DNS Marpol and MEK

MARPOL &Marine Engineering Knowledge
Shailendra Singh
Convention
Ø It is a formal agreement
between states and is a usually
an instrument negotiated under
an international organisation
like IMO
Ø E.g. :
ØInternational convention on
safety of life at sea (SOLAS)
ØInternational convention for
prevention of pollution at sea
(MARPOL)
ØInternational convention on Load
Lines
ØInternational convention on
Tonnage measurement of ships
ØInternational convention on the
control of harmful anti fouling
system on ship
Shailendra Singh MARPOL 2
Protocol
ØA protocol is used for the modification of an IMO

convention when
• There is a significant change to the original convention
• When a new chapter is added to the original convention. It may add
with protocol.
• When a change is applicable to the all the chapters
• When IMO feels, the change need to be brought by the protocol

Code
Code is the detailed explanation and
stating requirement of the any aspect
comes under Convention.
Ø EG:-
– FSS Code: International Code For Fire Safety
Systems
– ISM Code: International Safety Management
Code
– ISPS Code: International Ship And Port
Facility Security Code
– LSA Code:International Life-saving Appliance
Code
– IMDG Code: International Maritime
Dangerous Goods Code
– IBC Code: International Code For The
Construction And Equipment Of Ships
Carrying Dangerous Chemicals In Bulk
– INTERNATIONAL CODE OF SIGNALS
– INTERNATIONAL GRAIN CODE: International
Code For The Safe Carriage Of Grain In Bulk
– IGC Code: International Code For The
Construction And Equipment Of Ships
Carrying Liquefied Gases In Bulk

Brief history
Oil spill was one of major consequence of maritime industry and due to intentional and deliberate
discharge of oil in water affect the marine life and ecology of that area. Therefore The International
Maritime organization decided to implement strict maritime oil pollution prevention regulations to
monitor the oil spills due to continuous pressure from the end of the government of the affected country.
1954-IMO implemented OILPOL.
The OILPOL Convention which entered into force on 26 July 1958, recognized that most oil pollution
resulted from routine shipboard operations such as the cleaning of cargo tanks. Therefore
It established “prohibited zones” extending at least 50 miles from the nearest land in which the
discharge of oil or of mixtures containing more than 100 parts of oil per million was forbidden.
All appropriate steps to promote the provision of facilities for the reception of oily water and residues. In
1962, IMO adopted amendments to the Convention which extended its application to ships of a lower
tonnage and also extended the "prohibited zones".

Brief history
1965 - IMO set up a Subcommittee on Oil Pollution,

under the auspices of its Maritime Safety committee, to
address oil pollution issues. Amendments adopted in
1969 contained regulations to further restrict operational
discharge of oil from oil tankers and from machinery
spaces of all ships (sludge/bilge discharge).
1967-The wreck of Torrey canyon sparked controversy

and resulted in a series of conventions, including further
amendments to the 1954 Convention, which were
adopted in 1969. In
1971-The International Convention for the prevention of

pollution of the sea by oil, 1954, (OILPOL) was amended
again, however it was generally felt that an entirely new
instrument was required to control pollution of the seas
by ships.
Brief history
1973 - IMO convened a major conference on marine
pollution by ships. It resulted in the adoption of the first
ever comprehensive anti-pollution convention, thus
MARPOL was born with the objective of minimizing
pollution of the oceans and seas and preserve the marine
environment.
1978-IMO convened a Conference on Tanker Safety and

Pollution Prevention, which adopted a protocol to the
1973 MARPOL Convention introducing further and
stricter measures which included requirements for certain
operational techniques and a number of modified
constructional requirements.

Ø The international convention for the prevention of pollution
from ship
Ø Adopted on 2 November 1973 at IMO. The protocol of 1978

was adopted after spate of tankers accident in 1976-77.
Ø It came into force on 2 October 1983
Ø The Convention has been amended as required on several

occasions since then.

Effect of pollution
Oil and noxious liquid substance
Fouling or oiling: Fouling or oiling occurs when oil physically harms a plant or animal. Oil can
coat a bird’s wings and leave it unable to fly or strip away the insulating properties of a sea otter’s
fur, putting it at risk of hypothermia. The degree of oiling often impacts the animal’s chances of
survival.
Oil toxicity: Oil consists of many different toxic compounds. These toxic compounds can cause
severe health problems like heart damage, stunted growth, immune system effects, and even death.

Effect of pollution
Sewage
The Issue of Eutrophication: Excess nutrients from organic matter reduce the oxygen in the water, which kills
marine plants and animals and creates an imbalance in ecological processes, ultimately leading to the creation of
dead zones in the oceans.
Harmful algal blooms: A nutrient load can lead to the proliferation of algae in the water bodies, which form a
greenish layer on the water surface, preventing sunlight and oxygen from reaching the depths. It can also generate
toxins or materials like sargassum that harm marine life.
Cause harm to corals: Sewage might become even more harmful when mixed with toxic metals or other
contaminants. It pollutes water and causes damage to coral reefs since they require a clean environment.
Destruction of coastal mangroves and salt marshes: It also destroys beautiful seagrasses, salt marshes, or even
coastal mangroves and creates a foul smell. It increases the level of acidification and the chances of the spread of
diseases.
Spread of diseases: Sewage has many pathogens, viruses, bacteria, worms etc. which, when ingested by livestock,
can lead to acute diseases and even kill animals. On the other hand, these pathogens can enter the human body if
someone consumes such animal meat.

Effect of pollution
Air Pollution
GHG emissions include carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O),
• GHG contributes to widespread climate change by trapping the sun’s heat. In Canada, these climate changes include
increased average and extreme temperatures, shifting rainfall patterns, thawing permafrost, and increases in
hazardous weather.
• When CO2 is absorbed by seawater, the water becomes more acidic. This increase in acidity has adverase effect on
marine life and ecosystems.
Various combinations of nitrogen and oxygen that:

• Cause lung inflammation when breathed, increasing susceptibility to harm from allergens in people with asthma.
NOx may enter the bloodstream and with long-term exposure lead to eventual heart and lung failures.
• Interact with Volatile organic compound (VOCs) to create ground level ozone, which contributes to eye, nose and
throat irritations; shortness of breath; worsening of respiratory conditions; chronic obstructive pulmonary disease;
asthma and allergies; cardiovascular disease and premature death.
• Decrease crop and vegetation productivity due to ground-level ozone, threatening food security.
• Cause acidification of soil and water (acid rain) because of HNO3
• Flood ecosystems with excess nitrogen nutrients, leading to toxic algal blooms in coastal waters and inland lakes.

Effect of pollution
Air Pollution
Various combinations of sulphur and oxygen that:
• Cause lung inflammation when breathed, increasing susceptibility to allergens in people with asthma. SOx may
enter the bloodstream and with long-term exposure lead to eventual heart and lung failures.
• Cause eye irritation, increased susceptibility to respiratory tract infections, and increased hospital admissions for
cardiac disease.
• Cause acidification of soil and water (acid rain due to H2SO4).
A collection of solid and liquid particles formed during fuel combustion that:
• Can be inhaled into people’s lungs and then absorbed into the bloodstream, which has been linked to many negative
heart and lung health outcomes, including cancers.
• Are a component of smog.
• Form “black carbon”, the second largest contributor to climate change after CO2. While airborne, black carbon
absorbs solar energy and contributes to atmospheric warming, before falling to earth as precipitation that darkens
snow and ice surfaces. High concentrations of black carbon on ice and snow significantly reduce solar energy
reflected back into space – the albedo effect – and accelerate melting.

Annexes of Marpol
Annex Annex Title Entry into force
I Regulation for the prevention of pollution by oil 2 October 1983
II Regulation for the control of pollution by Noxious Liquid substance 2 October 1983
in bulk
III Regulation for the Prevention of Pollution by Harmful Substance 1 July 1992
carried by sea in packaged Form
IV Regulation for the Prevention of Pollution by sewage from ship 27 September 2003
V Regulations for the Prevention of Pollution by garbage from ship 31 December 1988
VI Regulation for the Prevention of Air Pollution from ship 19 May 2005

Special area under Marpol
In Annex I, II, IV, V Prevention of pollution by garbage from ships, MARPOL defines certain sea areas
as "special areas" in which, “for technical reasons relating to their oceanographical and ecological
condition and to their sea traffic, the adoption of special mandatory methods for the prevention of
sea pollution is required”. Under the Convention, these special areas are provided with a higher level of
protection than other areas of the sea.
Annex VI Ships establishes certain sulphur oxide (SOx) Emission Control Areas with more stringent
controls on sulphur emissions and nitrogen oxides (NOx) Emission Control Areas for Tier III
NOx emission standards.

Special areas under MARPOL are as
follows:
* The Special Area requirements for
these areas have not yet taken effect
because of lack of notifications from
MARPOL Parties whose coastlines
border the relevant special areas on the
existence of adequate reception facilities
(regulations 38.6 of MARPOL Annex I
and 5(4) of MARPOL Annex V).
** The new special area requirements,
which entered into force on 1 January
2013, will only take effect upon receipt
of sufficient notifications on the
existence of adequate reception facilities
from Parties to MARPOL Annex IV
whose coastlines border the relevant
special area (regulation 13.2 of the
revised MARPOL Annex IV, which was
adopted by resolution MEPC.200(62)
and which entered into force on 1
January 2013).
Adoption, entry into force & date of taking effect of Special Areas Special areas under MARPOL are as
Annex V: Garbage follows:
Mediterranean Sea 2 Nov 1973 31 Dec 1988 1 May 2009 * The Special Area requirements for these
Baltic Sea 2 Nov 1973 31 Dec 1988 1 Oct 1989 areas have not yet taken effect because of
Black Sea 2 Nov 1973 31 Dec 1988 *
Red Sea 2 Nov 1973 31 Dec 1988 *
lack of notifications from MARPOL
"Gulfs" area 2 Nov 1973 31 Dec 1988 1 Aug 2008 Parties whose coastlines border the
North Sea 17 Oct 1989 18 Feb 1991 18 Feb 1991 relevant special areas on the existence of
Antarctic area (south of latitude 60 adequate reception facilities (regulations
16 Nov 1990 17 Mar 1992 17 Mar 1992
degrees south) 38.6 of MARPOL Annex I and 5(4) of
Wider Caribbean region including MARPOL Annex V).
the Gulf of Mexico and the 4 Jul 1991 4 Apr 1993 1 May 2011 *** A ship constructed on or after 1
Caribbean Sea January 2016 and is operating in these
Annex VI: Prevention of air pollution by ships (Emission Control Areas)
Baltic Sea (SOx ) 26 Sept 1997 19 May 2005 19 May 2006
emission control areas shall comply with
(NOx) 7 July 2017 1 Jan 2019 1 Jan 2021**** NOx Tier III standards set forth in
North Sea (SOx) 22 Jul 2005 22 Nov 2006 22 Nov 2007 regulation 13.5 of MARPOL Annex VI.
(NOx) 7 July 2017 1 Jan 2019 1 Jan 2021**** **** A ship constructed on or after 1
North American ECA January 2021 and is operating in these
(SOx and PM) 26 Mar 2010 1 Aug 2011 1 Aug 2012 emission control areas shall comply with
(NOx) 1 Jan 2016*** NOX Tier III standards set forth in
United States
regulation 13.5 of MARPOL Annex VI.
Caribbean Sea ECA
(SOx and PM) 26 Jul 2011 1 Jan 2013 1 Jan 2014
(NOx) Shailendra Singh MARPOL1 Jan 2016*** 16
Particular Sensitive Sea Area
A PSSA is an area that needs special protection through action by IMO because of its significance for
recognized ecological or socio-economic or scientific reasons and which may be vulnerable to damage
by international maritime activities. The criteria for the identification of particularly sensitive sea areas
and the criteria for the designation of special areas are not mutually exclusive.
In many cases a PSSA may be identified within a Special Area and vice versa.
An areas to be designated a PSSA if they fulfil a number of criteria, including: ecological criteria,
such as unique or rare ecosystem, diversity of the ecosystem or vulnerability to degradation by
natural events or human activities; social, cultural and economic criteria, such as significance of
the area for recreation or tourism; and scientific and educational criteria, such as biological
research or historical value.

Particular Sensitive Sea Area

Annex I
Regulation for the prevention of pollution by oil
It Covers prevention of pollution by oil from operational measures as well as from
accidental discharges; the 1992 amendments to Annex I made it mandatory for new
oil tankers to have double hulls and brought in a phase-in schedule for existing
tankers to fit double hulls, which was subsequently revised in 2001 and 2003.
Oil tanker of 150 gross tonnage and above and any other ships of 400 gross tonnage
and above which are engaged in voyages to ports or offshore terminals under the
jurisdiction of other Parties to the present Convention.

Definition
( As per Marpol)
Oily mixture : A mixture with any oil content.
Oil fuel : Any oil used as fuel in connection with the propulsion and auxiliary machinery of the ship
in which such oil is carried.
Oil tanker : A ship constructed or adapted primarily to carry oil in bulk in its cargo spaces and
includes combination carriers, any "NLS tanker" as defined in Annex II of the present Convention
and any gas carrier as defined in regulation 3.20 of chapter II-1 of SOLAS 74 (as amended), when
carrying a cargo or part cargo of oil in bulk.
Combination carrier : A ship designed to carry either oil or solid cargoes in bulk.
Tank : An enclosed space which is formed by the permanent structure of a ship and which is
designed for the carriage of liquid in bulk.

Definition
( As per Marpol)
Wing tank : Any tank adjacent to the side shell plating.
Centre tank : Any tank inboard of a longitudinal bulkhead.
Slop tank :A tank specifically designated for the collection of tank draining, tank washings and
other oily mixtures.
Dirty ballast : It is a water ballast entered in cargo tanks of non-segregated ballast tank and
contaminated with oil.
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 oil discharge monitoring and control
system approved by the Administration, evidence based on such a system to the effect that the oil
content of the effluent did not exceed 15 parts per million.
Definition
( As per Marpol)
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 liquid substances as variously defined in
the Annexes of the present Convention.
Instantaneous rate of discharge : The rate of discharge of oil in litres per hour at any instant
divided by the speed of the ship in knots at the same instant. The unit of it is litres per nautical
mile.
Nearest land : The term "from the nearest land" means from the baseline from which the territorial
sea of the territory established in accordance with international law, except that, for the purposes of
the present Convention "from the nearest land" off the northeastern coast of Australia

Condition under which oily mixture may be discharge
A) Discharges outside special areas
1. 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 the instantaneous rate of discharge of oil content does not
exceed 30 litres per nautical mile;

A) Discharges outside special areas
1. 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:
.5 the total quantity of oil discharged into the sea does not exceed,
for tankers delivered on or before 31 December 1979, 1/15,000 of
the total quantity of the particular cargo of which the residue
formed a part, and for tankers delivered after 31 December 1979,
1/30,000 of the total quantity of the particular cargo of which the
residue formed a part; and
.6 the tanker has in operation an oil discharge monitoring and

control system and a slop tank arrangement.
B) Discharges in special areas
1. Any discharge into the sea of oil or oily mixture from the cargo area of an oil
tanker shall be prohibited while in a special area.
2. The above shall not apply to the discharge of clean or segregated ballast.
3. Nothing in this regulation shall prohibit a ship on a voyage only part of which is in
a special area from discharging outside the special area.

Condition under which oily mixture From Machinery
Space Bilge
A) Discharges outside special areas except Arctic water
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:
.1 the ship is proceeding en route;

.2 the oily mixture is processed through an oil filtering equipment
meeting the requirements of regulation 14 of this Annex;
.3 the oil content of the effluent without dilution does not exceed 15 parts
per million;
.4 the oily mixture does not originate from cargo pump-room bilges on oil
tankers; and
.5 the oily mixture, in case of oil tankers, is not mixed with oil cargo
residues.
Space Bilge
B) Discharges inside special
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and
above shall be prohibited except when all of the following conditions are satisfied:

.2 the oily mixture is processed through an oil filtering equipment
meeting the requirements of regulation 14.7 of this Annex (Auto stop) ;
.3 the oil content of the effluent without dilution does not exceed 15 parts
per million;
tankers; and
residues.
Space Bilge
C) Requirements for ships of less than 400 gross tonnage in all areas
except the Antarctic area and arctic waters
In the case 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:

.2 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;
tankers; and
residues.
Space Bilge
ØIn respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from
any ship shall be prohibited.
ØNothing in this regulation shall prohibit a ship on a voyage only part of which is in a
special area from discharging outside a special area.

Regulation 36 - Oil Record Book, Part II -
Cargo/ballast operations
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:
(A) Loading of oil cargo;

(B) Internal transfer of oil cargo during voyage;
(C) Unloading of oil cargo;
(D) Crude Oil Washing ( COW Tanker Only)
(E) Ballasting of cargo tanks
(F) Dedicated clean ballast tanks (CBT tanker Only)
(G) Cleaning of cargo tanks
(H) Discharge of dirty ballast

(I) Discharge of water from slop tank into the sea
(J) Collection, transfer and disposal of residual and oily mixture not otherwise
dealt with;
(K) Discharge of clean ballast contained in cargo tanks
(L) Discharge of ballast from dedicated clean ballast tanks (CBT tankers only)
(M) Condition of oil discharge monitoring and control system
(N) Accidental or other exceptional discharges of oil
(O) Additional operational procedures and general remarks

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.

IMO guideline for writing ORB

Chapter 5 - Prevention of pollution arising from an
oil pollution incident
Regulation 37 - 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 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; and
.4 the procedures and point of contact on the ship for coordinating
shipboard action with national and local authorities in combating the
Shailendra Singh pollution. MARPOL 36
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.

SOPEP Equipment
• Oil Pads
• Oil Roll
• Oil Cushions
• Oil Booms
• Pair Nitrile Gloves
• Goggles
• Protective Coveralls
• Dust Mask
• Air driven Pump
• 20 Ltr Bucket
• 200 Ltr drums
• Non-Spark Hand Shovel
• Rock Salt Scoop
• Disposal Bags with Tie
• Oil Spill Dispersant
• Saw dust
ANNEX-II
Regulations for the Control of
Pollution by Noxious Liquid
Substances in Bulk

Application
1. Unless expressly provided otherwise, the provisions of this Annex shall apply to all
ships certified to carry noxious liquid substances in bulk.
2. Where a cargo subject to the provisions of Annex I of the present Convention is
carried in a cargo space of an NLS tanker, the appropriate requirements of Annex
I of the present Convention shall also apply.
Noxious liquid substance means any substance indicated in the

Pollution Category column of chapters 17 or 18 of the International Bulk
Chemical Code and falling into category X, Y or Z

Regulation 6 : Categorization and listing of
noxious liquid substances and other substances
1 For the purpose of the regulations of this Annex, noxious liquid
substances shall be divided into four categories as follows:
.1 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;
.2 Category Y: Noxious liquid substances which, if discharged into the

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;
Regulation 6: Categorization and listing of
noxious liquid substances and other substances
.3 Category Z: Noxious liquid substances which, if discharged into the
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;
.4 Other substances: Substances indicated as OS (Other substances)

in the pollution category column of chapter 18 of the International Bulk
Chemical Code which have been evaluated and found to fall outside
category X, Y or Z considered to present no harm to marine
resources, human health, amenities or other legitimate uses of the
sea when discharged into the sea from tank cleaning or deballasting
operations. The discharge of bilge or ballast water or other residues
or mixtures containing only substances referred to as ‘‘Other
Substances’’ shall not be subject to any requirements of the Annex.
Regulation 13: Control of discharges of
residues of noxious liquid substances
2 Discharge standards
2.1 Where the provisions in this regulation allow the discharge into the sea of residues of
substances in category X, Y or Z or of those provisionally assessed as such or ballast water,
tank washings or other mixtures containing such substances, the following discharge
standards shall apply:
.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.
Regulation 13 : Control of discharges of residues of noxious
liquid substances
6 Discharge of residues of category X
6.1 Subject to the provision of paragraph 1, the following provisions shall apply:
.1 A tank from which a substance in category X has been

unloaded shall be prewashed before the ship leaves the port of unloading.
The resulting residues shall be discharged to a reception facility until the
concentration of the substance in the effluent to such facility, as indicated by
analyses of samples of the effluent taken by the surveyor, is at or below 0.1%
by weight. When the required concentration level has been achieved,
remaining tank washings shall continue to be discharged to the reception
facility until the tank is empty. Appropriate entries of these operations shall
be made in the Cargo Record Book and endorsed by the surveyor

Regulation 13
Control of discharges of residues of noxious liquid
substances
.2 Any water subsequently introduced into the tank may be discharged
into the sea in accordance with the discharge standards in regulation 13.2.
.3 Where the Government of the receiving party is satisfied that it is
impracticable to measure the concentration of the substance in the effluent without
causing undue delay to the ship, that Party may accept an alternative procedure as
being equivalent to obtain the required concentration in regulation 13.6.1.1
provided that:
.3.1 the tank is prewashed in accordance with a procedure approved by
the Administration; and
.3.2 appropriate entries shall be made in the Cargo Record Book and
endorsed by the surveyor

Regulation 13 : Control of discharges of residues of noxious liquid
substances
7 Discharge of residues of category Y and Z
7.1 Subject to the provision of paragraph 1, the following provisions shall apply:
.1 With respect to the residue discharge procedures for substances in

category Y or Z, the discharge standards in regulation 13.2 shall apply.
.2 If the unloading of a substance of category Y or Z is not carried out

in accordance with the Manual, a prewash shall be carried out before the ship
leaves the port of unloading, unless alternative measures are taken to the
satisfaction of the surveyor referred to remove the cargo residues from the ship to
quantities specified in this Annex. The resulting tank washings of the prewash shall
be discharged to a reception facility at the port of unloading or another port with a
suitable reception facility provided that it has been confirmed in writing that a
reception facility at that port is available and is adequate for such a purpose.
Regulation 13 : Control of discharges of residues of noxious
liquid substances
.3 For high-viscosity or solidifying substances in category Y, the

following shall apply:
.3.1 a prewash procedure as specified in appendix 6 shall be applied;
.3.2 the residue/water mixture generated during the prewash shall be
discharged to a reception facility until the tank is empty; and
.3.3 any water subsequently introduced into the tank may be discharged
into the sea in accordance with the discharge standards in regulation
13.2.

Regulation 14
Procedures and Arrangement manual
1. Every ship certified to carry substances of category X, Y or Z shall have on
board a Manual approved by the Administration. 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.
2. The main purpose of the Manual is to identify for the ship’s officers the physical
arrangements and all the operational procedures with respect to cargo
handling, tank cleaning, slops handling and cargo tank ballasting and
deballasting which must be followed in order to comply with the requirements of
this Annex.
Standard format for the procedure and arrangements manual

Certificate of fitness
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
A certificate called a Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, the model
form of which is set out in the appendix to the Bulk Chemical Code, should be issued after an initial or
periodical survey to a chemical tanker engaged in international voyages which complies with the relevant
requirements of the Code.
Note: The Code is mandatory under Annex II of MARPOL 73/78 for chemical tankers constructed before
1 July 1986.
or
International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
A certificate called an International Certificate of Fitness for the Carriage of Dangerous Chemicals in
Bulk, the model form of which is set out in the appendix to the International Bulk Chemical Code, should
be issued after an initial or periodical survey to a chemical tanker engaged in international voyages which
complies with the relevant requirements of the Code.
Note: The Code is mandatory under both chapter VII of SOLAS 1974 and Annex II of MARPOL 73/78
for chemical tankers constructed on or after 1 July 1986.
An International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk
Regulation 15- Cargo Record Book
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.
2. After completion of any operation specified in this Annex, the operation shall be promptly
recorded in the Cargo Record Book.
3. 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.
4. 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.

Cargo Record Book guidleine
Regulation 15- Cargo Record Book

A. LOADING OF CARGO
B. INTERNAL TRANSFER OF CARGO
C. UNLOADING OF CARGO
D. MANDATORY PREWASH IN ACCORDANCE WITH THE SHIP’S PROCEDURES
AND ARRANGEMENTS MANUAL
E. CLEANING OF CARGO TANKS EXCEPT MANDATORY PREWASH (OTHER
PREWASH OPERATIONS, FINAL WASH, VENTILATION, ETC.)
F. DISCHARGE INTO THE SEA OF TANK WASHINGS
G. BALLASTING OF CARGO TANKS
H. DISCHARGE OF BALLAST WATER FROM CARGO TANKS
I. ACCIDENTAL OR OTHER EXCEPTIONAL DISCHARGE
J. CONROL BY AUTHORIZED SURVEYORS
K. ADDITIONAL OPERATIONAL PROCEDURES AND REMARKS
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:
.1 the procedure to be followed by the master or other persons having charge of the
ship to report a noxious liquid substances pollution incident, as required in article
8 and Protocol I of the present Convention, based on the Guidelines developed
by the Organization;
.2 the list of authorities or persons to be contacted in the event of a noxious liquid

substances pollution incident;

.3 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
.4 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 required under regulation 37 of Annex I of the Convention. In
this case, the title of such a plan shall be ‘‘Shipboard marine pollution
emergency plan’’.

Annex III- Regulations for the
Prevention by harmful substance
carried by sea in packaged form

Application
Unless expressly provided otherwise, the regulations of this Annex apply to all ships
carrying harmful substances in packaged form Or In Freight Containers Portable Tanks
Or Road And Rail Tank Wagons.
For the purpose of this Annex, "harmful substances" are those substances which are
identified as marine pollutants in the International Maritime Dangerous Goods Code
(IMDG Code).
For the purposes of this Annex, ''packaged form'' is defined as the forms of
containment specified for harmful substances in the IMDG Code.

Application
The carriage of harmful substances is prohibited, except in accordance with the
provisions of this Annex. To supplement the provisions of this Annex, the Government
of each Party to the Convention shall issue, or cause to be issued, detailed requirements
on packing, marking, labelling, documentation, stowage, quantity limitations and
exceptions for preventing or minimizing pollution of the marine environment by
harmful substances.
For the purposes of this Annex, empty packaging 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.
The requirements of this Annex do not apply to ship's stores and equipment.

Regulation 3
Marking and labelling
1. Packages containing a harmful substance shall be durably marked with the correct
technical name (trade names alone shall not be used) and, further, shall be durably
marked or labelled to indicate that the substance is a marine pollutant. Such
identification shall be supplemented where possible by any other means, for
example by the use of the relevant United Nations number.
2. The method of marking the correct technical name and affixing labels on packages
containing a harmful substance shall be such that this information will still be
identifiable on packages surviving at least three months' immersion in the sea. In
considering suitable marking and labelling, account shall be taken of the durability
of the materials used and of the surface of the package.
3. Packages containing small quantities of harmful substances may be exempted from
the marking requirements.

Annex IV- Regulations for the Prevention of
Pollution by Sewage from Ships

Regulation 1 - Definitions
For the purposes of this Annex:
1 New ship means a ship:
.1 for which the building contract is placed, or in the absence of a building

contract, the keel of which is laid, or which is at a similar stage of
construction, on or after the date of entry into force of this Annex; or
.2 the delivery of which is three years or more after the date of entry into force
of this Annex
2 Existing ship means a ship which is not a new ship

3 Sewage (black water) means:
.1 drainage and other wastes from any form of toilets and urinals;
.2 drainage from medical premises (dispensary, sick bay, etc.) via
wash basins, wash tubs and scuppers located in such
premises;
.3 drainage from spaces containing living animals; or
.4 other waste waters when mixed with the drainages defined
above.

Grey water
• It is defined as drainage from dish water, galley sink, shower, laundry, bath and
wash basin drains
• It is not considered as sewage unless it is mixed with drainage from toilets,
urinals , hospitals and animal spaces.
• There are currently no international requirement dealing with the discharge of
grey water. They may, however, be local standard governing the discharge.

Regulation 2 - Application
1. The provisions of this Annex shall apply to the following ships engaged in
international voyages:
.1 new ships of 400 gross tonnage and above; and

.2 new ships of less than 400 gross tonnage which are certified to
carry more than 15 persons; and
.3 existing ships of 400 gross tonnage and above, five years after
the date of entry into force of this Annex; and
.4 existing ships of less than 400 gross tonnage which are certified
to carry more than 15 persons, five years after the date of entry
into force of this Annex.

Chapter 3 - Equipment and control of discharge
Regulation 9 - Sewage systems
Every ship which is required to comply with the provisions of this Annex shall be
equipped with one of the following sewage systems:
i. A sewage treatment plant which shall be of a type approved by the Administration, taking
into account the standards and test methods developed by the Organization, or
ii. A sewage comminuting and disinfecting system approved by the Administration. Such
system shall be fitted with facilities to the satisfaction of the Administration, for the
temporary storage of sewage when the ship is less than 3 nautical miles from the nearest land,
or
iii. A holding tank of the capacity to the satisfaction of the Administration for the retention of
all sewage, having regard to the operation of the ship, the number of persons on board and
other relevant factors. The holding tank shall be constructed to the satisfaction of the
Administration and shall have a means to indicate visually the amount of its contents.

Regulation 11 - Discharge of sewage
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, at a distance of more than 3 nautical miles from
the nearest land,
• or sewage which is not comminuted or disinfected at a distance of more than 12
nautical miles from the nearest land,
• 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 rate of discharge shall be approved by the Administration based upon
standards developed by the Organization; or
The discharge of sewage from passenger ships within a Special Area is generally be
prohibited under the new regulations, except when the ship has in operation an
approved sewage treatment plant which has been certified by the Administration.
MARPOL Annex IV for the Baltic Sea Special Area shall take effect:
• on 1 June 2019, for new passenger ships
• on 1 June 2021, for existing passenger ships other than those specified; and
• on 1 June 2023, for existing passenger ships en route directly to or from a port
located outside the special area and to or from a port located east of longitude
28˚10' E within the special area that do not make any other port calls within the
special area.

Annex V- Regulations for the
Prevention of Pollution by Garbage
from Ships

Introduction and application
It 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, operating in the
marine environment, from merchant ships to fixed or floating platforms to non-commercial
ships like pleasure crafts and yachts.
Deals with different types of garbage and specifies the distances from land and the manner in
which they may be disposed of; the most important feature of the Annex is the complete ban
imposed on the disposal into the sea of all forms of plastics.
The revised MARPOL Annex V, which entered into force on 1 January 2013, prohibits the
discharge of all types of garbage into the sea unless explicitly permitted under the Annex.

Introduction and application
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.

Appendix – II of Marpol
3 Description of the garbage
Garbage is to be grouped into categories for the purposes of recording in parts I and II of the Garbage
Record Book (or ship's official log-book) as follows:
Part I Part II
A - Plastics J - Cargo residues (non-HME)

B - Food wastes K - Cargo residues (HME)
C - Domestic wastes
D - Cooking oil
E - Incinerator ashes
F - Operational wastes
G - Animal carcasses
H - Fishing gear
I - E-waste
Part I
A. Plastics - A solid material which contain as an essential ingredient one or more high molecular mass polymers
and which is formed during either manufacture of the polymer or the fabrication into a finished product by heat
and/or pressure. For the purpose of this annex, “all plastic” means all garbage that consists of or includes
plastic in any form, including synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes
from plastic products.
B. Food wastes – Any spoiled or unspoiled food substances and includes fruits, vegetables, dairy products
poultry, meat product and food scraps generated aboard ship.
C. Domestic wastes – All types of wastes not covered by other Annexes that are generated in the
accommodation spaces on board the ship. Domestic wastes do not include grey water.
D. Cooking oil – any type of edible oil or animal fat used or intended to be used for the preparation or cooking
of food, but does not include the food itself that is prepared using these oils.
E. Incinerator ashes – Ash and clinker resulting from shipboard incinerator used for the incineration of
garbage.

Part I
F. Operational wastes – All solid wastes not covered by other Annexes that are collected on board during
normal maintenance or operation of a ship, or used for cargo stowage and handling. Operational wastes also
include cleaning agents and additives contained in cargo hold and external wash water. Operational wastes
does not include grey water, bilge water, or other similar discharge essential to the operation of a ship, taking
into account the guideline developed by the organization.
G. Animal carcasses - The bodies of any animals that are carried on board as cargo and that die or are
euthanized during the voyage.
H. Fishing gear – Any physical device or part thereof combination of items that may be placed on or in the
water or on the sea-bed with the intended purpose of capturing, or controlling for subsequent capture or
harvesting, marine or fresh water organisms.
I. E-waste – Electrical and electronic equipment used for the normal operation of the ship or in the
accommodation spaces, including all component subassemblies and consumables, which are part of the
equipment at the time of discarding, with the presence of material potentially hazardous to human and /or the
environment.

Part II
J. Cargo residues (non-HME)
K - Cargo residues (HME)
Cargo residue means the remnants of any cargo which are not covered by other Annexes to the present
convention and which remain on the deck or in hold following loading or unloading, including loading
and unloading excess or spillage, whether in wet or dry condition or entrained in wash water but does
not include cargo dust remaining on the deck after sweeping or dust on the external surface of the ship.
HME- Harmful to marine environment

Discharge of garbage



Disposal of Expired Medicine, Expired pyrotechnics, batteries and tube lights
The port may have special discharge requirement for food waste and related garbage
which may carry certain disease or pest organism, dunnage, batteries, medicine, outdated
pyrotechnics or unusually large, heavy or odorous derelict fishing gear, etc.
To ensure timely transfer of large quantities of ship-generated garbage to port reception

facilities, it is essential for ship owner, operators or their agents to make arrangement as
well in advance for garbage reception. At the same time, discharge needs to be identified
in order to make arrangement for garbage requiring special handling or other necessary
arrangement. Advice should be provided to the port of the type of garbage to be discharged
and whether it is separated and the estimated amounts.

Placards, garbage management plans and garbage record-keeping
1
.1 Every ship of 12 m or more in length overall shall display placards which notify the crew and
passengers of the disposal requirements of regulations.
.2 The placards shall be written in the working language of the ship's personnel and, for ships
engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the
Convention, shall also be in English, French or Spanish.
2. Every ship of 100 gross tonnage and above, and every ship which is certified to carry 15
persons or more, and fixed or floating platform shall carry a garbage management plan
which the crew shall follow. This plan shall provide written procedures for collecting, storing,
processing and disposing of garbage, including the use of the equipment on board. It shall
also designate the person in charge of carrying out the plan. Such a plan shall be in accordance
with the guidelines developed by the Organization and written in the working language of the
crew.

3. Every ship of 400 gross tonnage and above and every ship which is certified to carry 15
persons or more engaged in voyages to ports or offshore terminals under the jurisdiction of
other Party to the Convention and every fixed and floating platform engaged in exploration
and exploitation of the sea-bed shall be provided with a Garbage Record Book. The Garbage
Record Book, whether as a part of the ship's official log-book or otherwise, shall be in the form
specified in the appendix II to this Annex;
a) Each discharge into the sea or to a reception facility, or completed incineration, shall be
promptly recorded in the Garbage Record Book and signed for on the date of the
incineration or discharge 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, these entries shall prevail in
case of a dispute or discrepancy;

b) The entry of each discharge into the sea under the polar code shall include date and time,
position of the ship, category of the garbage and the estimated amount (in cubic meter)
discharged. For the cargo residue the discharge start and stop position shall be recorded in
addition to the foregoing;
c) The entry for each completed incineration shall include date and time, position of the ship at
he start and stop of incineration, categories of the garbage incinerated and the estimated
amount for each categories in cubic metes;
d) The entry for each discharge to a port reception facility or another ship shall include date and
time of discharge, port or facility or name of ship, categories of garbage discharged for each
category in cubic meters;

e) The GRB along with the receipt obtained from the reception facility shall be kept on board
the ship or the fixed or floating platform, and in such a place as to be readily available for
inspection at all reasonable times. This document shall be preserved for a period of at least
two years from the date of the last entry made in it;
f) In the event of discharge or accidental loss entry shall be made in the GRB, or in the case on
any ship less than 400 GT, an entry shall be made in the ship at time of occurrence (Latitude,
longitude and water depth if known), the reason for the discharge or loss, estimated amount for
each category in cubic meters, the reasonable precaution taken to prevent or minimizing such
discharge of accidental loss and general remark.

Entries in the Garbage Record Book
Entries in the Garbage Record Book shall be made on each of the following occasions:
(a) When garbage is discharged into the sea:

(i) Date and time of discharge
(ii) Position of the ship (latitude and longitude).
Note: for cargo residue discharges, include discharge start and stop positions.
(iii) Category of garbage discharged
(iv) Estimated amount discharged for each category in cubic metres
(v) Signature of the officer in charge of the operation.
(b) When garbage is discharged to reception facilities ashore or to other ships:

(i) Date and time of discharge
(ii) Port or facility, or name of ship
(iii) Category of garbage discharged
(iv) Estimated amount discharged for each category in cubic metres
(v) Signature of officer in charge of the operation.
Entries in the Garbage Record Book
Entries in the Garbage Record Book shall be made on each of the following occasions:
(c) When garbage is incinerated:

(i) Date and time of start and stop of incineration
(ii) Position of the ship (latitude and longitude)
(iii) Estimated amount incinerated in cubic metres
(iv) Signature of the officer in charge of the operation.
(d) Accidental or other exceptional discharges of garbage

(i) Time of occurrence
(ii) Port or position of the ship at time of occurrence
(iii) Estimated amount and category of garbage
(iv) Circumstances of disposal, escape or loss, the reason therefor and general remarks

ANNEX VI - Regulation for the
prevention of Air Pollution from ship

Sources and control measures of emission of following Harmful gases
from ships
Regulation: 12 Ozone-depleting substances (ODS):-

• Refrigeration plant and Air conditioner plant.
• Cargo refrigeration system
• This regulation does not apply to permanently sealed equipment where there are no refrigerant
charging connections or potentially removable components containing ozone-depleting substances.
• Installations that contain ozone-depleting substances, other than hydrochlorofluorocarbons, shall be
prohibited:
.1 on ships constructed on or after 19 May 2005; or

.2 in the case of ships constructed before 19 May 2005 which have a contractual delivery date of
the equipment to the ship on or after 19 May 2005 or, in the absence of a contractual delivery
date, the actual delivery of the equipment to the ship on or after 19 May 2005.

Ozone-depleting substances
3.2 Installations that contain hydrochlorofluorocarbons shall be prohibited:
.1 on ships constructed on or after 1 January 2020; or
.2 in the case of ships constructed before 1 January 2020 which have a contractual
delivery date of the equipment to the ship on or after 1 January 2020 or, in the absence
of a contractual delivery date, the actual delivery of the equipment to the ship on or
after 1 January 2020.
7. 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:
.1 recharge, full or partial, of equipment containing ozone-depleting substances;
.2 repair or maintenance of equipment containing ozone-depleting substances;
.3 discharge of ozone-depleting substances to the atmosphere:
.3.1 deliberate; and
.3.2 non-deliberate;
.4 discharge of ozone-depleting substances to land-based reception facilities; and
.5 supply of ozone-depleting substances to the ship.
Regulation: 13 Nitrogen Oxides (NOX)
Sources : This regulation shall apply to:
.1 each marine diesel engine with a power output of more than 130 kW installed
on a ship; and
.2 each marine diesel engine with a power output of more than 130 kW that
undergoes a major conversion on or after 1 January 2000 except when
demonstrated to the satisfaction of the Administration that such engine is an
identical replacement to the engine that it is replacing and is otherwise not
covered under above paragraph of this regulation.

Nitrogen Oxides (NOX)
Tier I - The operation of a marine diesel engine that is installed on a ship constructed on or after 1
January 2000 and prior to 1 January 2011 is prohibited, except when the emission of nitrogen oxides
(calculated as the total weighted emission of NO2 ) from the engine is within the following limits, where
n = rated engine:
.1 17.0 g/kWh when n is less than 130 rpm;
.2 45 X n–0.2 g/kWh when n is 130 or more but less than 2,000 rpm; and
.3 9.8 g/kWh when n is 2,000 rpm or more.
Tier II - The operation of a marine diesel engine that is installed on a ship constructed on or after 1
January 2011 is prohibited, except when the emission of nitrogen oxides (calculated as the total weighted
emission of NO2 ) from the engine is within the following limits, where n = rated engine:
.2 44 X n–0.23 g/kWh when n is 130 or more but less than 2,000 rpm;
and
Tier III - In an emission control area designated for tier III NO control under paragraph 6 of this
regulation (NOX tier III emission control) the operation of a marine diesel engine that is installed on a
ship is prohibited:
1. except when the emission of nitrogen oxides (calculated as the total weighted emission of
NO2 ) from the engine is within the following limits, where n = rated engine:
.2 9 x n–0.2 g/kWh when n is 130 or more but less than 2,000 rpm; and
when
2. That ship constructed on or after:
.1 1 January 2016 and is operating in the north American ECA or the US Caribbean
sea ECA;
.2 1 January 2021 and is operating in the Baltic sea ECA or the North sea ECA;
3. That ship is operating in NOX Tier III ECA other than an ECA described in above, and is
constructed on or after the date of adoption of such an ECA, or a later date as may be
specified in the amendment designating the NOX Tier III ECA which ever is later.
Emission Control Areas
• Baltic Sea (SOx )(NOx)*

• North Sea (SOx)(NOx)*
• North American ECA (SOx and PM) (NOx)
• United States Caribbean Sea ECA (SOx and PM) (NOx)
* A ship constructed on or after 1 January 2021 and is operating in these emission control areas
shall comply with NOX Tier III standards.
** A ship constructed on or after 1 January 2016 and is operating in these emission control areas
shall comply with NOx Tier III standards.

Regulation 14: Sulphur Oxides (SOX) and Particulate matter
General requirements
1 The sulphur content of fuel oil used or carried for use on board a ship shall not
exceed 0.50% m/m. on and after 1 January 2020
4. While a ship is operating within an emission control area, the sulphur content of fuel
oil used on board that ship shall not exceed 0.10% m/m on and after 1 January 2015.

Regulation 15: Volatile organic compounds(VOC)
1. If the emissions of VOCs from a tanker are to be regulated in a port or ports or a terminal or
terminals under the jurisdiction of a Party, they shall be regulated in accordance with the
provisions of this regulation.
6. A tanker carrying crude oil shall have on board and implement a VOC management plan
approved by the Administration. Such a plan shall be prepared taking into account the
guidelines developed by the Organization. The plan shall be specific to each ship and shall
at least:
.1 provide written procedures for minimizing VOC emissions during the loading, sea
passage and discharge of cargo;
.2 give consideration to the additional VOC generated by crude oil washing;
.3 identify a person responsible for implementing the plan; and
.4 for ships on international voyages, be written in the working language of the master
and officers and, if the working language of the master and officers is not English,
French or Spanish, include a translation into one of these languages.
7. This regulation shall also apply to gas carriers only if the types of loading and containment
systems allow safe retention of non-methane VOCs on board or their safe return ashore.
Regulation 16 - Shipboard incineration
1. Shipboard incineration shall be allowed only in a shipboard incinerator.

2. Shipboard incineration of the following substances shall be prohibited:
.1 residues of cargoes subject to Annex I, II or III or related
contaminated packing materials;
.2 polychlorinated biphenyls (PCBs);
.3 garbage, as defined by Annex V, containing more than traces of
heavy metals;
.4 refined petroleum products containing halogen compounds;
.5 sewage sludge and sludge oil neither of which is generated on
board the ship;
.6 exhaust gas cleaning system residues.
Regulation 16 - Shipboard incineration
3. Shipboard incineration of polyvinyl chlorides (PVCs) shall be prohibited, except in
shipboard incinerators for which IMO Type Approval Certificates have been issued.
9. For incinerators installed in accordance with the requirements of paragraph 6.1 of

this regulation the combustion chamber gas outlet temperature shall be monitored at
all times the unit is in operation. Where that incinerator is of the continuous-feed
type, waste shall not be fed into the unit when the combustion chamber gas
outlet temperature is below 850°C. Where that incinerator is of the batch-
loaded type, the unit shall be designed so that the combustion chamber gas
outlet temperature shall reach 600°C within five minutes after start-up and will
thereafter stabilize at a temperature not less than 850°C.

Emission control area under Marpol

Regional Sulphur Limit
• The European Union Sulphur Directive stipulates a maximum of 0.10% sulphur content for ships in
EU ports. In certain EU countries, the Water Framework Directive constrains the discharge of
scrubber water. Belgium and Germany have prohibited the discharge of scrubber water in many areas,
constraining the operation of open-loop scrubbers.
• In China, as of 1 January 2020 vessels operating in the Inland ECAs (Yangtze and Xijiang River) shall
use fuel with a sulphur content not exceeding 0.10% sulphur. The same will apply within the Hainan
Coastal ECA from 1 January 2022. In addition, discharging wastewater from scrubbers is banned
within inland Emission Control Areas (ECAs), port waters and the Bohai Bay waters.
• California’s Air Resources Board (ARB) enforces a 0.10% sulphur limit within 24 nautical miles of
the California coast. The regulation does not allow any other compliance options than low-sulphur
marine gas or diesel oil (DMA or DMB). A temporary research exemption may be granted, allowing
the use of a scrubber. The application must be sent before entering California waters. After a formal
review of the regulation, California legislators have decided to retain it as an addition to the ECA
requirements. Both sets of regulations must be complied with when calling at port in California.

Control Measures To Reduce Emission Of NOX. And SOX Harmful Gases
1. Humid Air Method: In this method, water vapour is mixed in the combustion air before supplying it to the cylinder.
This method can achieve reduction of NOx by 70-80%.
2. Exhaust Gas Re circulation (EGR): Some amount of engine exhaust gases are send back to the scavenge space to
mix up with the air to be supplied to cylinder for combustion. This reduces the oxygen content of the air and hence
reduces formation of NOx.
3. Water Injection and Water emulsion: Water is added to reduce the temperature of combustion leading to low NOx
emission. In water emulsion, fuel is blended with water and in water injection a separate fresh water injector is
mounted in the cylinder head which injects water. This method can reduce in NOx by only 20-45%.
4. High Scavenge Pressure and Compression Ratio: With high scavenge pressure and compression ratio, large amount
of air can be introduced inside the cylinder to lower combustion temperature and NOx emission.
5. Selective Catalytic Reduction: The SCR is the most efficient method to reduce NOx emissions from ships (up to 90-
95% of reduction). In this method, low sulphur fuel oil is used and exhaust temperature is maintained above 300 deg
C. The exhaust gas is mixed by water solution of urea and then it is passed through catalytic reactor.
6. Two Stage Turbocharger: ABB’s latest two stage turbocharger can reduce the exhaust temperature in the intercoolers
and also the NOx content in the emitted exhaust.
7. Engine Component Modification: It is better to design an engine which has a property to reduce the NOx formation
during combustion process rather than investing on expensive secondary measures. Integration of slide valve type fuel
injector with almost zero sack volume leading to cylinder temperature and NOx formation. New designs like Green
Ultra long stroke engine from MAN (GME series) with reduced mean piston speed gives more time for excess air and
proper combustion to lessen NOx formation.
Control Measures To Reduce Emission Of NOX. And SOX Harmful Gases
Reducing SOx Emission

Following are the methods and technologies used to reduce sulphur emission from marine engines.
8. Use of Low sulphur fuel oil: It is expensive but most commonly used method to comply with
Annex VI of MARPOL while entering emission controlled Area or ECA.
9. Exhaust Gas Scrubber Technology: The exhaust gas from the engine is passed through the
scrubber tower where a liquid is showered over it. Fresh water blended with caustic soda
(NaOH) is used as a scrubbing liquid which reduces the SOx to 95%. The scrubbing water is
then sent to a water treatment effluent emulsion breaking plant after which it can be discharged
overboard

Ballast Water management and
treatment systems

Application of ballast water management convention
The convention applies to all the ships of a state that has ratified the convention and that carry ballast.
There are few logical exemptions such as a ship that carries permanent ballast in sealed tanks on ships,
that is not subject to discharge. Ballast water convention does not apply to such ships

Regulation B-1 Ballast Water Management Plan
Each ship shall have on board and implement a Ballast Water Management plan. Such a plan
shall be approved by the Administration taking into account Guidelines developed by the
Organization. The Ballast Water Management plan shall be specific to each ship and shall at
least:
1. detail safety procedures for the ship and the crew
2. provide a detailed description of the actions to be taken to implement the Ballast Water
Management requirements and supplemental Ballast Water Management practices as set
forth in this Convention;
3. detail the procedures for the disposal of Sediments at sea and to shore;
4. include the procedures for coordinating the authorities of the State;
5. designate the officer on board in charge of ensuring that the plan is properly implemented;
6. contain the reporting requirements for ships provided for under this Convention; and
7. be written in the working language of the ship. If the language used is not English, French
or Spanish, a translation into one of these languages shall be included.
Shailendra Singh BWM

Regulation B-2 Ballast Water Record Book
1. Each ship shall have on board a Ballast Water record book that may be an electronic record
system, or that may be integrated into another record book or system.
2. Ballast Water record book entries shall be maintained on board the ship for a minimum
period of two years after the last entry has been made and thereafter in the Company‘s
control for a minimum period of three years.
3. The Ballast Water record book shall be kept readily available for inspection at all reasonable
times and, in the case of an unmanned ship under tow, may be kept on the towing ship.
4. Each operation concerning Ballast Water shall be fully recorded without delay in the Ballast
Water record book. Each entry shall be signed by the officer in charge of the operation
concerned and each completed page shall be signed by the master.
5. A 'Ballast Water Record Book’ which is used for recording the location, date and time
at which ballast water is taken on board and discharged back into the sea.
6. The entries in the Ballast Water record book shall be in a working language of the ship. If
that language is not English, French or Spanish the entries shall contain a translation into
one of those languages.
Shailendra Singh BWM 101

Entries in the Ballast Water Record Book
3.1 When Ballast Water is taken on board:

3.2 Whenever Ballast Water is circulated or treated for Ballast Water Management purposes:
3.3 When Ballast Water is discharged into the sea:
3.4 When Ballast Water is discharged to a reception facility:
3.5 Accidental or other exceptional uptake or discharges of Ballast Water:
3.6 Additional operational procedure and general remarks

Regulation B-4 Ballast Water Exchange
1. A ship conducting Ballast Water exchange to meet the standard in regulation D-1 shall:
1. whenever possible, conduct such Ballast Water exchange at least 200 nautical miles
from the nearest land and in water at least 200 metres in depth, taking into account the
Guidelines developed by the Organization;
2. in cases where the ship is unable to conduct Ballast Water exchange as above, then in all
cases at least 50 nautical miles from the nearest land and in water at least 200 metres
in depth.
2. In sea areas where the distance from the nearest land or the depth does not meet the parameters
described in paragraph 1.1 or 1.2, the port State may designate areas, in consultation with
adjacent or other States, as appropriate, where a ship may conduct Ballast Water exchange,
taking into account the Guidelines described in paragraph 1.1.
3. A ship shall not be required to deviate from its intended voyage, or delay the voyage, in order
to comply with any particular requirement of paragraph 1.
4. When a ship is required to conduct Ballast Water exchange and does not do so in accordance
with this regulation, the reasons shall be entered in the Ballast Water record book.
Regulation B-5 Sediment Management for Ships
1. All ships shall remove and dispose of Sediments from spaces designated to carry Ballast
Water in accordance with the provisions of the ship‘s Ballast Water Management plan.
2. Ships without compromising safety or operational efficiency, be designed and constructed

with a view to minimize the uptake and undesirable entrapment of Sediments, facilitate
removal of Sediments, and provide safe access to allow for Sediment removal and
sampling, taking into account guidelines developed by the Organization.

Regulation D-1 Ballast Water Exchange Standard
1. Ships performing Ballast Water exchange in accordance with this regulation shall do so with an
efficiency of at least 95 percent volumetric exchange of Ballast Water.
2. For ships exchanging Ballast Water by the pumping-through method, pumping through three times the
volume of each Ballast Water tank shall be considered to meet the standard described in paragraph 1.
Pumping through less than three times the volume may be accepted provided the ship can demonstrate
that at least 95 percent volumetric exchange is met.
Regulation D-2 Ballast Water Performance Standard

1. Ships conducting Ballast Water Management in accordance with this regulation shall discharge less
than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in minimum
dimension and less than 10 viable organisms per millilitre less than 50 micrometres in minimum
dimension and greater than or equal to 10 micrometres in minimum dimension;
2. Indicator microbes, as a human health standard, shall include:
.1 Toxicogenic Vibrio cholerae (O1 and O139) with less than 1 colony forming unit (cfu) per 100
millilitres or less than 1 cfu per 1 gram (wet weight) zooplankton samples ;
.2 Escherichia coli less than 250 cfu per 100 millilitres;
.3 Intestinal Enterococci less than 100 cfu per 100 milliliters.
International Convention on the Control
of Harmful Anti-fouling Systems on Ships
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Adoption: 5 October 2001; Entry into force: 17 September 2008
The Convention prohibits the use of harmful organotins (tin based) in anti-fouling paints
used on ships and establishes a mechanism to prevent the potential future use of other harmful
substances in anti-fouling systems.
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.
Tin based paint slowly "leach" into the sea water, killing barnacles and other marine life that
have attached to the ship. But studies have shown that these compounds persist in the water,
killing sea-life, harming the environment and possibly entering the food chain. One of the
most effective anti-fouling paints, developed in the 1960s, contains the organotin tributyltin
(TBT), which has been proven to cause deformations in oysters and sex changes in whelks.
Other health effects include hormone (endocrine) disruption, obesity, immune system damage,
nervous system damage, reproductive and developmental harm and toxicity to aquatic life.

Adoption: 5 October 2001; Entry into force: 17 September 2008
Under the terms of the AFS Convention, Parties to the Convention are required to prohibit
and/or restrict the use of harmful anti-fouling systems on ships.
Annex I states that all ships shall not apply or re-apply organotins compounds which act as
biocides in anti-fouling systems. This applies to all ships (including fixed and floating
platforms, floating storage units (FSUs), and Floating Production Storage and Offtake
units (FPSOs).
In 2021, the MEPC adopted amendments to include controls on the biocide cybutryne.
The amendments enter into force on 1 January 2023. Ships shall not apply or re-apply anti-
fouling systems containing this substance from 1 January 2023. Ships shall remove or
apply a coating to AFS with this substance at the next scheduled renewal of the anti-
fouling system after 1 January 2023, but no later than 60 months following the last
application to the ship of an anti-fouling system containing cybutryne.

Alternative to anti-fouling paint
1. Electrolytic system
This is one of the most commonly used systems to fight biofouling on ships. The electrolytic system consists
of pairs of anodes, mostly copper and aluminium (or iron). The anodes are mounted in the sea chest or the
strainer. DC current is passed through the copper anodes, which produce ions that are carried with the
seawater in the whole piping network. These copper ions in the seawater prevent marine organisms from
settling down and multiplying on the surface of the pipes.
The second anode is used to prevent corrosion of the metal surface. The iron anodes help in preventing
layers of oxide films of the metals from breaking down by the corrosive agents (sulphur) of seawater. This
system also gives protection to valves, condensers, engine cooling systems and ancillary equipment.
A control panel measures and monitors the output of each of the anodes.
2. Chemical Dosing
Chemical dosing is also a common method which is used to prevent marine growth in piping network. Anti-
fouling chemical such as ferrous chloride is used to dose sea water boxes. The chemical coats the pipework
with a protective ferrous layer to prevent corrosion.

3. Ultrasonic
High frequency waves are also used as a method to prevent marine growth in piping systems. Ultrasonic
system is supposed to be known as one of the most highly effective methods to prevent biofouling. A
reduction in biofouling of as much as 80% is claimed by this method.
In the ultrasonic method, a wave generator produces and sends electrical impulses at high frequency. These
waves are passed through a coaxial cable to transducers which are mounted externally to the sea chests or
strainers.
4. Electro-chlorination
Electro-chlorination is a method in which chlorine is generated to produce sodium hypochlorite, which is used
to prevent fouling.
Titanium is used as the cathode material whereas titanium coated with 100 micro-inches of platinum is used
as anodes. Titanium is an electrochemically inert element at positive voltages less than 9 volts. The
anode/cathode voltage is kept 7 volts.
Chlorine is generated at the anodes along with other elements to form sodium hyperchlorite. A large amount
of hydrogen gas is also produced. The layer at the anode in consumed at a rate of 6 mg/ampere per year.
However, it depends on the unit voltages and currents supplied. The total output of chlorine is a function of
current rather than flow through the unit. Thus adequate flow is required to ensure cooling and to prevent
calcareous deposits.10ppm chlorine in sea water would kill all marine life quickly, whereas 1 PPM will
prevent fouling.
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MARPOL &Marine Engineering Knowledge

ØA protocol is used for the modification of an IMO

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1954-IMO implemented OILPOL.

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1965 - IMO set up a Subcommittee on Oil Pollution,

1967-The wreck of Torrey canyon sparked controversy

1971-The International Convention for the prevention of

1978-IMO convened a Conference on Tanker Safety and

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Ø Adopted on 2 November 1973 at IMO. The protocol of 1978

Ø It came into force on 2 October 1983

Ø The Convention has been amended as required on several

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Oil and noxious liquid substance

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Various combinations of nitrogen and oxygen that:

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I Regulation for the prevention of pollution by oil 2 October 1983

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Centre tank : Any tank inboard of a longitudinal bulkhead.

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.1 the tanker is not within a special area;

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.6 the tanker has in operation an oil discharge monitoring and

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.1 the ship is proceeding en route;

.1 the ship is proceeding en route;

.1 the ship is proceeding en route;

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(A) Loading of oil cargo;

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7. The Oil Record Book shall be kept in such a place as to be readily

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Regulation 37 - Shipboard oil pollution emergency plan

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2. Such a plan shall be prepared based on guidelines developed by the

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Noxious liquid substance means any substance indicated in the

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.1 Category X: Noxious liquid substances which, if discharged into the

.2 Category Y: Noxious liquid substances which, if discharged into the

.4 Other substances: Substances indicated as OS (Other substances)

.1 the ship is proceeding en route at a speed of at least 7 knots in the case of

.1 A tank from which a substance in category X has been

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