What is Bacterial Food Poisoning

Practically all outbreaks of food poisoning in eating places result from the growth of harmful bacteria in food due to
incorrect handling of food stuffs of improper sanitation.

1. Kinds of Food Poisoning

Food poisoning is generally caused by three kinds of bacteria, i.e. Staphylococcus, streptococcus and salmonella,
the poisoning which each cause is known by the same name.

These bacteria are found in large numbers in air, water, milk, and sewage. However, their main sources are the skin and
the intestinal and respiratory tracts of animals. Also bacteria can get into food form boils, infected cuts, coughing and
sneezing by people who handle food. Once these bacterial produce the toxin and food stuff, they (the bacteria) can be
destroyed by giving heat treatment, but the poisonous substance (toxin) still remains in food; the appearance and taste
of such food infected by these bacterial may seem all right. This type of food poisoning is always dangerous.

2. Sanitation Measures Prevent Contamination

A programme to prevent food poisoning must emphasize proper sanitation an handling sanitation and handling
measures to prevent bacterial contaminating the food.

a) By giving low temperature treatment to control the growth of bacterial (below 50 degree F- 10 Degree C )
b) By giving heat treatment to destroy bacterial in food ( above 120 degree F- 49 degree C )
c) Proper sanitation to curb the development of conditions conducive to bacteria growth.
A-1 Refrigeration Controls growth of bacteria

The most suitable temperature for the growth of bacteria is between 50 and 120 degree Fahrenheit. This is the danger
zone in which foods should be held the least possible time. Therefore, the following factors are to be taken into
consideration to avoid bacterial growth in food stuffs;

i. Refrigerate food immediately after it is cooked to check the growth of bacteria. Delaying this refrigeration until
the food reaches room temperature will allow the bacteria to grow more rapidly.
ii. Chill perishable foods rapidly and hold them at 40 degree F
iii. When freezing foods, chill or freezing them so that the center temperature is reduced to 40 degree F. or below
within 4 hours.
iv. Refrigerate leftover as soon as possible.

Pollution of Marine environment

Take precautions to prevent pollution of Marine environment – 4 to 4.3

4. Environmental responsibilities

4-1. The international regulations with respect to disposal of garbage are known especially
with respect to plastics, glass, drums and other non-bio-degradable items.

4-2 Garbage management and segregation of garbage onboard ships

4-3 operation of incinerators, compacters and shedding machines are only carried out by
competent persons.
4. Environmental responsibilities -- Pollution Prevention

In 1973, IMO adopted the International Convention for the Prevention of Pollution from Ships, now known universally as
MARPOL, which has been amended by the Protocols of 1978 and 1997 and kept updated with relevant amendments.
The MARPOL Convention addresses pollution from ships by oil; by noxious liquid substances carried in bulk; harmful
substances carried by sea in packaged form; sewage, garbage; and the prevention of air pollution from ships. MARPOL
has greatly contributed to a significant decrease in pollution from international shipping and applies to 99% of the
world’s merchant tonnage.

Other treaties address anti-fouling systems used on ships, the transfer of alien species by ships’ ballast water and the
environmentally sound recycling of ships. Reductions of pollution generated by ships have been achieved by addressing
technical, operational and human element issues and are all the more noteworthy when compared with the significant
growth in the world’s shipping industry – both in the size of the world fleet and the distances that it travels. IMO is
continuously pursuing a pro-active approach to enhance implementation and enforcement, both by flag and port States,
including a pro-active action plan to ensure that shore-based reception facilities for ship generated waste keep up with
international regulatory requirements.

Port State control -

Provisions to extend port State control to cover operational requirements as regards prevention of marine pollution
were adopted in 1994 and entered into force on 3 March 1996. Like similar amendments to the other MARPOL Annexes,
regulation 9 of Annex V makes it clear that port State control officers can inspect a foreign-flagged ship at a port or an
offshore terminal of its State "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".

Polar Regions -

Chapter 3 of MARPOL Annex V makes use of the environment-related provisions of the Polar Code mandatory, and
requires that ships trading the Polar Regions must comply with strict environmental provisions specific to the harsh
conditions in Polar waters – the Arctic waters and the Antarctic area.

4-1. The international regulations with respect to disposal of garbage are known especially
with respect to plastics, glass, drums and other non-bio-degradable items.

MARPOL Annex V – GARBAGE

Regulations for the prevention of pollution by garbage from ships are contained in Annex V of MARPOL.

Background of MARPOL Annex V -

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
MARPOL Annex V.

MARPOL Annex V 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 ships 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.

Although the Annex is optional, it did receive a sufficient number of ratifications to enable entry into force on 31
December 1988. Today, more than 150 Countries have signed up to MARPOL Annex V.

MARPOL Annex V generally prohibits the discharge of all garbage into the sea, except as provided otherwise in
regulations 4, 5, and 6 of the Annex, which are related to food waste, cargo residues, cleaning agents and additives and
animal carcasses. An overview of the MARPOL Annex V discharge provisions can be accessed here. Exceptions with
respect to the safety of a ship and those on board and accidental loss are contained in regulation 7 of Annex V

Under MARPOL Annex V, garbage includes all kinds of food, domestic and operational waste, 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. 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.

To assist Governments, ships and port operators in implementing relevant requirements under MAPROL Annex V, MEPC
has developed and adopted the Guidelines for the implementation of MARPOL

Port reception facilities -

The effectiveness of ships to comply with the discharge requirements of MARPOL depends largely upon the availability
of adequate port reception facilities, especially within special areas. Hence, MARPOL Annex V also obliges Governments
to ensure the provision of adequate reception facilities at ports and terminals for the reception of garbage without
causing undue delay to ships, and according to the needs of the ships using them.

Garbage From Ships, Is It a Problem?

What is solid waste and how much is generated on cruise ships?
Solid waste is the garbage, refuse, sludge, rubbish, trash, and other discarded materials resulting from industrial,
commercial, and other operations, as well as that disposed of every day by individuals, businesses, and communities.
Solid waste can be either non-hazardous or hazardous waste. Non-hazardous waste, for example, may be in the form of
trash and the waste associated with product packaging, cans, bottles, food waste, newspapers, product and machinery
parts, disposable products, and recyclable products; this waste may be solid, liquid, semisolid, or gaseous material. This
section discusses non-hazardous solid waste generated on cruise ships.
In a single day, an Environmental Protection Agency estimates passengers aboard a typical cruise ship will generate:
21,000 gallons of sewage.
7 tons of garbage & solid waste.
170,000 gallons of wastewater from sinks, showers and laundry.
More than 25 pounds of batteries, fluorescent lights, medical wastes and expired chemicals.
Up to 6,400 gallons of oily bilge water from engines.
Four plastic bottles per passenger — more than 8,000 bottles per day , if 2000 passengers.

Gray Water
Gray water consists of wastewater from sinks, laundries, galleys, and showers. It is the largest type of liquid waste
generated by cruise ships. It can contain detergents, fecal coliform, food waste, oil and grease, shampoos, cleaners,
pesticides, heavy metals, and on some vessels, medical and dental wastes. At least one cruise line has pled guilty to
releasing pollutants through ships’ gray water discharges. A typical ship discharges between 90,000 and 255,000 gallons
of gray water per day. Gray water is essentially unregulated and may be discharged almost anywhere in the oceans.

Toxic Wastes
Cruise ships also generate toxic wastes, including photo processing chemicals, dry cleaning solvents, and paint waste.
These products can be highly toxic to marine organisms. It is illegal to dispose of toxics through the ships’ gray water.
Nevertheless, the three largest environmental fines levied against cruise lines in the U.S. were specifically for
fraudulently concealing the dumping of toxic substances into harbors.

Solid Waste
A cruise ship with 3,000 passengers and crew generates about 50 tons of
solid waste in a single week.
• 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.

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

Date of Entry into

Special Areas Adopted # In Effect From
Force

Annex V: Garbage

Mediterranean Sea 2 Nov 1973 31 Dec 1988 1 May 2009

Baltic Sea 2 Nov 1973 31 Dec 1988 1 Oct 1989

Black Sea 2 Nov 1973 31 Dec 1988 *

Red Sea 2 Nov 1973 31 Dec 1988 *

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

North Sea 17 Oct 1989 18 Feb 1991 18 Feb 1991

Antarctic area (south of latitude 60

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

Wider Caribbean region including the

4 Jul 1991 4 Apr 1993 1 May 2011
Gulf of Mexico and the Caribbean Sea
4.2 Garbage management and segregation of garbage onboard ships
Types and Specific Examples/Descriptions of Solid Waste Generated on Cruise Ships
Cardboard
Dunnage (lining and packing materials that float) and cardboard from all manner of packaging materials
Paper / Paper and packaging / Plastic / Synthetic ropes, fishing nets, plastic containers, plastic bags, biodegradable
plastics, Poly-Ethylene Terephthalate (P.E.T.) plastics, and High Density Polyethylene (HDPE) plastics
Wood
Wood pallets and waste wood
Glass
Chipped or broken glasses, food and beverage jars, and bottles
Metal cans
Aluminum soft drink cans, tin cans from the galley, and steel cans from ship maintenance operations

Food waste
 Wastes derived in whole or part from fruits, vegetables, meats, or other plant or animal material (includes food
scraps, table refuse, galley refuse, food wrappers or packaging materials contaminated with food residue)
 Incinerator ash
Ash generated from the incineration of packing materials, paper and cardboard wastes, etc.
 Food wrappers and packaging
Paper and plastic wrapping/packaging materials with food residue
 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, as the following table shows:
• Time taken for objects to dissolve at sea
• Paper bus ticket2-4 weeks
• Cotton cloth 1-5 months
• Rope 3-14 months
• Woollen cloth 1 year
• Painted wood 13 years
• Tin can 100 years
• Aluminium can 200-500 years
• Plastic bottle 450 years
• The MARPOL Convention sought to eliminate and reduce the amount of garbage being dumped into the sea
from ships.
• Under Annex V of the Convention, garbage includes all kinds of food, domestic and operational waste, excluding
fresh fish, generated during the normal operation of the vessel and liable to be disposed of continuously or
periodically.

Special Areas
Annex V totally prohibits of the disposal of plastics anywhere into the sea, and severely restricts discharges of
other garbage from ships into coastal waters and "Special Areas”.

• The Annex also obliges Governments to ensure the provision of reception facilities at ports and terminals for the
reception of garbage.
• The special areas established under Annex V 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
• 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.
 Disposal –
• The date, time, position of ship, description of the garbage and the estimated amount incinerated or discharged
must be logged and signed. The Garbage Record Book must be kept for a period of two years after the date of
the last entry. This regulation does not in itself impose stricter requirements - but it makes it easier to check that
the regulations on garbage are being adhered to as it means ship personnel must keep track of the garbage and
what happens to it. It may also prove an advantage to a ship when local officials are checking the origin of
dumped garbage - if ship personnel can adequately account for all their garbage, they are unlikely to be wrongly
penalised for dumping garbage when they have not done so.

• All ships of 400 gross tonnage and above and every ship certified to carry 15 persons or more will have to carry a
Garbage Management Plan, to include written procedures for collecting, storing, processing and disposing of
garbage, including the use of equipment on board. The Garbage Management Plan should designate the person
responsible for carrying out the plan and should be in the working language of the crew.

• MEPC/Circ.317 gives Guidelines for the development of garbage management plans and an Appendix to Annex V
of MARPOL gives a standard form for a Garbage Record Book.

• Regulation 9 came into force for new ships from 1 July 1997 and from 1 July 1998 all applicable ships built before
1 July 1997 also had to comply: all ships of 400 gross tonnage and above and every ship certified to carry 15
persons or more, and every fixed or floating platform engaged in exploration and exploitation of the seabed.

• The regulation also requires every ship of 12 metres or more in length to display placards notifying passengers
and crew of the disposal requirements of the regulation; the placards should be in the official language of the
ship's flag State and also in English or French for ships travelling to other States' ports or offshore terminals.
•
• Despite the entry into force of Annex V in 1988, even recent surveys carried out in the United States each year
have produced up to 10 tons of garbage per mile of coastline, a record that can probably be matched in many
other parts of the world. Plastic forms the biggest single item found.
•
• 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.

Placards -

Regulation 10.1 also requires every ship of 12 metres in length or over and every fixed or floating platform to display
placards notifying passengers and crew of the disposal requirements of the Annex; these placards should be written in
the working language of the ship's crew and also in English, French or Spanish for ships travelling to other States' ports
or offshore terminals.

Garbage management plan -

All ships of 100 gross tonnage and above, every ship certified to carry 15 persons or more, and every fixed or floating
platform must carry a garbage management plan on board, which includes written procedures for minimizing, collecting,
storing, processing and disposing of garbage, including the use of the equipment on board (regulation 10.2). The garbage
management plan must designate the person responsible for the plan and be written in the working language of the
crew. Resolution MEPC.220(63) provides the 2012 Guidelines for the development of garbage management plans.

Garbage Record Book -

Implementation and enforcement is also the focus of regulation 10.3, which requires all ships of 400 gross tonnage and
above and every ship which is certified to carry 15 persons or more engaged in voyages to ports and offshore terminals
under the jurisdiction of another Party to the Convention and every fixed or floating platform to provide a Garbage
Record Book and to record all disposal and incineration operations.

The date, time, position of the ship, description of the garbage and the estimated amount incinerated or discharged
must be logged and signed. The Garbage Record Book must be kept for a period of two years after the date of the last
entry. This regulation does not in itself impose stricter requirements - but it makes it easier to check that the regulations
on garbage are being adhered to as it means ship personnel must keep track of the garbage and what happens to it. It
could also prove an advantage to a ship when local officials are checking the origin of discharged garbage - if ship
personnel can adequately account for all their garbage, they are unlikely to be wrongly penalised for discharging
garbage when they have not done so. Appendix 2 of MARPOL Annex V provides a standard form for a Garbage Record
Book.

Cargo residues -

Cargo residues are defined as the remnants of any cargo which are not covered by other Annexes to the present
Convention and which remain on deck or in holds following loading or unloading. They include loading and unloading
excess or spillage, whether in wet or dry condition or entrained in wash water, but do not include cargo dust remaining
on deck after sweeping or dust on the external surfaces of the ship (regulation 1.2 of Annex V). In addition to this
definition, MARPOL Annex V also stipulates that only those cargo residues that cannot be recovered using commonly
available methods for unloading could be considered for discharge.

A simplified overview of the regulations regarding the discharge of cargo residues under MARPOL Annex V can be
accessed here. As a general rule, cargo residues which contain substances classified as harmful to the marine
environment (HME) must not be discharged at sea, but have to be taken to port reception facilities. Regarding the
discharge of cargo residues which do not contain any HME substances, the Annex establishes different requirements
depending on whether they are contained in wash water or not.

Solid bulk cargoes must be classified and declared by the shipper as to whether or not they are harmful to the marine
environment, in accordance with the criteria set out in appendix 1 of MARPOL Annex V.

4.3. Operation of incinerators, compacters and shredding machines are only carried out by
competent persons.

Rigorous Recycling Programs.

The cruise line industry is wholly committed to reducing the amount of waste produced by passengers aboard ships and
at ports of call as well as the waste generated through the course of operating the ships. Many lines have
comprehensive programs and crew members who are specially trained and responsible for sorting, processing, storing,
recycling, and the final disposal of garbage. These programs can also include special wastes such as chemicals including
those from photo processing equipment, collected and disposed with licensed contractors ashore. Other recyclable
items include: paper, glass, plastics, aluminum, scrap metal, fluorescent lamps, batteries, toner cartridges and cooking
oil, among others.

Environmental stewardship videos for passengers. Many cruise lines have produced videos for their guests to watch to
learn about how they can do their part while aboard.
Some Cruise Lines recycle and incinerates or offloads all waste materials from its ships for disposal on land. These
materials include plastic, glass, rags, metal, fluorescent lamps, batteries and medical waste.
Solid waste is processed and incinerated on board or it is sent to an approved shore-side facility for treatment, recycling
or disposal.

Cooking oil and grease are stored in special holding tanks after use and re-used onboard as alternative fuel. Items no
longer usable onboard, such as mattresses, blankets and computers are donated to local organizations.

As part of hazardous waste-management system, some liners have invested in fluorescent lamp-crushers that allow for
onboard separation of glass, mercury and metal end-caps. Lead, lithium and cadmium are recycled through on board
battery recycling program.

Few companies have a zero solid waste discharge policy, with all solid waste incinerated onboard or ashore, raising the
cruise line’s environmental standards. Companies have replaced many onboard plastic materials with biodegradable
materials such as paper laundry bags in lieu of plastic bags. Biodegradable food waste is processed onboard by using
pulpers, grinders and dehydrators.

In an attempt to reduce its impact on the environment, Carnival has implemented a number of measures on board its
cruise liners. According to Carnival, it does not dispose of any waste at sea, choosing instead to recycle, incinerate or
offload all waste materials from its ships on land. The firm has also installed recycling containers throughout its ships to
allow guests to dispose of food, glass, aluminum and plastics. The line also claims to be researching different options for
the treatment of waste water from sinks, showers and kitchens to enable it to be used for flushing toilets, laundry and
deck washing. Energy and water conservation audits are now carried out on all Carnival ships.

Shipboard incinerators

• The Marine Environment Protection Committee 40th Session on 25 September 1997 adopted a Standard
Specification for Shipboard Incinerators (see resolution MEPC.76(40)). The specification covers the design,
manufacture, performance, operation and testing of incinerators designed to incinerate garbage and other
shipboard waste.
• The Correspondence Group for the Review of MARPOL Annex V completed its work and reported in the autumn
of 2010 to the sixty-first session of MEPC who considered and approved the amendments. MEPC at its sixty-
second session in July 2011 adopted the amendments to Annex V by resolution MEPC.201(62), which will enter
into force on 1 January 2013. The revised Annex V prohibits the discharge of all garbage into the sea, except as
provided otherwise. An overview of the revised MARPOL Annex V discharge provisions can be accessed here.

The Standard Specification for Shipboard Incinerators (resolution MEPC.244(66)) covers the design, manufacture,
performance, operation and testing of incinerators designed to incinerate garbage and other shipboard waste.

Other Annexes -
MARPOL Annex I – Prevention of Pollution by Oil
Oil tankers transport some 2,900 million tonnes of crude oil and oil products every year around the world by sea. Most
of the time, oil is transported quietly and safely...

Measures introduced by IMO have helped ensure that the majority of oil tankers are safely built and operated and are
constructed to reduce the amount of oil spilled in the event of an accident. Operational pollution, such as from routine
tank cleaning operations, has also been cut.
The operational and construction regulations introduced by MARPOL, which entered into force in 1983, have been a
success, with statistics from reputable industry and independent bodies showing that these regulations, along with
other safety-related regulations such as the introduction of mandatory traffic separation schemes and international
standards for seafarer training, have been instrumental in the continuous decline of accidental oil pollution that has
taken place over the last 30 years.

The MARPOL convention, in 1983, introduced a number of radical new concepts, such as a requirement for new oil
tankers to be fitted with segregated ballast tanks, so as to obviate the need to carry ballast water in cargo tanks. This
was superseded by the requirement for oil tankers delivered from 1996 onwards to be fitted with a double hull. The
protection of the marine environment was thus greatly enhanced.

As far as operational oil pollution is concerned, the many innovations introduced by MARPOL on allowable discharges of
bilge water through the oily water separator (with the well-known 15ppm standard), or oily waters from the cargo tanks,
through the oil discharge and monitoring system, have contributed greatly to a noticeable decrease in the pollution of
the world’s seas, though it is fair to recognise that a greater effort to impose compliance must be carried out.

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

Date of Entry into

Special Areas Adopted # In Effect From
Force

Annex I: Oil

Mediterranean Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983

Baltic Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983

Black Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983

Red Sea 2 Nov 1973 2 Oct 1983 *

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

Gulf of Aden 1 Dec 1987 1 Apr 1989 *

Antarctic area 16 Nov 1990 17 Mar 1992 17 Mar 1992

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

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

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

MARPOL Annex II - Carriage of noxious liquid substances in bulk

MARPOL Annex II Regulations for the control of pollution by noxious liquid substances in bulk sets out a pollution
categorization system for noxious and liquid substances. The four categories are:
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; and

Other Substances: substances which have been evaluated and found to fall outside Category X, Y or Z because they are
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 of deballasting operations. The discharge of bilge or ballast water or other
residues or mixtures containing these substances are not subject to any requirements of MARPOL Annex II.

The annex also includes a number of other requirements reflecting modern stripping techniques, which specify
discharge levels for products which have been incorporated into Annex II. For ships constructed on or after 1 January
2007 the maximum permitted residue in the tank and its associated piping left after discharge is set at a maximum of 75
litres for products in categories X, Y and Z (compared with previous limits which set a maximum of 100 or 300 litres,
depending on the product category).

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

Date of Entry into

Special Areas Adopted # In Effect From
Force

Annex II: Noxious Liquid Substances

Antarctic area 30 Oct 1992 1 Jul 1994 1 Jul 1994

MARPOL Annex III - Chemicals carried in packaged form

Chemicals which are carried in packaged form, in solid form or in bulk are regulated by Part A of SOLAS Chapter VII -
Carriage of dangerous goods, which includes provisions for the classification, packing, marking, labelling and placarding,
documentation and stowage of dangerous goods.

MARPOL Annex III also sets out regulations for the prevention of pollution by harmful substances in packaged form and
includes general requirements for the issuing of detailed standards on packing, marking, labelling, documentation,
stowage, quantity limitations, exceptions and notifications for preventing pollution by harmful substances. For the
purpose of Annex III, “harmful substances” are those identified as “marine pollutants” in the IMDG Code.

Both SOLAS and MARPOL refer to the International Maritime Dangerous Goods (IMDG) Code, which was developed by
IMO as a uniform international code for the transport of dangerous goods by sea.

Preparedness, Response and Liability and Compensation for Chemical Pollution Incidents
Marpol Annexe VI

Air Pollution, Energy Efficiency and Greenhouse Gas EmissionsAir Pollution

In 1997, a new annex was added to the International Convention for the Prevention of Pollution from Ships
(MARPOL). The regulations for the Prevention of Air Pollution from Ships (Annex VI) seek to minimize
airborne emissions from ships (SOx, NOx, ODS, VOC shipboard incineration) and their contribution to local and
global ai r pollution and environmental problems. Annex VI entered into force on 19 May 2005 and a revised
Annex VI with significantly tightened emissions limits was adopted in October 2008 which entered into force
on 1 July 2010.

Energy Efficiency
In 2011, IMO adopted mandatory technical and operational energy efficiency measures which are expected
to significantly reduce the amount of CO2 emissions from international shipping. These mandatory measures
(EEDI/SEEMP) entered into force on 1 January 2013.

IMO has adopted important guidelines aimed at supporting implementation of the mandatory measures to
increase energy efficiency and reduce GHG emissions from international shipping, paving the way for the
regulations on EEDI and SEEMP to be smoothly implemented by Administrations and industry.

The expected growth of world trade represents a challenge to meeting a future target for emissions required
to achieve stabilization in global temperatures and so IMO has begun consideration of further technical and
operational measures to enhance the energy efficiency of ships.

Data Collection System

Amendments to MARPOL Annex VI on Data collection system for fuel oil consumption of ships entered into
force on 1 March 2018.

Under the amendments, ships of 5,000 gross tonnage and above are required to collect consumption data for
each type of fuel oil they use, as well as other, additional, specified data including proxies for transport work.
The aggregated data is reported to the flag State after the end of each calendar year and the flag State,
having determined that the data has been reported in accordance with the requirements, issues a Statement
of Compliance to the ship. Flag States are required to subsequently transfer this data to an IMO Ship Fuel Oil
Consumption Database. IMO will be required to produce an annual report to MEPC, summarizing the data
collected.

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

Date of Entry into

Special Areas Adopted # In Effect From
Force
Annex VI: Prevention of air pollution by ships (Emission Control Areas)

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

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

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

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

North American ECA

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

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