MARPOL & MARINE ENGINEERING KNOWLEDGE

Block 1 :Environmental Protection and Personal Safety

UNIT NO-1
1.1 The International convention for the prevention of pollution from ships, 1973 as
modified by the protocol of 1978 relating thereto (MARPOL 73/78) including brief
history of convention.
The first attempt to prevent pollution from ships was the 1954 OIL POL convention.
Due to inadequacies of 1954 OILPOL Convention the Marpol 73/78 has evolved.
Marpol 73/78 is the International Convention for the Prevention of Pollution From Ships, 1973 as
modified by the Protocol of 1978.
It was designed to minimize pollution of the seas, including dumping, oil and exhaust pollution.
Its stated object 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.

• The original MARPOL Convention was signed on 17 February 1973, but did not come into force
till 1978.
• All ships flagged under countries that are signatories to MARPOL are subject to its requirements,
regardless of where they sail and member nations are responsible for vessels registered under
their respective nationalities.

1.1.1 List the Annexes to the MARPOL Convention

Marpol contains 6 annexes, concerned with preventing different
forms of marine pollution from ships:

Annex Title

Annex I Prevention of Pollution by Oil

Annex II Control of Pollution by Noxious Liquid Substances in Bulk

Annex III Prevention of Pollution by Harmful Substances carried by sea in packaged

form

Annex IV Pollution by Sewage from ships

Annex V Pollution by Garbage from ships

Annex VI Prevention of Air Pollution from ships

1.1.2 For the purposes of Annex I, defines:
1.1.2.1 oil
1.1.2.2 oily mixture
1.1.2.3 oil fuel
1.1.2.4 oil tanker
1.1.2.5 special area
1.1.2.6 wing tank
1.1.2.7 centre tank
1.1.2.8 clean ballast
1.1.2.9 segregated ballast content
Oil - means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined products.

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 tanker - means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces and
includes combination carriers and any ‘‘chemical tanker’’ as defined in Annex II of the present
Convention when it is carrying a cargo or part cargo of oil in bulk.

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

Oil wing tank - any oil tank adjacent to the side shell plating.

Centre tank - any tank inboard of a longitudinal bulkhead

Clean Ballast - the ballast in a tank which since oil was last carried therein, has been so cleaned that
effluent therefrom if it were discharged from a ship which is stationary into clean calm water on a clear
day would not produce visible traces of oil on the surface of the water or on adjoining shorelines or
cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining
shorelines.
If the ballast is discharged through an approved oil discharge monitoring and control system, evidence
based on such a system to the effect that the oil content of the effluent did not exceed 15 parts per
million shall be determinative that the ballast was clean, notwithstanding the presence of visible traces.

Segregated Ballast - the ballast water introduced into a tank which is completely separated from the
cargo oil and oil fuel system and which is permanently allocated to the carriage of ballast or to the
carriage of ballast or cargoes other than oil or noxious substances as variously defined in the Annexes of
the present Convention.
1.1.3 State the conditions under which oily mixtures may be discharged into the
sea from an oil tanker
Any 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:
1. the tanker is not within a special area;
2. the tanker is more than 50 nautical miles from the nearest land;
3. the tanker is proceeding en route;
4. instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile;
5. total quantity of oil discharged into the sea does not exceed, for tankers delivered:
a. on or before 31 December 1979, 1/15,000 of the total quantity of the cargo,
b. after 31 December 1979, 1/30,000 of the total quantity of the cargo;
6. the tanker has in operation an approved oil discharge monitoring and control system and a
slop tank arrangement

1.1.4 State the condition under which oily mixtures from machinery space bilges
may be discharged into the sea
Any discharge into the sea of oil or oily mixtures from the machinery spaces of ships shall be prohibited.
A. Discharges outside special areas
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall
be prohibited except when all the following conditions are satisfied:
a. the ship is proceeding en route;.
b. the oily mixture is processed through an approved oil filtering equipment ;.
c. the oil content of the effluent without dilution does not exceed 15 parts per million;.
d. the oily mixture does not originate from cargo pump-room bilges on oil tankers;
e. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

B. Discharges in special areas

Any discharge into the sea of oil or oily mixtures from the machinery spaces of ships of 400 gross
tonnage and above shall be prohibited except when all of the following conditions are satisfied:
a. the ship is proceeding en route;
b. the oily mixture is processed through an approved oil filtering equipment; (Oil filtering equipment will
additionally be provided with alarm arrangements to indicate when 15ppm cannot be maintained. The
system shall also be provided with arrangements to ensure that any discharge of oily mixtures is
automatically stopped when the oil content of the effluent exceeds 15ppm.
c. the oil content of the effluent without dilution does not exceed 15 parts per million;
d. the oily mixture does not originate from cargo pump-room bilges on oil tankers;
e. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
In the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship shall be prohibited

C. Requirements for ships of less than 400 gross tonnage in all areas except the Antarctic area
In the case of the machinery spaces of a ship of less than 400 gross tonnage, oil and all oily
mixtures shall either be retained on board for subsequent discharge to reception facilities or discharged into
the sea in accordance with the following provisions:
a. the ship is proceeding en route;
b. the ship has in operation equipment of a design approved by the Administration that ensures that the oil
content of the effluent without dilution does not exceed 15 parts per million;
c. the oily mixture does not originate from cargo pump-room bilges on oil tankers;
d. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
1.1.5 State that the provisions do not apply to the discharge of clean or
segregated ballast
Segregated ballast Tanks (SBT)
Ballast water is taken on board to maintain stability, such as when a vessel is sailing empty to pick up
cargo or after having discharged cargo.
Ballast water contained in segregated ballast tanks never comes into contact with either cargo oil or fuel
oil. Clean or segregated ballast or unprocessed oily mixtures which,
1. without dilution, have an oil content not exceeding 15 parts per million
2. do not originate from cargo pump-room bilges
3. and are not mixed with oil cargo residues
4. The capacity of the segregated ballast tanks shall be so determined that the ship may operate
safely on ballast voyages without having to use cargo tanks for water ballast.
5. The capacity of segregated ballast tanks shall be at least such that, in any ballast condition at any
part of the voyage, the ship's draughts and trim can meet the requirements of the Administration.
6. The construction and arrangement of segregated ballast tanks (and spaces other than oil tanks
within the cargo tanks) must comply with the requirements of the regulation.

1.1.6 State that residues which cannot be discharged into the sea in compliance
with the regulations must be retained onboard or discharged to reception
facilities
The oil residues which cannot be discharged into the sea in compliance with the above regulations shall
be retained on board or discharged to reception facilities.
1.1.7 List special areas for the purposes of Annex I.Explain the Particularly
Sensitive Sea Areas(PSSA).

Special Areas Date of Entry into Force In Effect From

Mediterranean Sea 2-Oct-83 2-Oct-83
Baltic Sea 2-Oct-83 2-Oct-83
Black Sea 2-Oct-83 2-Oct-83
Red Sea 2-Oct-83
"Gulfs" area 2-Oct-83 1-Aug-08
Gulf of Aden 1-Apr-89
Antarctic area 17-Mar-92 17-Mar-92
North West European Waters 1-Feb-99 1-Aug-99
Oman area of the Arabian Sea 1-Jan-07
Southern South African waters 1-Mar-08 1-Aug-08

A Particularly Sensitive Area (PSSA) is an area that needs special protection through action by IMO
because of its significance for recognised ecological or socio-economic or scientific reasons and which
may be vulnerable to damage by international maritime activities.
The criteria for the identification of particularly sensitive sea areas and the criteria for the designation of
special areas (SA) are not mutually exclusive. In many cases a PSSA may be identified within a SA and
vice versa.

1.1.8 State that every oil tanker operating with crude oil washing systems should
be provided with an operations and equipment manual

Every oil tanker operating with crude oil washing systems shall be provided with an Operations and
Equipment Manual detailing the system and equipment and specifying operational procedures. Such a
Manual shall be to the satisfaction of the Administration and shall contain all the information set out in the
Specifications referred to in paragraph 2 of regulation 33. If an alteration affecting the crude oil washing
system is made, the Operations and Equipment Manual shall be revised accordingly.

MARPOL Regulation 33, Paragraph 2 (Crude Oil washing requirements):

Crude oil washing installation and associated equipment and arrangements shall comply with the
requirements established by the Administration. Such requirements shall contain at least all the
provisions of the Specifications for the Design, Operation and Control of Crude Oil Washing Systems
adopted by the Organization.

Oil tankers of 150 gross tonnage and above shall be provided with a slop tank. In oil tankers delivered on
or before 31 December 1979, any cargo tank may be as a slop tank.
2.1 Adequate means shall be provided for cleaning the cargo tanks and transferring the dirty ballast
residue and tank washings from the cargo tanks into a slop tank approved by the Administration.
2.2 In this system arrangements shall be provided to transfer the oily waste into a slop tank or
combination of slop tanks in such a way that any effluent discharged into the sea will be such as to
comply with the provisions of regulation 34 of this Annex.
2.3 The arrangements of the slop tank or combination of slop tanks shall have a capacity necessary to
retain the slop generated by tank washings, oil residues and dirty ballast residues. The total capacity of
the slop tank or tanks shall not be less than 3 per cent of the oil-carrying capacity of the ship, except that
the Administration may accept:
1. 2% for such oil tankers where the tank washing arrangements are such that once the slop tank or
tanks are charged with washing water, this water is sufficient for tank washing and, where
 applicable, for providing the driving fluid for eductors, without the introduction of additional water
into the system;
2. 2% where segregated ballast tanks or dedicated clean ballast tanks are provided, or where a
cargo tank cleaning system using crude oil washing is fitted. *
3. 1% for combination carriers where oil cargo is only carried in tanks with smooth walls. **

2.4 Slop tanks shall be so designed, particularly in respect of the position of inlets, outlets, baffles or weirs
where fitted, so as to avoid excessive turbulence and entrainment of oil or emulsion with the water.
3. Oil tankers of 70,000 tonnes deadweight and above delivered after 31 December 1979, as defined in
regulation 1.28.2, shall be provided with at least two slop tanks

1. Oil tankers of 150 gross tonnage and above shall be equipped with an oil discharge monitoring
and control system approved by the Administration.
2. In considering the design of the oil content meter to be incorporated in the system, the
Administration shall have regard to the specification recommended by the Organization.* The system
shall be fitted with a recording device to provide a continuous record of the discharge in litres per nautical
mile and total quantity discharged, or the oil content and rate of discharge.

• This record shall be identifiable as to time and date and shall be kept for at least three years.
• The oil discharge monitoring and control system shall come into operation when there is any
discharge of effluent into the sea and shall be such as will ensure that any discharge of oily
mixture is automatically stopped when the instantaneous rate of discharge of oil exceeds 15 ppm.
• Any failure of this monitoring and control system shall stop the discharge. In the event of failure of
the oil discharge monitoring and control system a manually operated alternative method may be
used, but the defective unit shall be made operable as soon as possible.
• Subject to allowance by the port State authority, a tanker with a defective oil discharge monitoring
and control system may undertake one ballast voyage before proceeding to a repair port.

3 The oil discharge monitoring and control system shall be designed and installed in compliance with the
guidelines and specifications for oil discharge monitoring and control systems for oil tankers developed by
the Organization.
4 Instructions as to the operation of the system shall be in accordance with an operational manual
approved by the Administration. They shall cover manual as well as automatic operations.

Oil tankers of 150 gross tonnage and above shall be provided with effective oil/ water interface
detectors approved by the Administration for a rapid and accurate determination of the oil/water interface
in slop tanks and shall be available for use in other tanks where the separation of oil and water is effected
and from which it is intended to discharge effluent direct to the sea.

1.1.9 State the requirements for the provision of Oil Record Books
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 specified form (appendix III).
2. 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.
1.1.10 List the entries required for machinery space operations in the Oil Record
Book

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 specified form (appendix III).
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:
1. Ballasting or cleaning of oil fuel tanks;
2. Discharge of dirty ballast or cleaning water from oil fuel tanks;.
3. Collection and disposal of oil residues (sludge and other oil residues);.
4. Discharge overboard or disposal otherwise of bilge water which has accumulated in
machinery spaces;
5. 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 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 causing
the ship to be unduly delayed.

1.1.11 List the entries required in respect of cargo or ballast operations in oil
tankers

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;
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. 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.

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
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.
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 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 II
shall be made admissible in any judicial proceedings as evidence of the facts stated in the entry.
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.

1.1.12 State that the Oil Record Book should be kept onboard readily available for
inspection and should be preserved for a period of three years after the last entry
has been made

The Oil Record Book 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.
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 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 II shall be made admissible in any
judicial proceedings as evidence of the facts stated in the entry.

1.1.13 List the key points in a typical shipboard oil pollution emergency plan
1. Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400
gross tonnage and above shall carry on board a shipboard oil pollution emergency plan (SOPEP)
approved by the Administration.
2. Such a plan shall be prepared based on guidelines developed by the Organization and written in
the working language of the master and officers. The plan shall consist at least of:
1. the procedure to be followed by the master or other persons having charge of the ship to
report an oil pollution incident,
 2. the list of authorities or persons to be contacted in the event of an oil pollution incident;
3. a detailed description of the action to be taken immediately by persons on board to
reduce or control the discharge of oil following the incident;
4. the procedures and point of contact on the ship for coordinating shipboard action with
national and local authorities in combating the pollution.
5. (the diagrammatic arrangement of the pumping system,)

3. In the case of ships to which regulation 17 of Annex II of the present Convention also applies,
such a plan may be combined with the shipboard marine pollution emergency plan for noxious
liquid substances required under regulation 17 of Annex II of the present Convention. In this case,
the title of such a plan shall be ''Shipboard marine pollution emergency plan''.
4. All oil tankers of 5,000 tonnes deadweight or more shall have prompt access to computerized
shore-based damage stability and residual structural strength calculation programs.

1.1.14 List the equipment required as per SOPEP manual

• Absorbent Roll
• Absorbent Pads
• Sawdust
• Shovels, brooms, mops, scoops
• Oil Spill Dispersant (OSD)
• Empty Receptacles (empty 200 litre drums)
• Portable air driven diaphragm pump
• Oil booms
• Shoulder Pack for spraying the OSD
• Spare scupper plugs
Basic Use of Oil Spill Equipment
• Absorbent Roll – This is a roll of highly absorbent material for use on oils in the spill area.
• Absorbent Pads – square pads of the above material
• Sawdust – to be spread on the oil spill for absorption of oil
• Shovels, brooms, mops, scoops – used for cleaning up the spill area
• Oil Spill Dispersant (OSD) – Used on deck for cleaning up after an oil spill. This chemical must
not be used for oil spills in water within any harbour limits (unless port authorities are consulted).
• Empty Receptacles (empty 200 litre drums) – these are used for storing the spilled oil after it is
collected.
• Portable air driven diaphragm pump – used for pumping the spilled oil from deck into the 200l
drums.
• Oil booms – used in the sea to contain the spread of oil. On specific ships only.
• Shoulder Pack for spraying the OSD – on to the spill area
• Spare scupper plugs – for use on deck as and where required
1.2 MARPOL Annex II – Noxious liquid substances in bulk

1.2.1 State that the requirements of Annex II apply to all ships carrying noxious
liquid substances in bulk

Transport of chemicals and liquid raw materials for the food and animal feed industries pose a major
threat to the marine environment. To minimise these risks MARPOL Annex II entered into force on 6
April 1987 with provisions for the design and construction, the equipment and the operation of
chemical tankers. This contributes towards the environmentally sound transportation of noxious liquid
substances in bulk.
MARPOL Annex II 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".
Basic principles of MARPOL Annex II are:
1. Safe containment of the noxious liquid substances,
2. Dilution of discharges
3. Limitation of discharges into the sea.
All important operations in connection with noxious liquid substances must be recorded in a cargo
record book.
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, so
that the risks to the ship, its crew and the environment may be minimised.
The IBC code lists the chemicals and their respective hazards as also the ship types required and the
environment hazard rating
Chemical tankers constructed before 1 July 1986 should comply with the requirements of the Code of
Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code), which was
the predecessor of the IBC Code.

1.2.2 State that noxious liquid chemicals are divided into four categories W, X, Y,
Z, and Other substances (OS) such that substances in category X pose the
greatest threat to the marine environment and those in category Other
substances (OS) the least

Noxious liquid substances are divided into four categories as follows:

Category X: Noxious liquid substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a major hazard to either marine resources or
human health and, therefore, justify the prohibition of the discharge into the marine environment;
Category Y: Noxious liquid substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a hazard to either marine resources or human
health or cause harm to amenities or other legitimate uses of the sea and therefore justify a
limitation on the quality and quantity of the discharge into the marine environment;
Category Z: Noxious liquid substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a minor hazard to either marine resources or
 human health and therefore justify less stringent restrictions on the quality and quantity of the
discharge into the marine environment;
Other substances (OS): are those which have been evaluated and found to fall outside category
X, Y or Z, because they are, 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 Annex II.
Examples of Category X chemicals:
• Acetone Cyanohydrin,
• Carbon Disulphide,
• Calcium Naphtalene
• Tetra Ethyl Lead
Also:
Nonyl Phenol, Dibutyl Pthalate, Epichlorohydrin, Ethyl Acrylate Monomer, Vinyl Toluene, Butyl Benzyl
Pthalate, Alpha Methyl Styrene, etc.
Examples of Category Y chemicals:
• Acrylonitrile,
• Carbon Tetrachloride,
• Ethylene Dichloride
• Phenol
Also:
Biodiesels, Caustic Soda, Lub Additives, Sulphuric acid, Benzene, Toluene, Xylene, Ethylene Glycol ,
Methanol, Lard, Palm Oils, All VEG OILS and FATS, Hexane, Vinyl Acetate, etc.
Examples of Category Z chemicals:
• Benzene (Dodecyl Benzene),
• Styrene,
• Toluene
• Xylene
Also:
Acetone, Acetic acid, Methyl Ethyl Ketone, Phosphoric acid , Urea, etc
Examples of Other Substances:
 Glucose Solution
 Ethyl Alcohol
 Molasses
 Olive Oil
 Wine
Also:
Apple Juice, Clay slurry, Coal slurry, Dextrose solution, Kaolin slurry, Water.

1.2.3 State that the conditions for the discharge of any effluent containing
substances falling in those categories are specified
Discharge provisions (MARPOL Annex II, Chapter 5, Regulation 13)
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.
 Before any prewash or discharge procedure is carried out, the relevant tank shall be emptied to
the maximum extent.
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 (MARPOL Annex II, Chapter 5, Regulation 13)
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:
1. 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;
2. 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
3. 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.

For ships constructed before 1 January 2007 the discharge into the sea of residues of substances in
category Z or of those provisionally assessed as such or ballast water, tank washings or other
mixtures containing such substances below the waterline is not mandatory.

1.2.4 State that each ship which is certified for the carriage of noxious liquid
substances in bulk should be provided with a Procedures and
Arrangements Manual

Procedures and Arrangements Manual

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.
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.

1.2.5 State that each ship should be provided with a Cargo Record Book which
should be completed, on a tank by tank basis, whenever any operations
with respect to a noxious liquid substance take place

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 as specified, 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.
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, 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.

1.2.6 Basic explanation of SMPEP

MARPOL Annex II, Chapter 7, Regulation 17 Shipboard marine pollution emergency plan for
noxious liquid substances
1. 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.
2. 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:
 the procedure to be followed by the master or other persons having charge of the ship to
report a noxious liquid substances pollution incident;
 the list of authorities or persons to be contacted in the event of a noxious liquid substances
pollution incident;
 a detailed description of the action to be taken immediately by persons on board to reduce or
control the discharge of noxious liquid substances following the incident; and
 the procedures and point of contact on the ship for coordinating shipboard action with
national and local authorities in combating the pollution.
3. 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. In this case, the title of such a
plan shall be „„Shipboard marine pollution emergency plan‟‟.
1.3 MARPOL Annex III – Harmful substances carried by sea in packaged
forms, or in freight containers portable tanks or road and rail tank wagons

1.3.1 State that for the purpose of this annex, empty receptacles, freight
containers and portable road and rail tank wagons which have been
used previously for the carriage of harmful substances are treated as
harmful substances themselves unless precautions have been taken to
ensure that they contain no residue that is hazardous to the marine
environment

MARPOL Annex III, Regulation 1 - Application,

(1) Harmful Substances - are those substances which are identified as marine pollutants in
the International Maritime Dangerous Goods Code (IMDG Code).
Guidelines for the identification of harmful substances in packaged form are given in the
appendix to this Annex.
For the purposes of this Annex, ''packaged form'' is defined as the forms of containment
specified for harmful substances in the IMDG Code.
Appendix to MARPOL Annex III
• bioaccumulated to a significant extent and known to produce a hazard to aquatic life or to human
health.
• bioaccumulated with attendant risk to aquatic organisms or to human health with a short retention
of the order of one week
• highly toxic to aquatic life.

Bioaccumulation refers to the accumulation of substances, such as pesticides, or other chemicals

in an organism and occurs when an organism absorbs a substance (possibly toxic) at a rate
faster than that at which the substance is lost by catabolism and excretion.
(2) The carriage of harmful substances is prohibited, except in accordance with the provisions
of this Annex.
(3) To supplement the provisions of this Annex, the Government of each Party to the
Convention shall issue, or cause to be issued:
a. detailed requirements on packing, marking, labelling, documentation, stowage, quantity
limitations and
b. exceptions for preventing or minimizing pollution of the marine environment by harmful
substances.

(4) Empty packagings which have been used previously for the carriage of harmful
substances shall themselves be treated as harmful substances unless adequate precautions
have been taken to ensure that they contain no residue that is harmful to the marine
environment.
(5) The requirements do not apply to ship's stores and equipment.
1.3.2 State that packaging, containers and tanks should be adequate to
minimize hazard to the marine environment

MARPOL Annex III, Regulation 2 - Packing

Packages shall be adequate to minimize the hazard to the marine environment, having
regard to their specific contents.
(“In packaged form” means in an individual package or receptacle including a freight
container or a portable tank or tank container or tank vehicle or ship-borne barge or other
cargo unit)

1.3.3 List the requirements for marking and labeling packages, freight
containers, tanks and wagons
MARPOL Annex III, Regulation 3 - Marking and labelling
(1) Packages containing a harmful substance: shall be:
a. durably marked with the correct technical name
b. trade names alone shall not be used,
c. durably marked or labelled to indicate that the substance is a marine pollutant.
d. 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:
a. this information will still be identifiable on packages surviving at least three months' immersion in
the sea.
b. 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.
1.4 MARPOL Annex IV – State the provisions regarding the discharge of
sewage into the sea

The discharge of raw sewage into the sea can create a health hazard, and in coastal areas,
sewage can also lead to oxygen depletion in the water and an obvious visual pollution, which is a
major problem for countries with large tourist populations.
Sewage from ships is defined as:
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;
4. other waste waters when mixed with the drainages described above.

Annex IV of MARPOL 73/78 contains a set of regulations regarding:

1. the discharge of sewage into the sea,
2. ship‟s equipment and systems for the discharge,
3. the provision of facilities at ports and terminals for the reception of sewage
4. requirements for survey and certification.

Annex IV, Regulation 11 - Discharge of sewage

1. Subject to the provisions of regulation 3 of this Annex, the discharge of sewage into the sea is
prohibited, except when:

 the ship is discharging comminuted and disinfected sewage using a system approved by
the Administration in accordance with regulation 9.1.2 of this Annex at a distance ˃ 3 nautical
miles from the nearest land, or sewage which is not comminuted or disinfected at a distance
˃ 12 nautical miles from the nearest land, provided that, in any case, the sewage that has been
stored in holding tanks shall not be discharged instantaneously but at a moderate rate when
the ship is en route and proceeding at not less than 4 knots
 the ship has in operation an approved sewage treatment plant which has been certified by the
Administration to meet the operational requirements referred to in regulation 9.1.1 of this Annex,
and
 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.
2. 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.
3. 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.
1.5 MARPOL Annex V
1.5.1 Garbage

1.5.1.1 Defines for the purpose of Annex V: Garbage nearest land special
area

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.
For a long while, many people believed that the oceans could absorb anything that was
thrown into them, but this attitude has changed along with greater awareness of the
environment. Many items can be degraded by the seas - but this process can take
months or years.
Persuading people not to use the oceans as a rubbish tip is a matter of education - the
old idea that the sea can cope with anything still prevails to some extent but it also
involves much more vigorous enforcement of regulations such as Annex V.
The MARPOL Convention seeks to eliminate and reduce the amount of garbage being
discharged into the sea from ships.
Unless expressly provided otherwise, Annex V applies to all ships, which means all
vessels of any type whatsoever operating in the marine environment, from merchant
ships to fixed or floating platforms to non-commercial ships like pleasure crafts and
yachts.
MARPOL Annex V, Regulation 1 (Definitions)
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.
1. Mediterranean Sea area,
2. Baltic Sea area,
3. Black Sea area,
4. Red Sea area,
5. Gulfs area,
6. North Sea area,
7. Antarctic area
8. Wider Caribbean Region
1.5.1.2 States that the provision of Annex V applies to all ships.
The MARPOL Convention seeks to eliminate and reduce the amount of garbage being discharged into the sea from
ships.
Unless expressly provided otherwise, Annex V applies to all ships, which means all vessels of any type whatsoever
operating in the marine environment, from merchant ships to fixed or floating platforms to non-commercial ships like
pleasure crafts and yachts.

1.5.1.3 States that the disposal into the sea of all plastics is prohibited

MARPOL Annex V, Regulation 3 (General Prohibition)

General prohibition on discharge of garbage into the sea:
(1) Discharge of all garbage into the sea is prohibited, except as provided otherwise in
regulations 4, 5, 6 and 7 of this Annex.
(2) Except as provided in regulation 7 of this Annex, discharge into the sea of all plastics,
including but not limited to synthetic ropes, synthetic fishing nets, plastic garbage bags
and incinerator ashes from plastic products is prohibited.
(3) Except as provided in regulation 7 of this Annex, the discharge into the sea of cooking oil
is prohibited.

1.5.1.4 States the regulations concerning the disposal of other garbage

Annex V, Regulation 4 - Discharge of garbage outside special areas
(1) 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:
(1) 3 nm from the nearest land for comminuted or ground food wastes. Such wastes shall be
capable of passing through a screen with openings no greater than 25 mm.
(2) 12 nm from the nearest land for food wastes that have not been treated as above.
(3) 12 nm 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.
(4) 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
Annex V, 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:
a) fixed or floating platforms
b) all other ships when alongside or within 500 m of such platforms.
2. Food wastes may be discharged into the sea from above when located more than 12 nautical miles
from the nearest land, 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.

Annex V, 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:
1. 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.
Discharge of introduced avian products, including poultry and poultry parts, is not permitted in
the Antarctic area unless it has been treated to be made sterile.
2.Discharge of cargo residues that cannot be recovered using commonly available methods for
unloading, where all the following conditions are satisfied:
 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;
 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;
 No adequate reception facilities are available at those ports taking into account guidelines
developed by the Organization;
 Where the conditions of subparagraphs 2.1, 2.2 and 2.3 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
(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:
a) 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.
b) 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.

1.5.1.5 List the entries to be made in the garbage record book

GARBAGE RECORD BOOK

1.
i. Every ship of 400 gross tonnage and above
ii. Every ship which is certified to carry 15 or more persons engaged in voyages to ports or offshore
terminals under the jurisdiction of another Party to the Convention
iii. Every fixed or floating platform
shall be provided with a Garbage Record Book, whether as a part of the ship's official log-book or
otherwise, and shall be in the form specified.
To be recorded:
i. Each discharge into the sea or to a reception facility,
ii. Each 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.
2.
The entry for each discharge or incineration shall include
i. date and time,
ii. position of the ship,
iii. category of the garbage and
iv. the estimated amount discharged or incinerated;
3.
The Garbage Record Book shall be kept on board the ship or the fixed or floating platform,
i. in such a place as to be readily available for inspection at all reasonable times.
ii. be preserved for a period of at least two years from the date of the last entry made in it;
4.
In the event of any discharge or accidental loss, 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:
i. the location,
ii. circumstances of, and
iii. the reasons for the discharge or loss,
iv. details of the items discharged or lost, and
v. the reasonable precautions taken to prevent or minimize such discharge or accidental loss.

1.5.1.6 Disposal requirements for expired medicines, expired pyrotechnics,

batteries and tube lights.

PYROTECHNICS (MGN 287)

a) It is an offence to fire distress-signal pyrotechnics on land, in harbour or at sea for
either testing purposes, practice or as fireworks (whether the pyrotechnics are out of date
or not).
b) It is also an offence to dump pyrotechnics at sea.
c) Out of date pyrotechnics should be landed ashore as soon as possible after the date of
expiry for safe disposal.
This advice note provides guidance on the various options available for the disposal of
out of date pyrotechnics:
1. some pyrotechnic suppliers, or their agent(s), may have a collection and disposal
scheme in place and may be able to accept your out of date pyrotechnics;
2. ask a liferaft service station if they are able to take your out of date pyrotechnics as
these service stations deal with the disposal of expired pyrotechnics on a regular basis;
3. ask the port, harbour or marina where your vessel is berthed if it will accept out of date
pyrotechnics for disposal (a charge may be made).
BATTERIES / EXPIRED MEDICINES / FLUORESCENT LAMPS / BULBS / CFL /
SODIUM VAPOUR LAMPS
All above are to be collected, packaged safely and landed ashore in consultation with the
vessel‟s agent for safe disposal.

1.5.1.7 Outline knowledge of Garbage Management Plan

GARBAGE MANAGEMENT PLAN

1. Every ship of 100 gross tonnage and above,
2. Every ship which is certified to carry 15 or more persons,
3. Fixed or floating platforms
 shall carry a garbage management plan which the crew shall follow.
This plan shall provide written procedures for:
a) minimizing,
b) collecting,
c) storing,
d) processing and
e) disposing of garbage,
f) including the use of the equipment on board.
g) 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.
 1.6 A brief Introduction to the following topics:

1.6.1 MARPOL Annex VI – Air Pollution

MARPOL 73/78 Annex VI
Regulations for the prevention of Air Pollution from ships
Entered into force on 19 May 2005
Revised Annex VI entered into force 1 July 2010
MARPOL Annex VI Regulations – Application
1. Apply to all ships ≥ 400 gross tons and above which have to carry an International Air Pollution
Prevention Certificate (IAPP Certificate).
2. This certificate must be on board at delivery for a ship constructed (keel laid) ˃ 19 May 2005.
3. For ships constructed before this date, the IAPP certificate must be on board at the first
scheduled dry-docking after 19 May 2005, but not later than 19 May 2008.
4. Ships of ˂ 400 tons still have to comply with the legislation where applicable, but in their case the
Administration may establish appropriate measures in order to ensure that Annex VI is complied
with.

1.6.2 International convention on Ballast Water Management

Ballast Water Management

Since the introduction of steel-hulled vessels around 120 years ago, water has been used as ballast to
stabilize vessels at sea. Ballast water is pumped in to maintain safe operating conditions throughout a
voyage. This practice reduces stress on the hull, provides transverse stability, improves propulsion
and manoeuvrability, and compensates for weight changes in various cargo load levels and due to fuel
and water consumption.

While ballast water is essential for safe and efficient modern shipping operations, it may pose serious
ecological, economic and health problems due to the multitude of marine species carried in ships‟ ballast water. These
include bacteria, microbes, small invertebrates, eggs, cysts and larvae of various species. The transferred species may
survive to establish a reproductive population in the host environment, becoming invasive, out-competing native species
and multiplying into pest proportions.

Scientists first recognized the signs of an alien species introduction after a mass occurrence of the Asian phytoplankton
algae Odontella (Biddulphia sinensis) in the North Sea in 1903. But it was not until the 1970s that the scientific
community began reviewing the problem in detail. In the late 1980s, Canada and Australia were among countries
experiencing particular problems with invasive species, and they brought their concerns to the attention of IMO's Marine
Environment Protection Committee (MEPC).

The problem of invasive species in ships‟ ballast water is largely due to the expanded trade and traffic volume over the
last few decades and, since the volumes of seaborne trade continue to increase, the problem may not yet have reached
its peak yet. The effects in many areas of the world have been devastating. Quantitative data show that the rate of bio-
invasions is continuing to increase at an alarming rate and new areas are being invaded all the time.

The spread of invasive species is now recognized as one of the greatest threats to the ecological and the economic well
being of the planet. These species are causing enormous damage to biodiversity and the valuable natural riches of the
earth upon which we depend. Direct and indirect health effects are becoming increasingly serious and the damage to
the environment is often irreversible.

For some examples of aquatic bio-invasions causing major impact please click here. It should be noted, however, that
there are hundreds of other serious invasions which have been or are in the process of being recorded around the
world.
Global response

Preventing the transfer of invasive species and coordinating a timely and effective response to invasions will require
cooperation and collaboration among governments, economic sectors, non-governmental organizations and
international treaty organizations; the UN Convention on the Law of the Sea (Article 196) provides the global framework
by requiring States to work together to prevent, reduce and control pollution of the marine environment including the
intentional or accidental introduction of species, alien or new, to a particular part of the marine environment, which may
cause significant and harmful changes
thereto.

IMO has been at the front of the

international effort by taking the lead in
addressing the transfer of invasive
aquatic species (IAS) through shipping.
In 1991 the MEPC adopted the
International Guidelines for preventing
the introduction of unwanted aquatic
organisms and pathogens from ships'
ballast water and sediment discharges
(resolution MEPC.50(31)); while the
United Nations Conference on
Environment and Development
(UNCED), held in Rio de Janeiro in
1992, recognized the issue as a major
international concern.

In November 1993, the IMO Assembly

adopted resolution A.774(18) based on
the 1991 Guidelines requesting the
MEPC and the MSC to keep the
Guidelines under review with a view to
developing internationally applicable,
legally-binding provisions. While
continuing its work towards the
development of an international treaty,
the Organization adopted, in November
1997, resolution A.868(20) - Guidelines
for the control and management of ships' ballast water to minimize the transfer of harmful aquatic organisms and
pathogens, inviting its Member States to use these new guidelines when addressing the issue of IAS.
After more than 14 years of complex negotiations between IMO Member States, the International Convention for the
Control and Management of Ships' Ballast Water and Sediments (BWM Convention) was adopted by consensus at a
Diplomatic Conference held at IMO Headquarters in London on 13 February 2004. In his opening address to the
Conference the Secretary-General of IMO stated that the new Convention will represent a significant step towards
protecting the marine environment for this and future generations. “Our duty to our children and their children cannot be
over-stated. I am sure we would all wish them to inherit a world with clean, productive, safe and secure seas – and the
outcome of this Conference, by staving off an increasingly serious threat, will be essential to ensuring this is so”.

The Convention will require all ships to implement a ballast water management Plan. All ships will have to carry a
Ballast Water Record Book and will be required to carry out ballast water management procedures to a given standard.
Parties to the Convention are given the option to take additional measures which are subject to criteria set out in the
Convention and to IMO guidelines.

Several articles and regulations of the BWM Convention refer to guidelines

to be developed by the Organization and Conference resolution 1
invited IMO to develop these guidelines as a matter of urgency and adopt
them as soon as practicable and, in any case, before the entry into force of
the Convention, with a view to facilitate global and uniform implementation
of the instrument.

The MEPC, at its fifty-first session in April 2004, approved a programme

for the development of guidelines and
procedures for uniform implementation
of the BWM Convention, listed in
Conference resolution 1, including
additional guidance required but not
listed in the resolution. The programme was further expanded at the fifty-third
session of the MEPC in July 2005 to develop and adopt 14 sets of Guidelines, the
last one being adopted by resolution MEPC.173(58) in October 2008. The
Guidelines and other relevant guidance documents can be found here .
Approval of ballast water management systems

During the Convention development process, considerable efforts were made to

formulate appropriate standards for ballast water management. They are the ballast
water exchange standard and the ballast water performance standard. Ships performing ballast water exchange shall
do so with an efficiency of 95 per cent volumetric exchange of ballast water and ships using a ballast water
management system (BWMS) shall meet a performance standard based on agreed numbers of organisms per unit of
volume.

Regulation D-3 of the BWM Convention requires that ballast water management systems used to comply with the
Convention must be approved by the Administration taking into account the Guidelines for approval of ballast water
management systems (G8).

Regulation D-3 also requires that ballast water management systems which make use of
Active Substances to comply with the Convention shall be approved by IMO in accordance
with the Procedure for approval of ballast water management systems that make use of
Active Substances (G9). Procedure (G9) consists of a two-tier process – Basic and Final
Approval – to ensure that the ballast water management system does not pose unreasonable risk to the environment,
human health, property or resources.

A technical group of experts has been established under the auspices of GESAMP to
review the proposals submitted for approval of ballast water management systems that
make use of Active Substances. The GESAMP Ballast Water Working Group (GESAMP-
BWWG) reports to the Organization on whether such a proposal presents unreasonable
risks in accordance with the criteria specified in the Procedure for approval of ballast water
management systems that make use of Active Substances. For more detailed information
regarding the ballast water treatment technologies please click here.

The Convention requires a review to be undertaken in order to determine whether appropriate technologies are
available to achieve the standard. MEPC has conducted a number of such reviews and agreed that appropriate
technologies are available to achieve the standard contained in regulation D-2 of the BWM Convention.

BWM Convention status

The BWM Convention will enter into force on 8 September 2017.

The adoption of all the required Guidelines for the uniform implementation of
the BWM Convention and the approval and certification of modern ballast water treatment technologies have removed
the major barriers to the ratification of the instrument and a number of additional countries have indicated their intention
to accede to this Convention in the near future.

1.6.3 International convention on Antifouling Paint Pollution

Anti-fouling systems

Background

Anti-fouling paints are used to coat the bottoms of ships to prevent sealife such as algae and molluscs attaching
themselves to the hull – thereby slowing down the ship and increasing fuel consumption.

The new Convention defines “anti-fouling systems” as “a coating, paint, surface treatment, surface or device that is used
on a ship to control or prevent attachment of unwanted organisms”.

In the early days of sailing ships, lime and later arsenic were used to coat ships' hulls, until the modern chemicals industry
developed effective anti-fouling paints using metallic compounds.

These compounds slowly "leach" into the sea water, killing barnacles and other marine life that have attached to the ship.
But the studies have shown that these compounds persist in the water, killing sealife, harming the environment and
possibly entering the food chain. One of the most effective anti-fouling paints, developed in the 1960s, contains the
organotin tributylin (TBT), which has been proven to cause deformations in oysters and sex changes in whelks.

The adoption of the new Convention marked the successful outcome of the task set by Chapter 17 of Agenda 21
developed by the 1992 Rio Conference on Environment and Development. Chapter 17 called on States to take measures
to reduce pollution caused by organotin compounds used in anti-fouling systems.

The harmful environmental effects of organotin compounds were recognized by IMO in 1989. In 1990 IMO‟s Marine
Environment Protection Committee (MEPC) adopted a resolution which recommended that Governments adopt measures
to eliminate the use of anti-fouling paint containing TBT on non-aluminium hulled vessels of less than 25 metres in length
and eliminate the use of anti-fouling paints with a leaching rate of more than four microgrammes of TBT per day.

In November 1999, IMO adopted an Assembly resolution that called on the MEPC to develop an instrument, legally
binding throughout the world, to address the harmful effects of anti-fouling systems used on ships. The resolution called
for a global prohibition on the application of organotin compounds which act as biocides in anti-fouling systems on ships
by 1 January 2003, and a complete prohibition by 1 January 2008.

This instrument was later adopted as the International Convention on the Control of Harmful Anti-fouling Systems on
Ships.
Anti-fouling systems

The International Convention on the Control of Harmful Anti-fouling Systems on Ships, which was adopted on 5 October
2001, will prohibit the use of harmful organotin compounds in anti-fouling paints used on ships and will establish a
mechanism to prevent the potential future use of other harmful substances in anti-fouling systems. The Convention
entered into force on 17 September 2008.

Under the terms of the Convention, Parties to the Convention are required to prohibit and/or restrict the use of harmful
anti-fouling systems on ships flying their flag, as well as ships not entitled to fly their flag but which operate under their
authority and all ships that enter a port, shipyard or offshore terminal of a Party.

Annex I attached to the Convention states that by an effective date of 1 January 2003, all ships shall not apply or re-apply
organotins compounds which act as biocides in anti-fouling systems, and by 1 January 2008 (effective date), ships either:

(a) shall not bear such compounds on their hulls or external parts or surfaces; or

(b) shall bear a coating that forms a barrier to such compounds leaching from the underlying non-compliant anti-
fouling systems.

This applies to all ships (except fixed and floating platforms, floating storage units (FSUs), and floating production storage
and off-loading units (FPSOs) that have been constructed prior to 1 January 2003 and that have not been in dry-dock on
or after 1 January 2003.

Ships of above 400 gross tonnage and above engaged in international voyages (excluding fixed or floating platforms,
FSUs and FPSOs) will be required to undergo an initial survey before the ship is put into service or before the
International Anti-fouling System Certificate is issued for the first time; and a survey when the anti-fouling systems are
changed or replaced.

Ships of 24 metres or more in length but less than 400 gross tonnage engaged in international voyages (excluding fixed or
floating platforms, FSUs and FPSOs) will have to carry a Declaration on Anti-fouling Systems signed by the owner or
authorized agent. The Declaration will have to be accompanied by appropriate documentation such as a paint receipt or
contractor invoice.

Anti-fouling systems to be prohibited or controlled will be listed in an annex (Annex 1) to the Convention, which will be
updated as and when necessary.
The Convention includes a clause in Article 12 which states that a ship shall be entitled to compensation if it is unduly
detained or delayed while undergoing inspection for possible violations of the Convention.

The Convention provides for the establishment of a “technical group” to include people with relevant expertise to review
proposals for other substances used in anti-fouling systems to be prohibited or restricted. Article 6 on the process for
proposing amendments to controls on anti-fouling systems sets out how the evaluation of an anti-fouling system should be
carried out.
Resolutions and guidelines

The Diplomatic Conference adopted four resolutions:

Resolution 1 - Early and effective application of the Convention – This resolution requests Member States to prepare to
be bound by the Convention and urges relevant industries to refrain from marketing, sale and application of the
substances controlled by Annex 1 of the Convention.

Resolution 2 - Future work of the Organization pertaining to the Convention – The resolution invites IMO to develop
guidelines for brief sampling of anti-fouling systems; guidelines for inspection of ships; and guidelines for surveys of ships.
The guidelines are needed in order to ensure global and uniform application of the articles of the Convention which
require sampling, inspection and surveys.
The following have been developed and adopted:

 Guidelines for survey and certification of anti-fouling systems on ships - adopted by resolution MEPC.102(48),
superseded by resolution MEPC.195(61);
 Guidelines for brief sampling of anti-fouling systems on ships - adopted by resolutionMEPC.104(49); and
 Guidelines for inspection of anti-fouling systems on ships - adopted by resolution MEPC.105(49), superseded by
resolution MEPC.208(62).

Another guidance document relevant for the implementation of the Convention is the Guidance on best management
practices for removal of anti-fouling coatings from ships, including TBT hull paints(AFS.3/Circ.3).

Resolution 3 - Approval and Test Methodologies for Anti-Fouling Systems on Ships – This resolution invites States to
approve, register or license anti-fouling systems applied in their territories. It also urges States to continue the work, in
appropriate international fora, for the harmonization of test methods and performance standards for anti-fouling systems
containing biocides.

Resolution 4 - Promotion of Technical Co-operation – The resolution requests IMO Member States, in co-operation with
IMO, other interested States, competent international or regional organizations and industry programmes, to promote and
provide directly, or through IMO, support to States in particular developing States that request technical assistance for:

(a) the assessment of the implications of ratifying, accepting, approving, or acceding to and complying with the
Convention;

(b) the development of national legislation to give effect to the Convention; and

(c) the introduction of other measures, including the training of personnel, for the effective implementation and
enforcement of the Convention.

It also requests Member States, in co-operation with IMO, other interested States, competent international and regional
organisation and industry programmes, to promote co-operation for scientific and technical research on the effects of anti-
fouling systems as well as monitoring these effects.

1.7 State that provisions under MARPOL Annex– VI deals with measures taken for
prevention of air pollution from ships

MARPOL Annex VI, Regulation 12 (Ozone Depleting Substances)

(1) Subject to the provisions of regulation 3 (Exceptions), any deliberate emissions of
ODS 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 ODS.
(2) New installations which contain ODS shall be prohibited on all ships, except that
new installations containing hydrochlorofluorocarbons (HCFCs) are permitted until 1
January 2020.
(3) The substances referred to in this regulation, and equipment containing such
substances, shall be delivered to appropriate reception facilities when removed from
ships.
(4) Each ship holding an IAPP Certificate shall maintain a list of equipment containing
ozone depleting substances.
(5) Each ship holding an IAPP Certificate which 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 log-book or electronic
recording system as approved by the Administration.
(6) Entries in the Ozone Depleting Substances Record Book shall be recorded in
terms of mass (kg) of substance and shall be completed without delay on each
occasion, in respect of the following:
 recharge, full or partial, of equipment containing ozone depleting substances;
 repair or maintenance of equipment containing ozone depleting substances;
 discharge of ozone depleting substances to the atmosphere:
 deliberate;
 non-deliberate;
  discharge of ozone depleting substances to land-based reception facilities;
 supply of ozone depleting substances to the ship.

1.8 State that sources of emission of harmful gases from ships which are covered
underthis annexe will include, Ozone depleting Substances (ODS); for
e.g.,Refrigerant Gases (which contain CFCs) and Halons(Fire Fighting systems)
Gases which may cause 'Acid Rain'; for e.g., SOx(originating from the Sulphur
content of Main Enginefuel) and Nox (originating due to mixing up of N 2 and O 2
at high temperatures of the engine exhaust)Volatile Organic Compounds (VOCs);
for e.g.,Emission of tank atmosphere from tankers during loading Exhaust gases
from 'Shipboard Incinerators'

OZONE DEPLETING SUBSTANCES

Chlorofluorocarbons or CFCs (also known as Freon) are non-toxic, non-flammable and non-
carcinogenic. They contain atoms of fluorine, carbon and chlorine. CFCs are widely used as
coolants in refrigeration and air conditioners, as solvents in cleaners, particularly for
electronic circuit boards, as a blowing agents in the production of foam (for example fire
extinguishers), and as propellants in aerosols.
Hydrochlorofluorocarbons or HCFCs are compounds containing carbon, hydrogen, chlorine
and fluorine. Industry and the scientific community view certain chemicals within this class of
compounds as acceptable temporary alternatives to CFCs. The HCFCs have shorter
atmospheric lifetimes than CFCs and deliver less reactive chlorine to the stratosphere where
the ozone layer is found.
Hydrofluorocarbons (HFCs) are compounds containing carbon, hydrogen, and fluorine.
Certain chemicals within this class of compounds are viewed by industry and the scientific
community as acceptable alternatives to CFCs and HCFCs on a long-term basis.

Halons are gases containing bromine, which breaks down ozone in the stratosphere. Halons
were used primarily in fire extinguishers.
Annex VI prohibits deliberate emissions of ozone depleting substances, which include
halons and chlorofluorocarbons (CFCs). New installations containing ozone-depleting
substances are prohibited on all ships. But new installations containing hydro-
chlorofluorocarbons (HCFCs) are permitted until 1 January 2020.
Annex VI, Regulation 13 - Nitrogen oxides (NOx)
(1) (a) This regulation shall apply to:
(i) each diesel engine with a power output > 130 kW which is installed on a ship constructed
≥ 1 January 2000; and
(ii) each diesel engine with a power output > 130 kW which undergoes a major conversion ≥
1 January 2000.

(b) This regulation does not apply to:

(i) emergency diesel engines, engines installed in lifeboats and any device or equipment
intended to be used solely in case of emergency; and
(ii) 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.
 (c) Notwithstanding the provisions of sub-paragraph (a) of this paragraph, the Administration
may allow exclusion from the application of this regulation to any diesel engine which is
installed on a ship constructed, or on a ship which undergoes a major conversion, before the
date of entry into force of the present Protocol, provided that the ship is solely engaged in
voyages to ports or offshore terminals within the State the flag of which the ship is entitled to
fly.
(2)(a) Major conversion means a modification of an engine where:

(i) the engine is replaced by a new engine built ≥ 1 January 2000, or

(ii) any substantial modification, as defined in the NO x Technical Code, is made to the
engine, or

(iii) the maximum continuous rating of the engine is increased > 10%.

(b) The NOx emission resulting from modifications referred to in the sub-paragraph (a) of this
paragraph shall be documented in accordance with the NO x Technical Code for approval by
the Administration.

1.9 State that few environmentally sensitive areas are designated as 'Emission
ControlAreas' (ECAs) and while within these areas ships are allowed to burn only
fuel with much lower sulphur content
NOx Emission Control Areas
Existing NOx ECAs
North American ECA
&
US Caribbean Sea ECA

NOx Emission Control Area