products and by-products because of risk of animal diseases);
2. cooking oil (animal derived products and by-products because of risk of animal diseases);
3. plastics;
4. domestic waste, operational waste and recyclable or reusable material;
5. special items like medical waste, outdated pyrotechnics and fumigation remnants;
6. animal wastes, including used bedding from the transport of live animals (due to risk of disease)
but excluding drainage from spaces containing living animals; and
7. cargo residues.
6.5
PROCEDURES FOR HANDLING SHIP-GENERATED GARBAGE
Compliance with Annex V involves personnel, equipment and procedures for collecting, sorting,
processing, storing, recycling, reusing and discharging garbage. Economic and procedural
considerations associated with these activities include storage space requirements, sanitation, equipment
and personnel costs and in port garbage service charges.
All shipowners and operators should minimize taking onboard material that could become garbage.
Ship-specific garbage minimization procedures should be included in the Garbage Management Plan. It
is recommended that manufacturers, cargo owners, ports and terminals, shipowners and operators and
governments consider the management of garbage associated with ships' supplies, provisions, and
cargoes as needed to minimize the generation of garbage in all forms.
Careful planning and proper execution by crew members is required for obtaining the goals of these
Plan The most appropriate procedures for handling and storing garbage on ship will vary depending on
factors such as type and size the area of operation, shipboard garbage equipment and storage, under
hygienic conditions, space, crew size, duration of voyage, and regulations and facilities at ports of call.
a. The Chief Officer is appointed as “Environmental Control Officer” (E.C.O) and is responsible
for the in compliance with regulations handling of all on board generated garbage. He shall
supervise that all departments are following strictly established procedures.
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b. Individual crewmembers, including heads of departments, responsibilities should be indentified

and clarified. Lists with the names of crewmembers and their relative duties should be prepared
and posted.
c. The warning placards posted on board provide that “All crew members shall not dispose any kind
of garbage into the sea unless specific instructions allowing such disposal received from the
Master”.
d. The ECO should be the authorized representative of the Master and shall act in this capacity and
ensure that requirements of these guidelines are fully implemented.
SPECIFIC STEPS IN HANDLING GARBAGE
Compliance with regulations and the principle of environment protection require that the garbage
generated on board should be managed in specific steps and in a given sequence as described below:
1. Collection and sorting of garbage by types.

2. Processing.
3. Storing.
4. Discharge at Port Reception Facilities or disposal at sea according to regulations of Annex V.
Correct planning of the above procedures for handling and storing shipboard garbage, will result in
reduction of storage space requirements and proper and easy transfer to Port Reception Facilities.
1. COLLECTING AND SORTING
Procedures for collecting garbage generated on board should be based on the consideration of what
is permitted and what is not permitted to be discharged into the sea while en route, and whether a
particular garbage type can be discharged to port facilities for recycling or reuse. The details of these
procedures should be written in the garbage management plan.
To reduce or avoid the need for sorting after collection and to facilitate recycling, it is recommended
that distinctively marked garbage receptacles be provided on board the ship to receive garbage as it
is generated. Receptacles on board can be in the form of drums, metal bins, cans, container bags, or
wheelie bins. Any receptacles on deck areas, poop decks or areas exposed to the weather should be
secured on the ship and have lids that are tight and securely fixed. All garbage receptacles should be
secured to prevent loss, spillage, or loss of any garbage that is deposited in the receptacles. Receptacles
should be clearly marked and distinguishable by graphics shape, size, or location. Receptacles should be
placed in appropriate spaces throughout the ship (e.g. the engine-room, mess deck, wardroom, galley,
and other living or working spaces) and all crew members and passengers should be advised of what
garbage should and should not be placed in them.
The recommended garbage types that should be separated are:
 non-recyclable plastics and plastics mixed with non-plastic garbage;
 rags;
 recyclable material:
 cooking oil;
 glass;
 aluminium cans;
 paper, cardboard, corrugated board;
 wood;
 metal;
 plastics; (including styrofoam or other similar plastic material);
 garbage that might present a hazard to the ship or crew (e.g. oily rags, light bulbs, acids,
chemical, batteries, etc.).
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Crew responsibilities should be assigned for collecting or emptying these receptacles and taking the
garbage to the appropriate processing or storage location. Use of such a system facilitates subsequent
shipboard processing and minimizes the amount of garbage which must be stored on board ship for
return to port.
Fig. 39 Collecting & Sorting
2. PROCESSING
Vessels equipped with incinerators, compactors, comminuters or other devices for shipboard garbage
processing must assign appropriate crew members responsible for operating this equipment on a
schedule commensurate with ship needs. In selecting appropriate processing procedures, the following
should be considered:
Use of compactors, incinerators, comminuters, and other such devices have a number of advantages
such as making it possible to discharge certain garbage at sea which otherwise might not be permitted,
reducing shipboard space requirements for storing garbage, making it easer to off-load garbage in port,
and enhancing assimilation of garbage discharge in to the marine environment.
a. It should be noted that special rules on incretion may be established by authorizes in some ports
and may exist in some special areas. Incineration of the following items requires special
precaution due to the potential environmental and health effects from combustion by-products;
hazardous materials (e.g. scraped paint, impregnated wood) and certain types of plastics (e.g.
PVC-based plastics).
b. Ships operation primarily in “special areas” or within 3 nautical miles from the nearest land should
choose between storage of either compacted or incompact material for offloading at port
reception facilities or incineration with retention of ash and clinkers. This is the most restrictive
situation in that no discharge is permitted.
c. Compactors make garbage easier to store, to transfer to port reception facilities, and to also may
aid in sinking, which would reduce aesthetic impacts in coastal waters and along beaches, and
perhaps reduce the likely hood of marine life ingesting or otherwise interacting with discharged
materials.
d. Ships operating primarily beyond three nautical miles from the nearest land are encouraged to
use certified comminuters if available to grind food wastes. Although larger food scraps may be
discharged beyond twelve nautical miles, it is recommended that comminuters be used even
outside this limit because they hasten assimilation into the marine environment. Because food
wastes comminuted with plastics cannot be discharged at sea, all plastic materials must be
removed before food wastes are ground up.
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Fig. 40 Compaction options for shipboard-generated garbage
3. STORAGE
Garbage collected from living and working areas throughout the ship should be delivered to
designated processing or storage locations. Garbage that must be disposed to port reception facilities
may require long-term storage depending on the length of the voyage. Garbage which may be discarded
overboard may require short-term or no storage. In all cases garbage should be stored in proper
containers and in a manner, which avoids health and safety hazards.
The following points should be considered when selecting procedures for storing garbage:
a. Separate cans, drums, boxes, bags or other suitable containers should be used for short-term
and trip-long storage.
b. Sufficient storage space should be designed and sufficient proper storage Equipment should be
provided, care of the Master on board.
c. Food wastes and associated garbage which are to be disposed to port reception facilities and
which may carry diseases or pest should be stored in tightly covered containers and be kept
separate from other garbage. The containers should be clearly marked to avoid incorrect disposal
and treatment at the port reception facility.
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d. Disinfection and both preventive and remedial pets control methods should be applied regularly in
garbage storage areas
DISPOSAL
Although disposal is possible under Annex V discharge of garbage to port reception facility should be
given first priority. However, disposal of ship-generated garbage must be done always in compliance with
regulations as previously covered. When disposing garbage, the following points should be considered:
a. Food waste, which may be disposed at sea, can simply be discharged overboard. When garbage
is to be discharged overboard the Master should review the passage and arrange such discharge
to take place when the vessel is at maximum distance from the nearest land.
b. To ensure timely transfer of ship-generated garbage to port reception facility it is essential for
ships or their agents to make arrangement well in advance for garbage reception. At the same
time, disposal needs should be identified in order to make arrangements for garbage requiring
special handling or other necessary arrangements. Special disposal needs might include off-
loading food wastes and associated garbage, which may carry certain disease or pest organisms.
Fig. 41 Incineration options for shipboard-generated garbage
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6.6
PLACARDS, GARBAGE MANAGEMENT PLANS AND GARBAGE RECORD KEEPING
Regulation 10
PLACARDS, GARBAGE MANAGEMENT PLANS AND GARBAGE RECORD-KEEPING
 PLACARDS
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.
Limitations on the discharge of garbage from ships as specified in Annex V are summarized on the
placards posted on board.
Fig. 42 Placard sample
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Fig. 42 Placard sample
 GARBAGE MANAGEMENT PLANS
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.
MARPOL Annex V outlines the requirements for onboard waste management plans and specific
procedures to be used for collecting, processing, storing and discharging the vessel’s garbage properly.
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 GARBAGE RECORD KEEPING
1. Every ship of 400 gross tonnage and above and every ship which is certified to carry 15 persons or
more engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the
Convention and every fixed and floating platform engaged in exploration and exploitation of the sea-
bed 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;
a. Each discharge into the sea or to a reception facility, or a completed incineration, shall be
promptly recorded in the Garbage Record Book and signed for on the date of the discharge or
incineration by the officer in charge. Each completed page of the Garbage Record Book shall be
signed by the master of the ship. The entries in the Garbage Record Book shall be at least in
English, French or Spanish. Where the entries are also made in an official language of the State
whose flag the ship is entitled to fly, the entries in that language shall prevail in case of a dispute
or discrepancy;
b. The entry for each discharge or incineration shall include date and time, position of the ship,
category of the garbage and the estimated amount discharged or incinerated;
c. The Garbage Record Book shall be kept on board the ship or the fixed or floating platform, and in
such a place as to be readily available for inspection at all reasonable times. This document shall
be preserved for a period of at least two years from the date of the last entry made in it;
d. In the event of any discharge or accidental loss referred to in regulation 7 of this Annex an entry
shall be made in the Garbage Record Book, or in the case of any ship of less than 400 gross
tonnage, an entry shall be made in the ship's official log-book, of the location, circumstances of,
and the reasons for the discharge or loss, details of the items discharged or lost, and the
reasonable precautions taken to prevent or minimize such discharge or accidental loss.
2. The Administration may waive the requirements for Garbage Record Books for:
a. Any ship engaged on voyages of one (1) hour or less in duration which is certified to carry 15 or
more persons; or
b. Fixed or floating platforms.
3. The competent authority of the Government of a Party to the Convention may inspect the Garbage
Record Books or ship's official log–book on board any ship to which this regulation applies while the
ship is in its ports or offshore terminals and may make a copy of any entry in those books, and may
require the master of the ship to certify that the copy is a true copy of such an entry. Any copy so
made, which has been certified by the master of the ship as a true copy of an entry in the ship's
Garbage Record Book or ship's official log-book, shall be admissible in any judicial proceedings as
evidence of the facts stated in the entry. The inspection of a Garbage Record Book or ship's official
log-book and the taking of a certified copy by the competent authority under this paragraph shall be
performed as expeditiously as possible without causing the ship to be unduly delayed.
4. The accidental loss or discharge of fishing gear as provided for in regulations which poses a
significant threat to the marine environment or navigation shall be reported to the State whose flag
the ship is entitled to fly, and, where the loss or discharge occurs within waters subject to the
jurisdiction of a coastal State, also to that coastal State.
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6.7
GARBAGE RECORD BOOK
COMPLETE THE ENTRIES IN THE GARBAGE RECORD BOOK
ENTRIES IN THE GARBAGE RECORD BOOK
Entries in the Garbage Record Book shall be made on each of the following occasions:
1. When garbage is discharged to a reception facility5 ashore or to other ships.
2. When garbage is incinerated.
3. When garbage is discharged into the sea in accordance with regulations 4, 5 or 6 of MARPOL
Annex V.
4. Accidental or other exceptional discharges or loss of garbage into the sea, including in
accordance with regulation 7 of MARPOL Annex V
DESCRIPTION OF THE GARBAGE
Garbage is to be grouped into categories for the purposes of the Garbage Record Book (or ship's
official log-book) as follows:
A. Plastics
B. Food wastes
C. Domestic Wastes
D. Cooking Oil
E. Incinerator ashes
F. Operational wastes
G. Cargo residues
H. Animal Carcass(es)
I. Fishing Gear
AMOUNT OF GARBAGE
The amount of garbage on board should be estimated in cubic metres, if possible separately
according to category. The Garbage Record Book contains many references to estimated amount of
garbage. It is recognized that the accuracy of estimating amounts of garbage is left to interpretation.
Volume estimates will differ before and after processing. Some processing procedures may not allow for
a usable estimate of volume, e.g., the continuous processing of food waste. Such factors should be taken
into consideration when making and interpreting entries made in a record.
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RECORD OF GARBAGE DISCHARGES
Ship's name: _________________________

Distinctive No., or letters: ________________
IMO No.: _____________________________
Garbage categories:
A. Plastics
B. Food wastes
C. Domestic wastes (e.g., paper products, rags, glass,
metal, bottles, crockery, etc.)
D. Cooking oil
E. Incinerator Ashes
F. Operational wastes
G. Cargo residues
H. Animal Carcass(es)
I. Fishing gear
Fig. 43 Garbage Record Book
PROCEDURE OF GARBAGE DISPOSAL VIA PORT RECEPTION FACILITIES (PRFs)
The following summarizes the basic obligations under MARPOL and includes other considerations
that ship and port operators should take into account. For specific legal requirements, users of this guide
should refer directly to the MARPOL Protocols and Annexes or the implementing regulations of individual
States party to the Convention.
In addition to the basic rules in the MARPOL Annexes, ships’ operators should be aware that
individual port States have implemented national and regional requirements which may mandate that
ships discharge certain types of MARPOL residues/wastes to port reception facilities. Individual port
States may also specify the means of disposal to meet quarantine and other regulatory requirements.
Operators should therefore ensure they have a complete and up-to-date overview of national and
regional requirements relating to PRFs. Such information may be gained directly from the port State
authorities, or via agents in the port, or trade associations representing the shipping and/or port
industries.
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Fig. 44 Port Reception Facilities (PRF)
Regulation 7
EXCEPTION
Regulations 3, 4, 5 and 6 of this Annex shall not apply to:

1. The discharge of garbage from a ship necessary for the purpose of securing the safety of a ship
and those on board or saving life at sea; or
2. The accidental loss of garbage resulting from damage to a ship or its equipment, provided that all
reasonable precautions have been taken before and after the occurrence of the damage, to
prevent or minimize the accidental loss; or
3. The accidental loss of fishing gear from a ship provided that all reasonable precautions have been
taken to prevent such loss; or
4. The discharge of fishing gear from a ship for the protection of the marine environment or for the
safety of that ship or its crew.
Exception of en route:
1. The en route requirements of regulations 4 and 6 shall not apply to the discharge of food wastes
where it is clear the retention on board of these food wastes presents an imminent health risk to
the people on board.
6.8
PENALTIES AND APPREHENSIONS
Under the revised MARPOL Annex V, discharge of all garbage is now prohibited, except as
specifically permitted in regulations 3, 4, 5 and 6 of MARPOL Annex V. MARPOL Annex V reverses the
historical presumption that garbage may be discharged into the sea based on the nature of the garbage
and defined distances from shore. Regulation 7 provides limited exceptions to these regulations in
emergency and non-routine situations. Generally, discharge is restricted to food wastes, identified cargo
residues, animal carcasses, and identified cleaning agents and additives and cargo residues entrained in
washwater which are not harmful to the marine environment. It is recommended that ships use port
reception facilities as the primary means of discharge for all garbage.
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Recognizing that the Annex V regulations continue to restrict the discharge of garbage into the sea,
require garbage management for ships, and that garbage management technology continues to evolve, it
is recommended that governments and the Organization continue to gather information and review these
guidelines periodically.
The first step in compliance is knowing the applicable regulations. Without proper training crew is
liable to violate the rules leading to penalties and heavy fines or even imprisonment.
6.9
Regulation 9
PORT STATE CONTROL ON OPERATIONAL REQUIREMENTS
1. A ship when in a port or an offshore terminal of another Party is subject to inspection by officers duly
authorized by such Party concerning operational requirements under this Annex, where there are
clear grounds for believing that the master or crew are not familiar with essential shipboard
procedures relating to the prevention of pollution by garbage.
2. In the circumstances given in paragraph 1 of this regulation, the Party shall take such steps as will
ensure that the ship shall not sail until the situation has been brought to order in accordance with the
3. Procedures relating to the port State control prescribed in article 5 of the present Convention shall
apply to this regulation.
4. Nothing in this regulation shall be construed to limit the rights and obligations of a Party carrying out
control over operational requirements specifically provided for in the present Convention.
Chapter 7: ANNEX VI
PREVENTION OF AIR POLLUTION FROM SHIPS
7.1
INTRODUCTION
EFFECTS OF AIR POLLUTION
Air pollution is the introduction of chemicals, particulate matter, or biological materials that:
 cause harm or discomfort to humans or
other living organisms, or
 cause damage to the natural environment
or built environment, into the atmosphere.
The atmosphere is a complex dynamic natural
gaseous system that is essential to support life on
planet Earth. Stratospheric ozone depletion due to air
pollution has long been recognized as a threat to
human health as well as to the Earth's ecosystems.
The fact is that human activities contribute the
most to air pollution. Considering the harmful effects
of air pollution, now it is very essential that everyone
should contribute a bit to prevent air pollution. Fig. 45 Air Pollution
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1. ACID RAIN
Acid Rain is mostly caused by emissions of compounds of sulfur, nitrogen, and carbon which react with
the water molecules in the atmosphere to produce acids. It can also be caused naturally by the splitting of
nitrogen compounds by the energy produced by lightning strikes. Oxides of sulphur and nitrogen emitted
from the burning of fossil fuels form sulphuric and nitric acid. The pH level of these acids is around 4.0.
The primary sources of these gases are power stations, industrial boilers and vehicles. Oxides of nitrogen
are released mainly from vehicles without catalytic converters. This gas dissolves with water to form
carbonic acid. It has a pH of 5.6 (pure water has a pH of 7.0).
These gases start causing pollution as soon as they are formed. Sulphur dioxide damages the leaves
and prevents chlorophyll formation. It forms as acid vapor in the lungs and aggravates diseases such as
bronchitis. It causes stones on building to crumble and metal work to be dissolved.
2. SMOG
Smog is a word which is a portmanteau of smoke and fog. Classic smog results from large amounts of
coal burning in an area caused by a mixture of smoke and sulfur dioxide.
 Smog is harmful for senior citizens, children, and people with heart and lung conditions such as
emphysema, bronchitis, and asthma.
 It can inflame breathing passages, decrease the lungs' working capacity, and cause shortness of
breath, pain when inhaling deeply, wheezing, and coughing.
 It can cause eye and nose irritation and it dries out the protective membranes of the nose and
throat and interferes with the body's ability to fight infection, increasing susceptibility to illness.
3. OZONE DEPLETION.
Ozone Depletion is a slow, steady decline of about 4% per decade in the total volume of ozone in
Earth's stratosphere (ozone layer) since the late 1970’s. CFCs and other contributory substances are
commonly referred to as ozone-depleting substances (ODS). Ozone-Depleting Substances (ODS) have
the following effects:
a. Increase UV
 Ozone, while a minority constituent in the Earth's atmosphere, is responsible for most of the
absorption of UVB radiation.
 a decrease in atmospheric ozone is expected to give rise to significantly increased levels of UVB
near the surface.
b. Biological effects
 The main public concern regarding the ozone hole has been the effects of increased surface UV
and microwave radiation on human health.
c. Effects on Humans
 UV (the higher energy UV radiation absorbed by ozone) is generally accepted to be a
contributory factor to skin cancer.
 Increased surface UV leads to increased troposphere ozone, which is a health risk to humans.
d. Effects on Crops
 An increase of UV radiation would be expected to affect crops. A number of economically
important species of plants, such as rice, depend on cyanobacteria residing on their roots for the
retention of nitrogen.
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4. GLOBAL WARMING
Global warming is the increase in the average temperature of Earth's near-surface air and oceans
since the mid-20th century and its projected continuation. Global surface temperature increased 0.74 ±
0.18 °C (1.33 ± 0.32 °F) between the start and the end of the 20th century. Physical Impacts of Global
Warming:
a. Weather
 Increasing temperature is likely to lead to increasing precipitation but the effects on storms are
less clear.
 Increased areas will be affected by drought
 There will be increased incidences of extreme high sea level (excluding tsunamis)
b. Glacier Retreat and Disappearance

In historic times, glaciers grew during a cool period from about 1550 to 1850 known as the Little
Ice Age. Subsequently, until about 1940, glaciers around the world retreated as the climate warmed.
c. Oceans
The oceans serve as a sink for carbon dioxide, taking up much that would otherwise remain in
the atmosphere, but increased levels of CO2 have led to ocean acidification; as the temperature of
the oceans increases, they become less able to absorb excess CO2. Global warming has a number of
effects on the oceans that includes rising sea levels due to thermal expansion and melting of glaciers
and ice sheets.
5. GREEN HOUSE EFFECT
The greenhouse effect is the heating of the surface of a planet or moon due to the presence of an
atmosphere containing gases that absorb and emit infrared radiation. Greenhouse gases are gases in
an atmosphere that absorb and emit radiation within the thermal infrared range. Earth's most abundant
greenhouse gases:
 water vapor
 carbon dioxide
 Methane
 nitrous oxide
 Ozone
 CFCs
Fig. 46 Greenhouse Effect
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WAYS TO PREVENT AIR POLLUTION
Following are the general tips for preventing air pollution:
1. Car Pool: Forming and implementing a car pool will reduce the number of cars, thereby, preventing air
pollution by cutting down the use of fossil fuels. This way, it will help in the sustainable use of fossil fuel
and its conservation for the future generations.
2. Vehicle Care: Timely servicing of the car helps to keep it in a good condition and also minimizes fuel
exhaust. Driving the car at an average speed and turning off in traffic is a key to save fuel. Make sure to
use unleaded petrol and opt for regular pollution checking of your car.
3. Public Transport: Whenever possible, try to travel by public transports. This helps in two ways;
prevents air pollution and increases public income. If you are going to a nearby place, go by walking or
use bicycle, instead of using your vehicle. The objective is to minimize the use of fuels, as far as
possible.
4. Alternative Energy Source: Another effective way to prevent air pollution is to use alternative energy
sources such as solar energy, hydroelectric energy and wind energy. Nowadays, sophisticated
technologies such as wind turbine, solar water heaters are introduced to generate electricity and other
energy forms for the household use.
Fig. 47 Alternative Energy
7.2
AIR POLLUTANTS FROM COMBUSTION
1. SULFUR OXIDES (SOx)
Sulfur Oxides (SOx) – especially sulphur dioxide, a chemical compound with the formula SO 2. SO2 is
produced by volcanoes and in various industrial processes. Since coal and petroleum often contain sulphur
compounds, their combustion generates sulfur dioxide. Further oxidation of SO 2, usually in the presence of
a catalyst such as NO2, forms H2SO4, and thus acid rain. This is one of the causes for concern over the
environmental impact of the use of these fuels as power sources.
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2. NITROGEN OXIDES (NOx)
Nitrogen oxides (NOx) - especially nitrogen dioxide are emitted from high temperature combustion. Can
be seen as the brown haze dome above or plume downwind of cities. Nitrogen dioxide is the chemical
compound with the formula NO2. It is one of the several nitrogen oxides. This reddish-brown toxic gas has
a characteristic sharp, biting odor. NO2 is one of the most prominent air pollutants.
3. CARBON MONOXIDE (CO)
Carbon monoxide - is a colourless, odorless, non-irritating but very poisonous gas. It is a product by
incomplete combustion of fuel such as natural gas, coal or wood. Vehicular exhaust is a major source of
carbon monoxide.
4. CARBON DIOXIDE (CO2)
Carbon dioxide (CO2)- a colourless, odorless, non-toxic greenhouse gas associated with ocean
acidification, emitted from sources such as combustion, cement production, and respiration
5. PARTICULATE MATTER (PM)
Particulates, alternatively referred to as particulate matter (PM) or fine particles, are tiny particles of
solid or liquid suspended in a gas. In contrast, aerosol refers to particles and the gas together. Sources
of particulate matter can be manmade or natural. Some particulates occur naturally, originating from
volcanoes, dust storms, forest and grassland fires, living vegetation, and sea spray. Human activities, such
as the burning of fossil fuels in vehicles, power plants and various industrial processes also generate
significant amounts of aerosols. Averaged over the globe, anthropogenic aerosols—those made by human
activities—currently account for about 10 percent of the total amount of aerosols in our atmosphere.
Increased levels of fine particles in the air are linked to health hazards such as heart disease, altered lung
function and lung cancer.
Fig. 48 Air pollutants from combustion
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7.3
AIR POLLUTANTS FROM OTHER SOURCES
1. VOLATILE ORGANIC COMPOUNDS (VOCs)

Volatile organic compounds (VOCs) - are an important outdoor air pollutant. In this field they are
often divided into the separate categories of methane (CH4) and non-methane (NMVOCs). Methane is
an extremely efficient greenhouse gas which contributes to enhanced global warming. Other
hydrocarbon VOCs are also significant greenhouse gases via their role in creating ozone and in
prolonging the life of methane in the atmosphere, although the effect varies depending on local air
quality. Within the NMVOCs, the aromatic compounds benzene, toluene and xylene are suspected
carcinogens and may lead to leukemia through prolonged exposure. 1,3-butadiene is another dangerous
compound which is often associated with industrial uses.
2. PERSISTENT FREE RADICALS

Persistent free radicals connected to airborne fine particles. They also occur in body chemistry, in
processes such as the destruction of invading organisms by white blood cells. Free radicals might play a
role in various maladies, such as arthritis, cardiopulmonary disease, heart disease, and Alzheimer's
disease. When natural enzyme controls fail, free radicals in the body attack lipids, proteins, and nucleic
acids.
3. TOXIC METALS
Toxic metal such as lead, cadmium and copper even these substances may be present in very low
concentrations in water but accumulate to higher concentrations within algae and build up to even higher
levels in fish. Birds or people that feed on these fish are then exposed to very high levels of hazardous
substances.
4. CHLOROFLUOROCARBONS (CFCs).
Chlorofluorocarbons harmful to the ozone layer emitted from products currently banned from use.
Manufacturers used CFCs as refrigerants in refrigerators, freezers, air conditioners, and heat pumps,
and as propellants in aerosols and medical inhalers. CFCs also served as insulating foams in packaging
materials, furniture, bedding, and car seats. Cleaning agents for electronic circuit boards, metal parts,
and dry cleaning processes also used CFCs.
5. AMMONIA (NH3)
Ammonia (NH3) - emitted from agricultural processes. Ammonia is a compound with the formula
NH3. It is normally encountered as a gas with a characteristic pungent odor. Ammonia contributes
significantly to the nutritional needs of terrestrial organisms by serving as a precursor to foodstuffs and
fertilizers. Ammonia, either directly or indirectly, is also a building block for the synthesis of many
pharmaceuticals. Although in wide use, ammonia is both caustic and hazardous.
6. ODORS -
Odors such as from garbage, sewage, and industrial processes
7. RADIOACTIVE POLLUTANTS
Radioactive pollutants are directly linked to Nuclear energy that works by inducing energy to come
out of split atoms. It’s most popular use in the past has been in wars where it destroyed entire cities in
one go; however, today it is widely used as an energy source to fuel electricity. Radioactive pollutants-
produced by nuclear explosions, war explosives, and natural processes
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7.4
MARPOL ANNEX VI DEVELOPMENTS
MARPOL Annex VI was ratified in 2004, and entered into force on 19 May 2005. As expressed in
MARPOL Annex VI, the International Maritime Organization (IMO) develops and promulgates international
regulation on air emissions from ship.
Existing and proposed regulatory measures to reduce air emissions from shipping activities tend to
focus on the use of heavy fuel oil for ships (‘bunkers’), which have formed the basis of marine fuel supplies
for many decades. The sustained reduction in emissions from land based sources has focused attention on
the relative contribution from shipping when near coastal areas and in ports.
7.5
SURVEY, CERTIFICATION AND MEANS OF CONTROL
Regulation 1
APPLICATION
The provisions of this Annex shall apply to all ships, except

where expressly provided otherwise in other regulations this
Annex.
Fig. 49 Air emission from ships
Regulation 3
GENERAL EXCEPTIONS
Regulations of this Annex shall not apply to:

1. any emission necessary for the purpose of securing the safety of a ship or saving life at sea; or
2. any emission resulting from damage to a ship or its equipment:
 provided that all reasonable precautions have been taken after the occurrence of the damage or
discovery of the emission for the purpose of preventing or minimizing the emission; and
 except if the owner or the master acted either with intent to cause damage, or recklessly and with
knowledge that damage would probably result.
Regulation 4
EQUIVALENTS
The Administration may allow any fitting, material, appliance or apparatus to be fitted in a ship or other
procedures, alternative fuel oils, or compliance methods used as an alternative to that required by this
Annex if such fitting, material, appliance or apparatus is at least as effective as that required by this Annex
including any of the standards set forth in regulations 13 & 14 (NOx emission standards & fuel oil sulfur
content standards).
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Regulation 5
SURVEYS
Every ship of 400 gross tonnage and above and every fixed and floating drilling rig and other platforms
shall be subject to the surveys specified below to ensure that the equipment, systems, fittings,
arrangements and material fully comply with the applicable requirements of this Annex;
a. An initial survey before the ship is put into service or before the certificate required under regulation
6 of this Annex is issued for the first time.
b. An intermediate survey within three months before or after the second anniversary date or within
three months before or after the third anniversary date of the certificate which shall take the place of
one of the annual surveys of this regulation.
c. An annual survey within three months before or after each anniversary date of the certificate.
d. An additional survey either general or partial, according to the circumstances, shall be made after a
repair resulting from investigations, or whenever any important repairs or renewals are made.
Regulation 6
ISSUE OR ENDORSEMENT OF CERTIFICATE
INTERNATIONAL AIR POLLUTION PREVENTION (IAPP) CERTIFICATE
An International Air Pollution Prevention (IAPP) Certificate shall be issued, after an initial or renewal
survey in accordance with the provisions of regulation 5 of this Annex, to:
a. any ship of 400 gross tonnage and above engaged in voyages to ports or offshore terminals under
the jurisdiction of other Parties; and
b. platforms and drilling rigs engaged in voyages to waters under the sovereignty or jurisdiction of other
Parties to the Protocol of 1997.
Such certificate shall be issued or endorsed either by the Administration or by any person or
organization duly authorized by it. In every case, the Administration assumes full responsibility for the
certificate.
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INTERNATIONAL AIR POLLUTION PREVENTION CERTIFICATE
Issued under the provisions of the Protocol of 1997 as amended, to amend the International Convention for the Prevention
of Pollution from Ships, 1973, as modified by the Protocol of 1978 related thereto (hereinafter referred to as "the
Convention") under the authority of the Government of:................................................................
(full designation of the country)
by........................................................................................ (full designation of the competent person or organization
authorized under the provisions of the Convention)
Particulars of ship*
Name of ship……………………………………………………………
Distinctive number or letters………………..……………………..
Port of registry…………………………………………………………
Gross tonnage………………………………………………………….
IMO Number+
Type of ship:
tanker
ship other than a tanker
THIS IS TO CERTIFY:
1. That the ship has been surveyed in accordance with regulation 5 of Annex VI of the Convention; and
2. That the survey shows that the equipment, systems, fittings, arrangements and materials fully comply with the
applicable requirements of Annex VI of the Convention Completion date of survey on which this Certificate is
based:........…………………............................................................
This Certificate is valid until……………..................................................

(dd/mm/yyyy)
* subject to surveys in accordance with regulation 5 of Annex VI of the Convention.
Issued at................................................................................................
(Place of issue of certificate)
(Date of issue)) :................................................ ………...............................................

(dd/mm/yyyy) (signature of authorized official issuing
the certificate)
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Endorsement for annual and intermediate surveys
THIS IS TO CERTIFY that at a survey required by regulation 5 of Annex VI of the Convention the ship was found to comply with the
relevant provisions of the Convention:
Annual survey: Signed...................................................
(Signature of authorized official)
Place...........................................................
Date(dd/mm/yyyy):....................................
Annual/Intermediate* survey: Signed..........................................

Place............................................
Date (dd/mm/yyyy):....................
Annual/Intermediate* survey: Signed..........................................

Place...........................................
Date (dd/mm/yyyy):....................

Annual survey: Signed........................................
Place...........................................
Date(dd/mm/yyyy):....................
* Delete as appropriate.
Annual/intermediate survey in accordance with regulation 9(8)(c)
THIS IS TO CERTIFY that, at an annual/intermediate* survey in accordance with regulation 9(8)(c) of Annex VI of the Convention, the ship
was found to comply with the relevant provisions of the Convention:
Signed: ..................................................................
Place: ....................................................................
Date (dd/mm/yyyy):…….……...………….................
(Seal or .stamp of the authority, as appropriate)
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Endorsement to extend the certificate if valid for less than 5 years where regulation 9(3) applies
The ship complies with the relevant provisions of the Convention, and this certificate shall, in accordance with regulation 9(3) of Annex VI
of the Convention, be accepted as valid until (dd/mm/yyyy):………..... Signed: ......................................
Place: ..............................................
Date (dd/mm/yyyy):……..................

Endorsement where the renewal survey has been completed and regulation 9(4) applies
The ship complies with the relevant provisions of the Convention, and this certificate shall, in accordance with regulation 9(4) of Annex VI
of the Convention, be accepted as valid until (dd/mm/yyyy):………… Signed:............................................
Place: ..............................................
Date(dd/mm/yyyy):…...……………….
Endorsement to extend the validity of the certificate until reaching the port of survey or for a period of grace where regulation
9(5) or 9(6) applies
This certificate shall, in accordance with regulation 9(6) or 9(6)* of Annex VI of the Convention, be accepted as valid until
(dd/mm/yyyy):…………… Signed: .......................................
Place: .............................................
Date (dd/mm/yyyy):………….....…….
Endorsement for advancement of anniversary date where regulation 9(8) applies
In accordance with regulation 9(8) of Annex VI of the Convention, the new anniversary date is (dd/mm/yyyy):……………………
Signed: ......................................................
Place: ........................................................
Date dd/mm/yyyy):…............………………..
In accordance with regulation 9(8) of Annex VI of the Convention, the new anniversary date is (dd/mm/yyyy):……………………………
Signed: ......................................................
Place: .......................................................
Date (dd/mm/yyyy):……......….....………….
Fig. 50 Form of IAPP Certificate
REGULATIONS ON ENERGY EFFICIENCY FOR SHIPS
New regulations aimed at improving the energy efficiency of international shipping & to reduce emission
on Greenhouse Gases entered into force on 1 January 2013. A new chapter 4 Regulations 19 to 23 was
added on energy efficiency for ships to MARPOL Annex VI, for all ships 400 gross tonnage and above, to
make mandatory the:
1. Energy Efficiency Design Index (EEDI), for new ships, and

2. Ship Energy Efficiency Management Plan (SEEMP) for all ships.
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1. 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-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.
The CO2 reduction level (grams of CO2 per tonne mile) for the first phase is set to 10% and will be
tightened every five years to keep pace with technological developments of new efficiency and reduction
measures. Reduction rates have been established until the period 2025 and onwards when a 30% reduction
is mandated for applicable ship types calculated from a reference line representing the average efficiency
for ships built between 2000 and 2010. The EEDI is developed for the largest and most energy intensive
segments of the world merchant fleet and will embrace emissions from new ships covering the following
ship types: oil tankers, bulk carriers, gas carriers, general cargo ships, container ships, refrigerated cargo
carriers and combination carriers. In 2014, MEPC adopted amendments to the EEDI regulations to extend
the scope of EEDI to: LNG carriers, ro-ro cargo ships (vehicle carriers), ro-ro cargo ships; ro-ro passenger
ships and cruise passenger ships having non-conventional propulsion. These amendments mean that ship
types responsible for approximately 85% of the CO2 emissions from international shipping are incorporated
under the international regulatory regime.
2. SHIP ENERGY EFFICIENCY MANAGEMENT PLAN (SEEMP)
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. This plan may form part of
the ship’s Safety Management System (SMS).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.
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 SURVEY AND CERTIFICATION
INTERNATIONAL ENERGY EFFICIENCY CERTIFICATE (IEE)
After passing the survey conducted by the Administration as required by chapter 4 Regulations 19 to 23
an International Energy Efficiency Certificate (IEE) will be issued to the ship and shall be valid throughout
the life of the ship subject to the provision of this Annex such as: if the ship is withdrawn from service or
following a major conversion of the ship.
This certificate is also subject for the Port state Control on operational requirements.
Fig. 50a Energy Efficiency Design Index
Regulation 9
DURATION AND VALIDITY OF CERTIFICATE
An International Air Pollution Prevention (IAPP) Certificate shall be issued for a period specified by the
Administration, which shall not exceed five years.
If a ship, at the time when a certificate expires, is not in port in which it is to be surveyed, the
Administration may extend the period of validity of the certificate, but this extension shall be granted only for
the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed, and then
only in cases where it appears proper and reasonable to do so.
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Regulation 10
PORT STATE CONTROL ON OPERATIONAL REQUIREMENTS
A ship, when in a port or an offshore terminal under the jurisdiction of another Party to the Protocol of
1997, is subject to inspection by officers duly authorized by such Party concerning operational
requirements under this Annex,
Where there are clear grounds for believing that the master or crew are not familiar with
essential shipboard procedures relating to the prevention of air pollution from ships.
The Party shall take such steps as will ensure that the ship shall not sail until the situation has been
brought to order in accordance with the requirements of this Annex.
Regulation 11
DETECTION OF VIOLATIONS AND ENFORCEMENT
Parties to this Annex shall co-operate in the detection of violations and the enforcement of the provisions
of this Annex, using all appropriate and practicable measures of detection and environmental monitoring,
adequate procedures for reporting and accumulation of evidence.
7.6
REQUIREMENTS FOR CONTROL OF EMISSIONS FROM SHIPS
Annex VI has requirements to the following main issues:
1. Regulation 12 - Emissions from Ozone depleting substances from

refrigerating plants and firefighting equipment
2. Regulation 13 - Nitrogen Oxide ( NOx) emissions from diesel engines
3. Regulation 14 - Sulphur Oxide (SOx) emissions from ships
4. Regulation 15 - Volatile Organic compounds emissions from cargo oil
tanks of oil tankers
5. Regulation 16 - Emissions from shipboard incinerators
6. Regulation 17 – Reception Facilities
7. Regulation 18 - Fuel Oil quality
Regulation 12
OZONE-DEPLETING SUBSTANCES
This regulation does not apply to permanently sealed equipment where

there are no refrigerant charging connections or potentially removable
components containing ozone depleting substances.
Subject to the provisions of regulation 3.1, any deliberate emissions of
ozone-depleting substances shall be prohibited. Deliberate emissions include
emissions occurring in the course of maintaining, servicing, repairing or
disposing of systems or equipment, except that deliberate emissions do not
include minimal releases associated with the recapture or recycling of an ozone-
depleting substance. Emissions arising from leaks of an ozone-depleting Fig. 51 Ozone depleting
substance, whether or not the leaks are deliberate, may be regulated by Parties. substances
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1. Installations which contain ozone-depleting substances, other than hydro chlorofluorocarbons, are
prohibited :
 On all ships constructed on or after 19 May 2005,
 In the case of ships constructed before 19 May 2005, which have a contractual delivery date of the
equipment to the ship on or after 19 May 2005, or, in the absence of a contractual delivery date, the
actual delivery of the equipment to the ship on or after 19 May 2005.
2. Installations containing hydro chlorofluorocarbons (HCFCs) are prohibited:
 on ships constructed on or after 1 January.2020.
3. The substances and equipment containing substances, shall be delivered to appropriate reception
facilities
OZONE-DEPLETING SUBSTANCES RECORD BOOK
Each ship that has rechargeable systems that contain ozone-depleting substances shall maintain an
ozone depleting substances record book. This record book may form part of an existing logbook or
electronic recording system as approved by the Administration.
Regulation 13
NITROGEN OXIDES (NOx)
1. This regulation shall apply to:

a. each diesel engine with a power output of more than 130 kW which is installed on a ship
constructed on or after 1 January 2000; and
b. each diesel engine with a power output of more than 130 kW which undergoes a major
conversion on or after 1 January 2000.
2. This regulation does not apply to:

a. emergency diesel engines, engines installed in lifeboats and any device or equipment
intended to be used solely in case of emergency; and
b. engines installed on ships solely engaged in voyages within waters subject to the sovereignty or
jurisdiction of the State the flag of which the ship is entitled to fly, provided that such engines are
subject to an alternative NOx control measure established by the Administration.
 MAJOR CONVERSION
For the purpose of this regulation, major conversion means a

modification of an engine where:
a. the engine is replaced by a marine or an additional marine diesel
engine is installed, or
b. any substantial modification, as defined in the NOx Technical
Code 2008, is made to the engine, or
c. the maximum continuous rating of the engine is increased by
more than 10% compared to the maximum continuous rating pf
the original certificate of the engine.
Fig. 52 NOx Technical

Code, 2008
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REGULATION 13 CONTAINS FURTHER A 3-TIER APPROACH
 TIER I
Subject to the regulation 3 of this annex, the operation of a marine diesel engine that is installed on a
ships constructed on or after 1 January 2000 and prior 1 January 2011 is prohibited, except when the
emission of nitrogen oxide (calculated as the total weighted emission of allowable NOx) from the engine
is within the following limits, where n = rated engine speed (crank shaft revolutions per minute):
 17.0 g/kWh when n is less than 130 rpm
 45.0 × n(-0,2) g/kWh when n is 130 or more but less than 2000 rpm
 9.8 g/kWh when n is 2000 rpm or more
 TIER II
ships constructed on or after 1 January 2011 is prohibited, except when the emission of nitrogen oxide
(calculated as the total weighted emission of allowable NOx) from the engine is within the following
limits, where n = rated engine speed (crank shaft revolutions per minute):
 14.4 g/kWh when n is less than 130 rpm
 44.0 × n(-0,23) g/kWh when n is 130 or more but less than 2000 rpm
 7.7 g/kWh when n is 2000 rpm or more
 TIER III
ship constructed on or after 1 January 2016. This applies to the Emission Control Area the North
American area and any other sea area, including port area designated by the Organization:
 3,4 g/kWh when n is less than 130 rpm
 9,0 × n(-0,2) g/kWh when n is 130 or more but less than 2000 rpm
 2,0 g/kWh when n is 2000 rpm or more
Fig. 53 Regulation 13; 3-tier approach
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CERTIFICATION & ON-BOARD VERIFICATION
ON-BOARD VERIFICATION
For those engines which have not been adjusted or modified relative to the original specification of the
manufacturer, the provision of a valid EIAPP Certificate should suffice to demonstrate compliance with the
applicable NOx limits.
As a general principle, onboard NOx verification procedures shall enable a surveyor to easily determine
if an engine has remained in compliance with the applicable requirements of regulation 13. At the same
time, it shall not be so burdensome as to unduly delay the ship or to require in-depth knowledge of the
characteristics of a particular engine or specialist measuring devices not available onboard.
The onboard NOx verification procedure shall be one of the following methods:
1. Engine Parameter Check method - to verify that an engine’s component, setting and operating
values have not deviated from the specifications in
the engine’s Technical File;
2. Simplified Measurement method - shall be
applied only for onboard confirmation tests and
renewal, annual and intermediate surveys when
required.
3. Direct Measurement and Monitoring method -
procedure may be applied for onboard verification
at renewal, annual and intermediate surveys. The
measurement equipment and the storage and use
of cylindered pure and calibration gases.
ENGINE INTERNATIONAL AIR POLLUTION PREVENTION (EIAPP) CERTIFICATE
The EIAPP (Engine International Air Pollution Prevention) certificate is required for all diesel engines as
described above, and will be issued for marine diesel engines after demonstrating compliance with NOx
emission limits. The certification process is to be carried out in accordance with the NOx Technical Code
(2008) issued by IMO.
Regulation 14
SULPHUR OXIDES (SOx) AND PARTICULATE MATTER
 GENERAL REQUIREMENTS:
GLOBAL SULFUR CAP
The sulphur oxide (SOx) and Particulate Matter emissions from ships will in general be controlled by
setting a limit on the sulphur content of marine fuel oils as follows. The sulphur content of any fuel oil
used on board ships shall not exceed the following limits:
 4.50% m/m prior to 1 January 2012

 3.50% m/m on and after 1 January 2012
The world-wide average sulphur content of residual fuel oil supplied for use on board ships shall be
monitored taking into account guidelines to be developed by the Organization.
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 REQUIREMENT WITHIN EMISSION CONTROL AREAS (ECA)
EMISSION CONTROL AREAS (ECA)
Emission Control Areas (ECA) means an area where the adaptation of special mandatory measures for
emission from ships is required to prevent, reduce and control air pollution from NOx or Sox and particulate
matter or all three types of emissions and their attendant adverse impacts on human health and the
environment. An ECA zone includes:
 Baltic Sea
 North Sea
 North American Area
 Wide Caribbean region
Any other sea area, including any port area, designated by the Organization in accordance with the
criteria and procedures required by this Annex.
Fig. 54 ECA Zones
LIMITS WITHIN EMISSION CONTROL AREAS (ECA)
The sulphur content of any fuel oil used on board ships within the ECA zone shall not exceed the
following limits:
 1.50% m/m prior to 1 July 2010

 1.00% m/m on and after 1 July 2010
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Those ships using separate fuel oils to comply with paragraph 4 of the regulation and entering or leaving
an Emission Control Area set forth in paragraph 3 of the regulation shall carry a written procedure showing
how the fuel oil change-over is to be done, allowing sufficient time for the fuel oil service system to be fully
flushed of all fuel oils exceeding the applicable sulphur content specified in paragraph 4 of the regulation
prior to entry into an Emission Control Area.
Fig. 55 Regulation 14 requirements
Regulation 15
VOLATILE ORGANIC COMPOUNDS
If the emissions of volatile organic compounds (VOCs) from tankers are to be regulated in ports or
terminals under the jurisdiction of a Party they shall be regulated in accordance with the provisions of this
regulation.
 The Party which designates ports or terminals at which VOCs emissions from tankers are to be
regulated shall ensure that vapour emission control systems, approved by that Government
taking into account the safety standards developed by the Organization,* are provided in ports and
terminals designated, and are operated safely and in a manner so as to avoid undue delay to the
ship
CRUDE OIL TANKER
A tanker carrying crude oil shall have on board and implement a VOC management plan approved by
the Administration. Such plan shall be prepared taking into account the guidelines developed by the
Organization. The plan shall be specific to each ship and shall at least:
 Provide written procedures for minimizing VOC emissions during the loading, sea passage and
discharge of cargo.
 Give consideration to the additional VOC generated during Crude Oil Washing;
 Identify a person responsible for implementing the plan.
 Be written in the working language of the master and officers and, if the working language is not
English, French or Spanish, include a translation to one of these languages.
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GAS TANKER
This regulation shall also apply to gas carrier only if the types of loading and containment system allow
safe retention of non-methane VOCs on board or their safe return ashore.
Regulation 16
SHIPBOARD INCINERATION
Shipboard incineration shall be allowed only in a shipboard incinerator.

Shipboard incineration of the following substances shall be prohibited:
 Residues of cargoes subject to Annex I, II or III or related
contaminated packing materials
 Polychlorinated biphenyls (PCBs)
 Garbage, as defined by Annex V, containing more than traces of
heavy metals.
 Refined petroleum products containing halogen compounds
 Sewage sludge and sludge oil either of which is not generated on
board the ship, and
 Exhaust gas cleaning system residues. Fig. 56 Shipboard
incinerator
Personnel responsible for the operation of an incinerator installed in
shall be trained to implement the guidance in the manufacturer’s manual.
 Incineration of Polyvinyl Chlorides (PVCs)
Incineration of Polyvinyl Chlorides (PVCs) shall be prohibited except in shipboard incinerators for which
IMO Type Approval Certificates have been issued in accordance with Resolution MEPC.76(40), Standard
specification for shipboard incinerators as amended by resolution MEPC.93(45).
 Incineration of Sewage Sludge & Sludge Oil
Shipboard incineration of sewage sludge & sludge oil generated during normal operation of a ship may
also take place in the main or auxiliary power plant or boilers, but in those cases, shall not take place inside
ports, harbours and estuaries.
 Incinerator installed on or after 1 January 2000
For this type of incinerator, the combustion chamber gas outlet temperature shall be monitored at all
times the unit is in operation. Where that incinerator is of the continuous-feed type, waste shall not be fed
into the unit when the combustion chamber gas outlet temperature is below 850oC. Where that incinerator is
of the batch-load type, the unit shall be designed so that the combustion chamber gas outlet temperature
shall reach 600oC within five minutes after stat-up and will there after stabilize at a temperature not less than
850oC.
Type approval and operating limits for shipboard incinerators
 Sludge oil consisting of:

 75% sludge oil from HFO;
 5% waste lubricating oil; and
 20% emulsified water
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 Solid waste consisting of:

 50% food waste
 50% rubbish containing:
 approx. 30% paper,
 approx. 40% cardboard,
 approx. 10% rags,
 approx. 20% plastic
The mixture will have up to 50% moisture and 7% incombustible solids.
 Incinerators shall operate within the following limits:

 O2 in combustion chamber: 6-12%
 CO in flue gas maximum average: 200 mg/MJ
 Soot number maximum or average: Bacharach 3 or Ringelman
1 (20% opacity) (A higher soot number is acceptable only during
very short periods such as starting up)
 Unburned components in ash residues: maximum 10% by weight
 Combustion chamber flue gas
outlet temperature range: 850 -1200°C
Regulation 17
RECEPTION FACILITIES
Each Party undertakes to ensure the provision of facilities adequate to meet the:
a. needs of ships using its repair ports for the reception of ozone-depleting substances and equipment
containing such substances when removed from ships;
b. needs of ships using its ports, terminals or repair ports for the reception of exhaust gas cleaning
system without causing undue delay to ships, and
c. needs in ship breaking facilities for the reception of ozone-depleting substances and equipment
containing such substances when removed from ships.
Regulation 18
FUEL OIL AVAILABILITY AND QUALITY
 FUEL OIL AVAILABILITY
The revised MARPOL Annex VI adopted on 10 October 2008 also

contains an additional provision on Fuel Oil Availability.
 Each Party shall take all reasonable steps to promote the availability of
fuel oils that complies with this annex and inform the organization of
the availability of compliant fuel oils in its port and terminals
Fig. 57 Bunker Operation
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 FUEL OIL QUALITY
Previously fuel oil quality was primarily a matter between owners/managers (and charterers) and
suppliers. With the entry into force of Annex VI of MARPOL 73/78, 19 May 2005, Fuel Oil Quality became a
statutory matter.
 The fuel oil shall be blends of hydrocarbons derived from petroleum refining. This shall not preclude
the incorporation of small amounts of additives intended to improve some aspects of performance.
 Specifically requires that fuel oil supplied to ships is to be free from inorganic acids or chemical
wastes that could jeopardize the safety of the ship, be harmful to ships’ personnel, or which would
contribute overall to additional air pollution.
 Shall not exceed the applicable sulfur content set forth in regulation 14 of this annex.
 BUNKER MANAGEMENT
In view of the change-over requirements, bunker grade segregation constraints, uncertainty in terms of
low-sulphur fuel oil availability and potential quality problems, the flexibility in bunker management may be
impaired. In addition to the potential increase in fuel oil cost, it could also result in increased frequency of
bunkering. Further, owners/managers and charterers may need to amend their bunker specifications, fuel
supply agreements as well as charter parties to take the new requirements into account.
1. PASSAGE PLANNING & CHARTS
Due to the introduction of ECA’s and associated change-over procedures, it need be ensured that
onboard charts are upgraded with respect to ECA borders.
2. BUNKER DELIVERY NOTES (BDN)
It is a requirement of Regulation 18 that any fuel oil for combustion purposes delivered to and used
onboard shall be recorded by means of a Bunker Delivery Note (BDN). This implies that a bunker delivery
note shall be presented for every barge delivery and every grade.
a. The BDN shall be kept on board the ship in such a way that it is readily available for inspection by
the competent authority of the party at all reasonable times. It shall be kept for a period of three
years after the fuel oil has been delivered on board.
b. Bunker Delivery Notes are required to contain all specific information as follows:
 Name and IMO number of receiving ship
 Port
 Date of commencement of delivery
 Name, address, and telephone number
 marine fuel oil supplier
 Product name (s)
 Quantity in metric tons
 Density at 15 oC, kg/m3 *
 Sulphur content (% m/m) **
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3. FUEL OIL SAMPLES (Retained Sample)
Regulation 18 requires that every BDN is to be accompanied by a representative sample of the fuel oil
delivered, taking into account the revised “Guidelines for the sampling of fuel for determination of
compliance with Annex VI of MARPOL 73/78” referred to as retained sample.
a. The sample is to be sealed and signed by the supplier’s representative and the master or officer in
charge of the bunker operation on completion of bunkering operations, and retained under the ship’s
control until the fuel oil is substantially consumed, but in any case for a period of not less than 12
months from the time of delivery.
b. Although the resolution specifies that the volume of the sample bottle should be no less than 400 ml,
due to potential need for repetitive testing, DNV Petroleum Services recommends that the sample
volume is not to be less than 750 ml It should be noted that the practical purpose of the retained sample
is to enable port states to verify the sulphur content of the fuel, as well as to verify that the fuel oil quality
is in accordance with Regulation 18.
c. As Annex VI specifies that the Annex VI sample is not to be used for commercial purposes, DNV
Petroleum Services recommends that for ship’s already participating in a fuel oil quality testing scheme,
the Annex VI sample should be the fourth sample In case the supplier is not in a position to comply with
the procedural or documentary requirements stated in Annex VI of MARPOL 73/78, the following actions
should be taken by the ship’s crew:
 A Note of Protest highlighting non-compliance with MARPOL Annex VI requirements should be
issued. The Note of Protest is to be forwarded to the relevant Port State.
 Reference to the Note of Protest is to be made in the BDN (if supplied).
 If the supplier does not provide a MARPOL sample, the ship’s crew should propose their own
representative MARPOL Annex VI sample to be taken the official MARPOL Annex VI sample.
 The crew should request counter-signing and sealing by the supplier. If this is accepted by the
supplier, a Note of Protest should not be deemed necessary
4. SAMPLING PROCEDURES
Note that the revised MEPC Resolution specifies in detail that the fuel sample is to be obtained at the
receiving ship’s inlet bunker manifold and is to be drawn continuously throughout the bunker delivery period.
The term continuously drawn is specified to mean a continuous collection of drip sample throughout the
delivery of bunker fuel. Sampling methods are further clarified as either; manual valve-setting continuous-
drip sampler (equivalent to DNV Petroleum Services’ Line sampler), time-proportional automatic sampler,
or flow-proportional automatic sampler.
Further the guidelines specify that sample bottle labels are to contain the following information:
 Location at which, and the method by which, the sample was drawn.
 Date of commencement of delivery.
 Name of bunker tanker/bunker installation.
 Name and IMO number of the receiving ship.
 Signatures and names of the supplier’s representative and the ship’s representative.
 Details of seal identification.
 Bunker grade.
5. SAMPLE INVENTORY
The revised MEPC resolution also contains recommendations on sample storage location. Specifically
the samples are to be kept in a safe storage location, outside the ship’s accommodation and where
personnel would not be exposed to vapors which may be released from the sample.
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Further, the retained sample should be stored in a sheltered location where it will not be subject to
elevated temperatures, preferably at a cool/ambient temperature, and where it will not be exposed to direct
sunlight. On tankers, the cargo sample locker would be considered an adequate storage space.
Alternatively, a suitable locker (with opening ensuring adequate air flow) in an adequately ventilated area of
the engine room located at a safe distance from ignition sources and hot surfaces may be considered
The above guideline also recommends that the ship’s master should develop and maintain a system
(e.g. log book) to keep track of the retained samples.
6. SUPPLIER’S RESPONSIBILITY
While most IMO conventions place full responsibility on the ships and ship owners, Regulation 18 also
places responsibilities on the fuel suppliers (fuel oil quality declaration, BDN and the Annex VI fuel oil
sample by continuous drip and at the receiving ships manifold).
Annex VI of MARPOL 73/78 also contains instruments to encourage port states to ensure that suppliers
fulfill their obligations. Port states are therefore required to:
 Maintain a register of local suppliers of fuel oil.
 Require local suppliers to provide the BDN and sample, certified by the fuel oil supplier that the fuel
oil meets the requirements of regulations 14 and 18.
 Require local suppliers to retain a copy of the bunker delivery note for at least three years for
inspection and verification by the Port State as necessary.
 Take action as appropriate against fuel oil suppliers that have been found to deliver fuel oil that does
not comply with that stated on the Bunker Delivery Note.
 Inform the Flag Administration of any ship receiving fuel oil found to be noncompliant with the
requirements of regulations 14 or 18 of this Annex.
 Inform IMO for transmission to Parties and member state of the Organization of all cases where fuel
oil suppliers have failed to meet the requirements specified in regulations 14 or 18.
However, despite the suppliers’ responsibilities and the instruments available, previous experience from
Port State Controls indicates that it is advisable for owners/managers themselves to ensure compliance. In
order to assist ships in ensuring that the operational requirements are met, it should be considered to
include clauses related to MARPOL 73/78 Annex VI compliance in bunker contracts and agreements with
suppliers, as well as charter parties. For vessels taking part in a fuel testing scheme it could be
advantageous to include a clause referring to the 4th sample taken at the receiving vessel manifold as the
retained sample in case the supplier is not in a position to comply with the procedural requirements stated in
Annex VI of MARPOL 73/78.
 FUEL OIL CHANGE OVER PROCEDURE
Change-over between heavy fuel oil grades is standard practice and so is change-over from heavy fuel
oil to marine diesel oil in connection with e.g. dry-dockings.
Change-over from heavy fuel oil to marine gas oil is however completely different and clearly not
common standard. If gas oil is mixed in while the fuel temperature is still very high, there is a high probability
of gassing in the fuel oil service system with subsequent loss of power. It should be acknowledged that the
frequency and timing of such change-over may increase and become far more essential upon entry into
force of ECA’s and the EU proposed amendments.
Additionally, the time, ship’s positions at the start and completion of change-over to and from compliant
Low Sulphur fuel oil must be recorded in a logbook (e.g. ER log. book), together with details of the tanks
involved and fuel used. It can be anticipated that the same will be applicable with respect to the EU proposal
upon entry into force.
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FUEL TANK /SYSTEM CONFIGURATION
It should be noted that when approaching an ECA the fuel must be changed over to the required
sulphur content fuel oil e.g. 1.50% m/m and completed before entering the ECA. For ships with standard
fuel oil system configurations (one service and settling tank), this will involve filling of settling tanks with low
sulphur fuel oil, adequate fuel treatment of same and subsequent filling of service tank, as well as flushing
of the fuel service piping systems of high sulphur fuel oil.
The problems with incompatibility between heavy fuel oils, and between heavy fuel oils and marine
diesels have not disappeared with increased demands for low sulphur heavy fuel oils (excessive
sedimentation/ sludging and separator and filter problems). Considering the differences in cost, some
owners are installing an additional set of service and settling tanks for low sulphur fuel oils. Additional
bunker tanks are considered installed for the same reasons. Such measures would also simplify
changeover procedures and bunker management. Inadequate availability of low sulphur heavy fuel oils may
force owners to increase the consumption of low sulphur diesel oils within ECA’s. Owners will therefore
have to assess whether the diesel oil tank capacity needs to be upgraded. Taking into account the current
EU requirements to use of ultra low sulphur distillates within its territories, and not to mention ultra low
sulphur fuel at berth in EU ports, there is also an issue of whether to allocate or convert existing fuel tanks
to tanks for marine gas oil. The differences in cost between low and high sulphur heavy fuel oils as well as
between heavy fuel oils and low sulphur diesel oils, has led some owners to consider separating fuel
treatment and service piping systems. This is increasingly important with respect to the requirements to use
of ultra low sulphur fuels in EU ports (Auxiliary engines and boilers).
In order to facilitate safe and simple change-over, the installation of oil/diesel oil supply separate
marine gas piping with heating capabilities should be considered. (While separate direct diesel oil supply
lines are often arranged for auxiliary diesel engines, the same is less frequently encountered for boilers and
main engines.) The below serves as examples of proposed modifications regarding duplicated heavy fuel oil
service and settling tanks and piping systems.
CHANGE OVER DIFFICULTIES:

LOW SULPHUR HEAVY FUEL
The experience in terms of low sulphur residual (or heavy) fuel oil blending is varying. DNV Petroleum
Services has already seen indications that the blending of low sulphur fuel oils may lead to additional quality
problems such as instability, incompatibility, ignition and combustion difficulties and an increase of
Aluminium+Silicon levels due to use of different low sulphur blend components. Regrettably one has also
seen cases where chemical waste has been introduced in such fuel. In light of the required demand for low
sulphur fuel oils, there have also been concerns over the potential increase of sulphur content in high
sulphur fuel oils.
7.7
SPECIAL REQUIREMENTS FOR OIL RIGS
EMISSION FROM SEA-BED MINERAL ACTIVITIES
Under regulation 3; exception and exemptions, of this annex, the emission from sea-bed mineral
activities states that; the emission directly arising from the exploration, exploitation and associated offshore
processing of sea-bed mineral resources are exempt from the previsions of this Annex. Such emissions
include the following:
a. Emission resulting from the incineration of substances that are solely and directly the result of
exploration, exploitation and associated offshore processing of sea-bed mineral resources, including
but not limited to the flaring of hydrocarbons and the burning and cuttings, muds and/or stimulation
fluids during well completion and testing operations and flaring arising from upset condition.
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b. The release of gases and volatile compounds entrained in drilling fluids and cuttings.
c. Emission associated solely and directly with the treatment, handling or storage of sea-bed minerals,
and;
d. Emissions from marine diesel engines that are solely dedicated to the exploration, exploitation and
associated offshore processing of sea-bed mineral resources.
The requirements of regulation 18 of this Annex shall not apply to the use of the hydrocarbons that are
produced and subsequently used on site as fuel, when approved by the administration.
7.8
INSTALLATIONS AND EQUIPMENT
 AIR POLLUTION CONTROL EQUIPMENT
EQUIVALENTS
The Administration under the provisions of regulation 4 may allow any fitting, material, appliance or
apparatus to be fitted in a ship or other procedures, alternative fuel oils, or compliance methods used as
an alternative to that required by this Annex if such fitting, material, appliance or apparatus is at least as
effective as that required by this Annex including any of the standards set forth in regulations 13 & 14 (NOx
emission standards & fuel oil sulfur content standards).
Thus as an alternative to using marine fuel oil with low sulphur content in Emission Control Areas an
exhaust gas cleaning system or other equivalent system, abatement technologies, may be allowed to be
used.
ABATEMENT TECHNOLOGY:
SCRUBBER TYPE SYSTEMS
Development of a type approval standard for such systems is ongoing in IMO. Some of the current
available abatement technology is based on seawater scrubbing principles.
There is however a few concerns related to these types of scrubber type systems:
 Annex VI states that port states may prohibit discharge of scrubber effluent overboard in ports within
ECA’s unless it can be documented that the effluent complies with criteria set by that port state. A
mitigating measure is installation of filtration/treatment systems.
 It has been indicated that conventional scrubber technology may be struggling to meet the emission
criteria at high exhaust gas discharge flows.
 It has been indicated that there is a risk of blue-sheen originating from the scrubber overboard
discharge. Although, not necessarily constituting an environmental hazard, the mere risk of such
occurrences is to some operators unacceptable.
 There are space considerations in the engine room and more specifically the funnel. Although it has
been indicated that the more advanced scrubber types can replace standard silencers, the associated
piping systems may represent a challenge. Pressure drop in scrubbers has also been indicated as a
limitation, particular in way of main engines uptakes.
 Tanker owners have had mixed experiences with corrosion of inert gas scrubbers and associated piping
systems.
 The EU has been reluctant to accept scrubbers. However, in the latest proposed amendments to the EU
directive, they have opened for “trials of ship emission abatement technologies”. Based on such trials
they have indicated that they may accept abatement technology as an equivalent to low sulphur fuel.
Note that EU has indicated that it will develop criteria for resulting waste streams in their ports.
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Regrettably, the number of development projects related to new scrubber technology appears to be
limited. However, some projects currently in the prototype phase show promising results in terms of
overcoming the above indicated constraints. It should also be taken into account that exhaust gas cleaning
alternatives will reduce the emission of particulate matter (PM). Particulate matter is considered to be the
next focal point of IMO and this increases the future relevance of exhaust gas cleaning systems.
Despite the indicated installation costs of 1-2 million USD, future legislation, and elimination of the
problems associated with low sulphur fuel bunker management and operation, may lead to exhaust gas
cleaning systems becoming a cost-beneficial alternative worthwhile exploring.
Fig. 58 Scrubber type systems & Risk of blue sheen
SELECTIVE CATALYTIC REACTOR (SCR) FOR NOx
Selective catalytic reduction (SCR) is a means of converting nitrogen oxides, also referred to as NOx
with the aid of a catalyst into diatomic nitrogen, N2, and water, H2O. A gaseous reductant, typically
anhydrous ammonia, aqueous ammonia or urea, is added to a stream of flue or exhaust gas and is
absorbed onto a catalyst. Carbon dioxide, CO2 is a reaction product when urea is used as the reductant.
Selective catalytic reduction of NOx using ammonia as the reducing agent was patented in the United
States by the Englehard Corporation in 1957. Development of SCR technology continued in Japan and the
US in the early 1960s with research focusing on less expensive and more durable catalyst agents. The first
large scale SCR was installed by the IHI Corporation in 1978.
Commercial selective catalytic reduction systems are typically found on large utility boilers, industrial
boilers, and municipal solid waste boilers and have been shown to reduce NOx by 70-95%. More recent
applications include diesel engines, such as those found on large ships, diesel locomotives, gas turbines,
and even automobiles.
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Fig. 59 Selective Catalytic Reactor (SCR) for NOx
SCRUBBER FOR SOx REMOVAL
Many states are requiring greater than 90% SOx removal for industrial sources. Envitech's SOx
scrubbers are custom-designed packed bed scrubbers which provide removal efficiencies in the range of
95% to 99.9% with a low pressure drop.
This type of system has been introduced and accepted by IMO as discussed in previous topics.
MARINE DIESEL ENGINE:

FUEL INJECTION SYSTEM
The fuel injection system is one of the most important parts of a marine diesel engine. A fuel
injection system does the work of providing the right amount of fuel to the engine cylinder at the right
moment. It is also extremely important that the fuel injected inside the engine enters the cylinder at the right
combustion situation for the highest combustion efficiency. It is for this reason that there is a need of a
measured fuel supply system which times and monitors the delivery of the fuel and oil in the combustion
chamber. This timing device helps to have a perfect
atomization of the fuel. The device is known as fuel injector.
Fuel injection is done with the help of cams and
camshaft. The speed of the cam shaft is same as the engine
speed in a two stroke engine and half the engine speed in a
four stroke engine. The adjacent fuel injection system diagram
gives a broad view to the reader regarding the fuel injection
system. The faded sketch shows the engine in the
background whilst the dark colored schematic represents the
fuel system. This helps the reader to understand the concept
in conjunction with the given theory.
Fig. 60 Fuel Injector
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JERK PUMP
The Jerk pump system consists of individual fuel injectors for each cylinder. This means that the
injection of each cylinder is exclusive of each other. The injector pump is operated once every cycle using
the cam and cam shaft. In order to ensure that the camshaft and the injection runs simultaneously to deliver
perfect timing of fuel injection, the barrel and plunger of the injector pumps are selected of appropriated size
to suit the engine fuel requirements. The fuel delivery is facilitated with the help of ports in the barrel and
slots in the plunger or adjustable spill valves.
All the injector valves are preset to a specific pressure. The needle of the valve lifts exactly to this pre-
set pressure, ensuring that the fuel completely atomizes once it enters the cylinder.
The fuel pumps are generally of two types:
 Valve control discharge type
 Helix or helical edge pump
The valve control discharge type pump is generally found on slow speed two-stroke engines and the
helix type are found on high or medium speed four stroke engine.
Fig. 61 Jerk Pump
OTHER TYPES:
THE COMPUTER CONTROLLED ELECTRONIC ENGINE
With increased demand to lower emissions from diesel engines, the flexibility and improved
performance offered by electronic control was an important driver for many engine manufacturers to
introduce electronically controlled fuel injection systems in the late 1980s and early 1990s. An important tool
for lowering emissions from diesel engines produced during this period was fuel injection timing that could
be varied over the speed and load range of the engine. While injection timing could be varied with a purely
mechanical approach, electronic control offered a much more flexible and a potentially simpler way to
achieve this while also providing the option of introducing a number of other desirable features.
A number of heavy-duty diesel engine manufacturers have developed their own electronic fuel injection
systems. Examples include the Hydraulic Electronic Unit Injector (HEUI) and the Mechanically actuated
Electronically Controlled (MEUI) systems by Caterpillar, and a number of systems by Cummins such as the
Accumulator Pump System (CAPS), Quantum CELECT, HPI, and XPI injection systems.
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Fig. 62 Common Rail System; Electronic Fuel Injection (EFI)
*** END OF CONSOLIDATED MARPOL 73/78 ANNEXES I–VI COURSE ***
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LISTS OF REFERENCES
Textbooks (T) (Latest Edition)
T1 Clean Sea Guide for Oil Tankers, 4th Ed.
T2 Handbook on Marine Pollution
References (R) (Latest Edition)
R1 STCW 1978, as amended
R2 MARPOL 73/78 Consolidated Edition
R3 Oil-Water Separators and Monitoring Equipment
R4 Crude Oil Washing Systems
R5 Dedicated Clean Ballast Tanks
Format for Reporting Alleged Inadequacy of Oily Wastes Reception Facilities
R6
(MEPC/Circ.160)
R7 Instructions for the Keeping of Oil Record Books Onboard Ships (MEPC/Circ.III)
Marine Environment Protection Committee Resolution (MEPC.30(25) – Guidelines for
R8
Reporting Incidents Involving Harmful Substances
Assembly Resolution A.851(20) – General Principles for Ship Reporting Systems and Ship
R9 Reporting Requirements, Including Guidelines for Reporting Incidents Involving Dangerous
Goods, Harmful Substances and/or Marine Pollutants
R10 IMO Model Course 1.11
R11 Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk
International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
R12
Bulk
R13 Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
R14 Code for Existing Ships Carrying Liquefied Gases in Bulk
R15 MEPC Circular 238: Guidelines for the Provisional Assessment of Liquid Transported in Bulk
Proceedings of the International Symposium on Securing Facilities for Noxious Liquid
R16
Substances
Procedures for Port State Control adopted by the Organization by Resolution A.787(19) and
R17
amended by A.882(21)
Composite List of Hazard Profiles prepared by the IMO/FAO/UNESCO/WMO/
R18 WHO/IAEA/UN/UNEP Joint Group experts on the Scientific Aspects of Marine Pollution
(GESAMP)
Guidelines for the authorization of organizations acting on behalf of the Administration,
R19
adopted by resolution A.739(18)
Specifications on the survey and certification functions of recognized organizations acting on
R20
behalf of the administration adopted by resolution A.789(19)
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LISTS OF REFER3ENCES
References (R) (Latest Edition)
Recommendation on international effluent standards and guidelines for performance tests
R21 for sewage treatment plants adopted by the Marine Environment Protection Committee by
Resolution MEPC.2(VII)
R22 IMO Ship Identification Number Scheme adopted by Resolution A.600(15)
Guidelines for the development of garbage management plans adopted by the Marine
R23
Environment Protection Committee by Resolution MEPC.71(38)
Guidelines for the implementation of Annex V of MARPOL 73/78 as amended by
R24
resolutions MEPC.59(33) and MEPC.92(45)
Resolution MEPC.82(43), Guidelines for monitoring the world-wide average Sulphur content
R25
of residual fuel oils supplied for use on board ships
R26 Resolution MEPC.130(53), Guidelines for onboard exhaust gas – Sox cleaning systems
R27 MSC/Cir.585, Standards for vapour emission control systems
R28 Resolution MEPC.76(40), Standard specification for shipboard incinerators
Resolution MEPC.93(45), Amendments to the standard specification for shipboard
R29
incinerator
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LISTS OF FIGURES
Figure Page
Name of Figure
No. No.
1 Marine Pollution 1
2 Pathways of pollution; Land runoff 2
3 Main sources of pollution 3
4 Torrey Canyon 6
4a MARPOL Consolidated Edition 7
5 Crude Oil Washing 14
6 Segregated ballast tank 15
7 Double Hull 15
8 Oil Pollution 16
9 Typical Arrangement of Crude Oil & Functions of Double Hulls 18
10 Shore Reception Facilities 19
11 Gravity Separator 20
12 Typical Parallel Plate Separator 21
13 Oil Filter 21
14 High Efficiency (HE) Oil Filter 22
15 Oil Discharge Monitoring And Control Equipment 22
Oily Water Separator & Oil Discharge Monitoring
16 23
and Control Equipment
17 Machinery Space Operations 23
18 Exxon Valdes Incident 25
19 ORB Part I 27
20 IBC Code 34
21 IMO Ship’s Type 1 35
22 Cargo Tank Location 36
23 Discharging and Stripping Requirements 41
24 Procedure & Arrangement Manual 43
25 Marine pollutant cargo 44
26 Hazardous substances disposal and its effect 47
27 IMDG Cargo; Packing, Marking & Labelling 47
28 IMDG Code 49
29 IMDG Classes / Divisions 51
30 Marine Pollutant Mark 52
31 IMDG Code Vol.2: Marine Pollutant 52
32 IMDG Code: Marks & Labels 54
33 Biological Sewage Treatment 57
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LISTS OF FIGURES
Figure Page
Name of Figure
No. No.
34 Sewage Treatment Plant 60
35 Standard Discharge Connection 61
36 Breakdown time for common garbage 65
37 Special Areas 66
38 Summary of garbage disposal 68
39 Collecting & Sorting 72
40 Compaction options for shipboard-generated garbage 73
41 Incineration options for shipboard-generated garbage 74
42 Placard sample 75
43 Garbage Record Book 79
44 Port Reception facilities (PRF) 80
45 Air Pollution 81
46 Greenhouse Effect 83
47 Alternative Energy 84
48 Air pollutants from combustion 85
49 Air emission from ships 87
50 Form of IAPP Certificate 91
50a Energy Efficiency Design Index 93
51 Ozone depleting substances 94
52 NOx Technical Code, 2008 94
53 Regulation 13; 3-tier approach 96
54 ECA Zones 98
55 Regulation 14 requirements 99
56 Shipboard incinerator 100
57 Bunker Operation 101
58 Scrubber type systems & Risk of blue sheen 107
59 Selective Catalytic Reactor (SCR) for NOx 108
60 Fuel Injector 108
61 Jerk Pump 109
62 Common Rail System; Electronic Fuel Injection (EFI) 110
THANKS GOD FOR ALL HIS GUIDANCE, PROTECTION AND CARE!

GOD BLESS YOU ALL!!!
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CONSOLIDATED MARPOL 73/78

CONSOLIDATED MARPOL 73/78 ANNEXES I–VI

CONSOLIDATED MARPOL 73/78 ANNEXES I–VI

CONSOLIDATED MARPOL 73/78 ANNEXES I–VI

CONSOLIDATED MARPOL 73/78 ANNEXES I–VI

1) Annex I – Prevention of Pollution by Oil

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

E. DEEP SEA MINING

Fig. 2 Pathways of pollution; Land runoff

EFFECTS OF MARINE POLLUTION

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

8. Eutrophication. Eutrophication is an increase in chemical nutrients, typically compounds containing

Fig. 3 Main sources of pollution

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

MARPOL SIX ANNEXES

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

HISTORY OF MARPOL 73/78

 TORREY CANYON INCIDENT

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

Fig. 4 Torrey Canyon

 PROTOCOL I : Reports on Incidents involving Harmful Substances and

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

 LONDON CONVENTION 1972 AND THE 1996 PROTOCOL

Reporting Procedure of Observed Dumping Incidents Which May Be in Violation of International

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

b. The Office for the London Convention 1972; and

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

DUMPING INCIDENT INFORMATION FORM

A. Identity of the Dumping Vessel or Aircraft:_____________________________

B. Country of the Dumping Vessel or Aircraft:____________________________

C. Type of Material Dumped: Known Unknown

D. General location of incident (nearest country, landmarks, coordinates,

G. Incident Observer: (include information on other observers if present)

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

SUPPLEMENTARY INFORMATION FORM

I. ADDITIONAL INFORMATION ABOUT THE INCIDENT

A. Identification/Registration No. of Dumping Vessel or Aircraft:

B. Dumping Vessel Estimated Hull Length:______(meters) Breadth:_____ (meters)

C. Description of Dumping Vessel or Aircraft:_______________________________

D. Incident observed from: Vessel Aircraft Land

F. Is navigation data available for the dumping vessel or aircraft?

G. Are video tape recordings of the incident available? Yes No

II. OBSERVATION INFORMATION AND CONDITIONS

A. Information on the location of the Incident Observer during the observations

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

B. Visibility: <0.1 km 0.1-0.5 km 0.5-1.0 km 1.0-2.0 km >2.0 km

C. Wind Direction (degrees):_____________ Wind Speed (knots):____________

III. ADDITIONAL INFORMATION ON DUMPING VESSEL OR AIRCRAFT

IV. ADDITIONAL INFORMATION ON OBSERVED DUMPING INCIDENT

V. OTHER RELEVANT INFORMATION (use additional pages as needed)

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

SALIENT FEATURES OF ANNEX I

Date of Entry into

 OIL TANKER REQUIREMENTS

A. CRUDE OIL WASHING

CONSOLIDATED MARPOL 73/78 ANNEXS I – VI

Fig. 5 Crude Oil

B. Dumping Vessel Estimated Hull Length:__(meters) Breadth:_ (meters)

C. Wind Direction (degrees):_ Wind Speed (knots):