TOLANI MARITIME INSTITUTE

ISO 9001:2015 CIP Grade1 (Outstanding)

COURSE NOTES

MARINE ENVIRONMETAL PROTECTION

Course Code: UG 21T5505 Prepared for Academic Year:

Compiled by: Capt. Vikrant 2023 – 2024
Nagarkar Reviewed by: Capt.RajkumarGoel

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TOLANI MARITIME INSTITUTE

TalegaonChakan Road, Induri. Taluka Maval, Pune -410507
Session: 2023-2024 Year: Third Semester: 5th Course Code: UG21T5505
Course Title: MARINE ENVIRONMENTAL PROTECTION Total Hours: 60 (45+15)
Faculty In-charge: Capt. Vikrant Nagarkar Faculty Team/Faculty Substitute:
Total Hours Lectures (45 Hours) + Tutorials (Practice & Exercise,Self Study): 15 Hrs.
Total Hours Practicals : Nil

Lesson plan based on Syllabus of Year 2021.

Course Goal: TO FAMILIARISE THE STUDENTS WITH THE MARPOL CONVENTION AND VARIOUS
ANNEXURES OF MARPOL 73/78

Sr.No. 1. General Learning Teaching Sub topics (with Specific learning Objective / Evaluation Criteria
Objectives (GLO) aid(s) applications)
1. Main Topic: MARPOL CONVENTIONS Contact Hrs: 3 Self-Study Hrs:
1 Domain: ENVIRONMENTAL PROTECTION Level of the objective: BRIEF
HISTORY OF MARPOL 73/78
Pre requisite knowledge: NIL
1. MARPOL BB/PPT 1. MARPOL 1.1 Explain brief history of MARPOL
CONVENTION 73/78 conventions.
GENERAL 1.2 Define harmful substance, discharge, ship
and incidents.
1.3 State that violations of the conventions
Total Hours:4/60 are prohibited.
1.4 Describe the inspections which may be
made by PSC authorities and outline
actions which they may take.
1.5 Describe the provisions for the detection
of violations and enforcement of the
convention.
1.6 State that reports on incidents involving
harmful substances must be made
without delay.
2. Main Topic MARPOL ANNEX - 1 Contact Hrs: 7 Self-Study Hrs: 3
Domain: ENVIRONMENTAL PROTECTION Level of the objective: PREVENTION OF POLLUTION BY OIL

Pre requisite knowledge: NIL

1. MARPOL BB/PPT 1. MARPOL 2.1. Define/explain – Oil, Oily mixture, oil
ANNEX 1 73/78 ANNEX - 1 fuel, oil tanker, combination carrier,
nearest land, special area and
instantaneous rate of discharge of oil
content, wing tank, centre tank, slop
tank, clean ballast and segregated
ballast, Particularly sensitive area
(PSSA), bilge water holding tank, oily
water separator.
Sr.No. 1. General Learning Teaching Sub topics (with Specific learning Objective / Evaluation Criteria
Objectives (GLO) aid(s) applications)
2.2 Describe the surveys and inspections
required under the provisions of
MARPOL.
2.3 State the condition of the ship and its
equipment should be maintained to
Total Hours : 14/60 conform to the provision of the
Conventions.
2.4 Certificate issued after survey is IOPP
2.5 List the conditions under which oil
mixtures may be discharged into the
sea from an OIL TANKER.
2.6 List the conditions under which oil
mixtures from machinery space bilges
may be discharged into the sea.
2.7 State the provisions that do not apply
to the discharge of clean or segregated
ballast.
2.8 Describe the conditions under which
the provisions do not apply of oily
mixture from machinery spaces where
the oil content without dilution does
not exceed 15ppm.
2.9 State that residues which cannot be
discharged into the sea in compliance
with the regulations must be retained
on board or discharged to reception
facilities.
2.10 List the Special Areas for the purpose
of Annex I.
2.11 State that any discharge into the sea of
oil or oily mixtures from an oil tanker
or other ships of 400 GT and above is
prohibited while in special area.
2.12 Describe the conditions under which
an oil tanker may discharge oily
mixtures through ODMCS.
2.13 Describe the conditions under which a
ship, other than an oil tanker may
discharge oily mixtures in special area.
2.14 Describe conditions in which
processed bilge water from machinery
spaces may be discharged in special
area.
Sr.No. 1. General Learning Teaching Sub topics (with Specific learning Objective / Evaluation Criteria
Objectives (GLO) aid(s) applications)
2.15 State that ballast water should not
normally be carried in cargo tanks of
tankers provided with segregated
ballast tanks.
2.16 Explain the exceptions in which
ballast may be carried in cargo tanks.
2.17 State that, in new ships of 400 tons
gross tonnage and above and in new
oil tankers of 150 tons gross tonnage
and above, no ballast water should
normally be carried in any oil fuel
tank.
2.18 Pumping, piping and discharge
arrangement in oil tankers. MARPOL
line.
2.19 Describe Crude oil washing operation.

2.20 Oil Record Book (Part I – Machinery

space operations and Part II – Cargo/
ballast operations)
● Describe the requirements for the
provision of Oil Record Books.
● List the various entries that need to be
made in the Oil Record Book with
respect to above for following
operations:
● Explain that each completed operation
shall be signed by the officer or
officers in charge of the operations
and master of the ship.
● State that the Oil Record Book should
be kept on board readily available for
inspection and should be preserved for
a period of three years after the last
entry has been made.

2.21 SOPEP
● State that the Shipboard Oil Pollution
Emergency Plan (“SOPEP”) is to be
seen as an information from the
owners to the master of a ship.
● State it is an advice to the master how
to react in case of an oil spill to
Sr.No. 1. General Learning Teaching Sub topics (with Specific learning Objective / Evaluation Criteria
Objectives (GLO) aid(s) applications)
prevent or at least mitigate negative
effects on the environment.
● State that the Plan contains operational
aspects for various oil spill scenarios
and lists communication information
to be used in case of such incidents.
● State that it is compulsory for all ships
of more than 400 gross tons (oil
tankers of more than 150 GT) to carry
a SOPEP on board.
● List the contents of SOPEP.
● Describe that the Plan consists
generally of 4 sections with the
mandatory contents and its appendices
with additional information as contact
addresses and data plus a set of certain
drawings for easy reference for the
master.

3. Main Topic MARPOL ANNEX II Contact Hrs: 5 Self-Study Hrs: 3

Domain: ENVIRONMENTAL PROTECTION Level of the objective: PREVENTION OF POLLUTION BY
NOXIOUS LIQUID SUBSTANCE IN BULK Pre requisite knowledge: NIL
1. MARPOL BB/PPT 1. MARPOL 3.1 Cargo categories -
ANNEX II ANNEX II ● State that the requirements of Annex II
apply to all ships carrying noxious
liquid substances in bulk.
● Explain the categories of noxious liquid
chemicals
● State that the conditions for the
discharge of any effluent containing
substances falling in those categories.
● State that more stringent requirements
apply in special areas.
● State that pumping and piping
arrangements are to be such that, after
unloading, the tanks designated for the
carriage of liquids of category Z do not
retain more than certain stipulated
quantities of residue.
3.2 Procedures and Arrangements Manual –
• State that the Manual identifies the
arrangements and equipment needed to
Total Hours: 22/60 comply with Annex II and specifies the
operational procedures with respect to
Sr.No. 1. General Learning Teaching Sub topics (with Specific learning Objective / Evaluation Criteria
Objectives (GLO) aid(s) applications)
cargo handling, tank cleaning, slops
handling, residue discharging, ballasting
and de-ballasting, prewash and
ventilation procedures.
3.3 Cargo Record Book – To be completed, on
a tank-by-tank basis, whenever any
operations with respect to a noxious
liquid substance take place.

3.4 Shipboard Marine Pollution Emergency Plan

(SMPEP) -
● Explain that this plan is to be seen as an
information from the owners to the
master of a particular ship advising the
master how to react in case of a spill of
noxious liquid substances to prevent or
at least mitigate negative effects on the
environment.
● Describe that the Plan contains
operational aspects for various spill
scenarios and lists communication
information to be used in case of such
incidents.
● Explain that such plan has to fulfil the
requirements for the SOPEP and
additionally for the Shipboard Marine
Pollution Emergency Plan for noxious
liquid substances.
● Explain that if a combined plan
“Shipboard Marine Pollution
Emergency Plan” (SMPEP) is carried,
it
has to be in accordance with the
guidelines.

3.5 Explain Reception facilities and cargo

unloading Terminal arrangements.
4. Main Topic MARPOL ANNEX III Contact Hrs: 2 Self-Study Hrs: 1
Domain: ENVIRONMENTAL PROTECTION Level of the objective: PREVENTION OF POLLUTION BY
HARMFUL SUBSTANCES IN PACKAGED FORM

Pre requisite knowledge: NIL

1. MARPOL BB/PPT 1. MARPOL 4.1 State that for the purpose of this Annex,
ANNEX III ANNEX III empty receptacles, freight containers
portable tanks and road and rail tank
Sr.No. 1. General Learning Teaching Sub topics (with Specific learning Objective / Evaluation Criteria
Objectives (GLO) aid(s) applications)
Total Hours: 25/60 wagons which have been used
previously for the carriage of harmful
substances are treated as harmful
substances themselves unless
precautions have been taken to ensure
that they contain no residue that is
hazardous to the marine environment.
4.2 State that packaging, containers and
tanks should be adequate to minimize
hazard to the marine environment
4.3 Describe the requirements for marking
and labelling packages, freight
containers, tanks and wagons
4.4 Describe the notification procedures for
loading/unloading harmful substances
as per MARPOL Annex III
4.5 Describe the documentation relating to
the carriage of harmful substances by
sea
4.6 State that certain harmful substances
may be prohibited for carriage or
limited
as to the quantity which may be carried
aboard any one ship
4.7 State that jettisoning of harmful
substances is prohibited except for the
purpose of securing the safety of the
ship or saving life at sea
5. Main Topic MARPOL ANNEX IV Contact Hrs: 4 Self-Study Hrs: 1
Domain: ENVIRONMENTAL PROTECTION Level of the objective: PREVENTION OF POLLUTION BY
SEWAGE
Pre requisite knowledge: NIL
1. MARPOL BB/PPT 1. MARPOL 5.1 State that Annex IV contains a set of
ANNEX IV ANNEX IV regulations regarding the discharge of
sewage into the sea, ships’ equipment
and systems for the control of sewage
discharge, the provision of facilities at
ports and terminals for the reception of
sewage, and requirements for survey
Total Hours: 28/60 and certification
5.2 Describe the provisions regarding the
discharge of sewage into the sea
5.3 State that an International Sewage
Pollution Prevention Certificate (ISPP)
Sr.No. 1. General Learning Teaching Sub topics (with Specific learning Objective / Evaluation Criteria
Objectives (GLO) aid(s) applications)
is issued by national shipping
administrations to ships under their
jurisdiction showing compliance
5.4 State that the annex requires ships to be
equipped with either a sewage
treatment plant or a sewage
comminuting and disinfecting system
or a sewage holding tank, Standard
discharge connection.
5.5 State that the discharge of sewage into
the sea is prohibited, except when the
ship has in operation an approved
sewage treatment plant or is
discharging comminuted and
disinfected sewage using an approved
system at a distance of more than three
nautical miles from the nearest land; or
is discharging sewage which is not
comminuted or disinfected at a distance
of more than 12 nautical miles from the
nearest land.
6. Main Topic MARPOL ANNEX V Contact Hrs: 4 Self-Study Hrs:
1 Domain: ENVIRONMENTAL PROTECTION Level of the objective:
PREVENTION OF POLLUTION BY GARBAGE

Pre requisite knowledge: NIL

1. MARPOL BB/PPT 1. MARPOL 6.1 Define, for the purposes of Annex V:
ANNEX V ANNEX V Garbage, nearest land, special area.
6.2 State that the disposal into the sea of all
plastics is prohibited
6.3 State the regulations concerning the
Total Hours: 33/60
disposal of other garbage
6.4 List the special areas for the purposes of
Annex V
6.5 Garbage Management Plan
• State that the ships have to carry a
garbage management plan which the
crew are required to follow
• Describe the content of the Garbage
Management Plan, Garbage Record
Book
• Explain Placards
• Garbage Record Book - Describe the
various operations when the Garbage
Sr.No. 1. General Learning Teaching Sub topics (with Specific learning Objective / Evaluation Criteria
Objectives (GLO) aid(s) applications)
Record Book has to be completed and
various entries that need to be made.
• Explain the disposal criteria for cargo
residues/cargo hold washing water
residues.
7. Main Topic MARPOL ANNEX VI Contact Hrs: 6 Self-Study Hrs: 2
Domain: ENVIRONMENTAL PROTECTION Level of the objective: PREVENTION OF AIR POLLUTION
FROM THE SHIP
Pre requisite knowledge: NIL
1. MARPOL ANNEX BB/PPT 1. MARPOL 7.1 Define, for the purposes of Annex VI
VI ANNEX VI continuous feeding, emission control
area (ECA), new installations, Nitrogen
Oxide (NOx) technical code, ozone-
depleting substances, sludge oil,
shipboard incineration, particular
matter (PM), volatile organic
compounds (VOCs)
7.2 Describe the provision for the issuance
of International Air Pollution
Prevention certificate, duration of
validity of the certificate.
7.3 Describe the regulation regarding NOx
in regulation 13 of Annex VI
7.4 Describe the requirement for SOx
emission control area (SECA)
7.5 Describe the requirement for fuel oil
Total Hours: 41/60 quality in regulation 18 of Annex VI
7.6 List the special areas for the purposes
of
Annex VI
7.7 Volatile Organic Compound (VOC)
Management Plan-
• Explain Volatile Organic Compounds
(VOC)
• Explain that VOC emissions from ships
can be due to incomplete combustion
processes and include crankcase,
exhaust and evaporation emissions.
7.8 SEEMP issue or endorsement of a
certificate, Ships Energy Efficiency
Management Plan(SEEMP)
7.9 Describe EEDI. (Energy Efficiency
Design Index)
7.10 Information to be included in the
Sr.No. 1. General Learning Teaching Sub topics (with Specific learning Objective / Evaluation Criteria
Objectives (GLO) aid(s) applications)
bunker delivery note.
8. Main Topic BALLAST WATER MANAGEMENT Contact Hrs: 4 Self-Study Hrs: 1
Domain: ENVIRONMENTAL PROTECTION Level of the objective: BALLAST WATER MANAGEMENT
Pre requisite knowledge: NIL
1. BALLAST BB/PPT 1. BALLAST 8.1 Define: ballast water, ballast water
WATER WATER management, sediments
MANAGEMENT MANAGEMENT 8.2 State that in order to show compliance
with the requirements of the
Convention each vessel shall have on
Hours: 46/60
board a valid Certificate, a Ballast
Water Management Plan and a Ballast
Water Record Book
8.3 Describe the various methods of ballast
Exchange
8.4 Describe the standards that need to be
observed in ballast water exchange
8.5 Explain the safety procedure to be
followed during BWM for ship and
crew.
9. Main Topic ANTI FOULING PAINT POLLUTION Contact Hrs: 3 Self-Study Hrs: 1
Domain: ENVIRONMENTAL PROTECTION Level of the objective: ANTI FOULING PAINT POLLUTION
Pre requisite knowledge: NIL
1. ANTI FOULING BB/PPT 1. ANTI 8.3 Introduction, Brief History, Antifouling,
PAINT FOULING PAINT Effects and Zones, Antifouling purpose
POLLUTION POLLUTION and types, Environmental Impact.
8.4 State that convention prohibits the use of
Hours: 50/60 harmful organotins in anti-fouling paints
used on ships and will establish a
mechanism to prevent the potential future
use of other harmful substances in anti-
fouling system.

10. Main Topic ANTI POLLUTION EQUIPMENT Contact Hrs: 3 Self-Study Hrs:
NIL Domain: ENVIRONMENTAL PROTECTION Level of the objective: ANTI
POLLUTION EQUIPMENT
Pre requisite knowledge: NIL
1. ANTI BB/PPT 1. ANTI 10.1. Describe the operating procedures and
POLLUTION POLLUTION precautions of anti-pollution
EQUIPMENT EQUIPMENT equipment: Sewage plant, incinerator,
commutator, ballast water treatment
Hours: 53/60 plant
Sr.No. 1. General Learning Teaching Sub topics (with Specific learning Objective / Evaluation Criteria
Objectives (GLO) aid(s) applications)
11. Main Topic National Response Centre Contact Hrs: 1 Self-Study Hrs:
NIL Domain: ENVIRONMENTAL PROTECTION Level of the objective:
National Response Centre
Pre requisite knowledge: NIL
1. National Response BB/PPT 1. National 1. National Response Centre with respect to
Centre Response pollution prevention: General idea
Centre
Hours: 54/60

12. Main Topic SHIP RECYCLING Contact Hrs: 2 Self-Study Hrs:

Nil Domain: ENVIRONMENTAL PROTECTION Level of the objective: SHIP
RECYCLING
Pre requisite knowledge: NIL
1. SHIP RECYCLING BB/PPT 1.SHIP 1.Brief history, IMO Guidelines on ship
RECYCLING recycling, concept of Green Passport for
Hours: 56/60 ships
13. Main Topic National Pollution Discharge Elimination system (NPDES) Contact Hrs: 3
Self-Study Hrs: 1
Domain: ENVIRONMENTAL PROTECTION Level of the objective: US CLEAN WATER ACT
Pre requisite knowledge: NIL
1. US CLEAN BB/PPT 1. US CLEAN 13.1 Give an overview of NPDES
WATER ACT WATER ACT 13.2 Explain that the VRP Vessel
Response Plan is a plan required for
Hours: 60/60 vessels trading to/from/in USA and
this US Coast Guard’s new regulations
to improve pollution
13.3 Explain that the Oil Pollution Act of
1990 (OPA-90) and the international
treaty, MARPOL 73/78, require
owners/operators of certain vessels to
prepare Vessel Response Plans (VRP)
and/or Shipboard Oil Pollution
Emergency Plans (SOPEP) and in
addition, for certain vessels carrying
noxious liquid substances a Shipboard
Marine Pollution Emergency Plan
(SMPEP).

International Convention for the Prevention of Pollution from Ships (MARPOL) 73/78
 UNIT 1 – MARPOL CONVENTION GENERAL

1.1 : Marpol History :

The International Convention for the Prevention of Pollution from Ships (MARPOL) is the main
international convention covering prevention of pollution of the marine environment by ships
from operational or accidental causes. Sinking / oil pollution of the Torrey Canyon led to the
adoption of MARPOL.
Annex I Regulations for the Prevention of Pollution by Oil (entered into
force 2 October 1983)
Annex II Regulations for the Control of Pollution by Noxious Liquid
Substances in Bulk (entered into force 2 October 1983)
Annex III Prevention of Pollution by Harmful Substances Carried by Sea in
Packaged Form (entered into force 1 July 1992)
Annex IV Prevention of Pollution by Sewage from Ships (entered into force
27 September 2003)
Annex V Prevention of Pollution by Garbage from Ships (entered into force
31 December 1988)
Annex VI Prevention of Air Pollution from Ships (entered into force 19 May
2005)

Unit 1.2 Define Harmful substance, Discharge, ship and Incident.

Harmful substance:
It means any substance which, if introduced into the sea, is liable to create hazards to human
health, to harm living resources and marine life, to damage amenities or to interfere with other
legitimate uses of the sea, and includes any substance subject to control by the present
Convention.
Discharge: In relation to harmful substances or effluents containing such substances, means any
release howsoever caused from a ship and includes any escape, disposal, spilling, leaking,
pumping, emitting or emptying;
Ship: Ship means a vessel of any type whatsoever operating in the marine environment and
includes hydrofoil boats, air-cushion vehicles, submersibles, floating craft and fixed or floating
platforms.
Incident:
Incident means an event involving the actual or probable discharge into the sea of a harmful
substance, or effluents containing such a substance.
1.3 Violations of the conventions:
Any violation of the requirements of the present Convention shall be prohibited and sanctions
shall be established therefor under the law of the Administration of the ship concerned
wherever the violation occurs. If the Administration is informed of such a violation and is
satisfied that sufficient evidence is available to enable proceedings to be brought in respect of
the alleged violation, it shall cause such proceedings to be taken as soon as possible, in
accordance with its law.
The penalties specified under the law of a Party pursuant to the present article shall be adequate
in severity to discourage violations of the present Convention and shall be equally severe
irrespective of where the violations occur.
1.4 PSC Authorities & actions which they may take:
A ship when in a port or an offshore terminal of another Party is subject to inspection by officers
duly authorized by such Party concerning operational requirements under this Annex, where there
are clear grounds for believing that the Master or crew are not familiar with essential shipboard
procedures relating to the prevention of pollution by any vessel and in serious case vessel may not
be allowed to sail for the port until relevant measures are taken in place.
1.5 Provisions for the detection of violations & enforcement of the convention:
1. Parties to the convention shall co-operate in the detection of violation & enforcement of the
Provisions of the present convention, using all appropriate and practical measures of detection
and environmental monitoring, adequate procedures for reporting and accumulation of
evidence.
2. A ship to which the present convention applied may, in any port or offshore terminal of a
party, be subject to inspection by officers appointed or authorized by that party for the purpose
of verifying whether the ship has discharged any harmful substances in violation of the provision
of the regulations. If an inspection indicates violation of the convention, a report shall be
forwarded to the Administration for any appropriate action.
3. Any party shall furnish to the Administration evidence if any, that the ship has discharged
harmful substances in violation of the provisions of the regulations. If it is practicable to do so,
the competent authority of the former party shall notify the Master of the ship of the alleged
violation.
4. Upon receiving such evidence, the Administration so informed shall investigate the matter,
and may request the other party to furnish or better evidence of the alleged contravention. If
the Administration is satisfied that sufficient evidence is available to enable proceedings to be
brought in respect of the alleged violation, it shall cause such proceedings to be taken in
accordance with its law as soon as possible. The administration shall promptly inform the party
which has reported the alleged violation, as well as the IMO, of the action taken.
5. A party may also inspect a ship to which this Annex applies when it enters the port or offshore
terminals under its jurisdiction, if a request for an investigation is received from any party
together with sufficient evidence that the ship has emitted any of the substances covered by this
Annex in any place in violation of this Annex. The report of such investigation shall be sent to the
party requesting it and to the Administration so that the appropriate action may be taken under
the present convention.
1.6 State that reports on incidents involving harmful substances must be made without delay.
(1) A report of an incident shall be made without delay to the fullest extent possible in
accordance with the provisions of Protocol I to the present Convention.
(2) Each Party to the Convention shall:
(a) make all arrangements necessary for an appropriate officer or agency to receive and
process all reports of incidents; and
(b) notify the Organization with complete details of such arrangements for circulation to
other Parties and Member States of the Organization.
(3) Whenever a Party receives a report under the provisions of the present article, that Party
shall relay the report without delay to:
(a) the Administration of the ship involved; and
(b) any other State which may be affected.
(4) Each Party to the Convention undertakes to issue instructions to its maritime inspection
vessels and aircraft and to other appropriate services, to report to its authorities any incident
referred to in Protocol I to the present Convention. That Party shall, if it considers it
appropriate, report accordingly to the Organization and to any other Party concerned.
 Unit 2
Annex I Regulations for the Prevention of Pollution by
Oil (entered into force 2 October 1983)

2.1 Definitions/Explanations:
Oil : Oil means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined
products (other than those petrochemicals which are subject to the provisions of Annex II of
the present Convention) and, without limiting the generality of the foregoing, includes the
substances listed in below:
Oily Mixture: Oily mixture means a mixture with any oil content.
Oil fuel : means any oil used as fuel in connection with the propulsion and auxiliary machinery of
the ship in which such oil is carried.
oil tanker : means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces
and includes combination carriers, 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: means a ship designed to carry either oil or solid cargoes in bulk.
Nearest land: The term "from the nearest land" means from the baseline from which the territorial
sea of the territory in question is established in accordance with international law, except that,
for the purposes of the present Convention "from the nearest land" off the northeastern coast
of Australia
Special area : Special area means a sea area where for recognized technical reasons in relation to
its oceanographical and ecological condition and to the particular character of its traffic the
adoption of special mandatory methods for the prevention of sea pollution by oil is required.
Instantaneous rate of discharge of oil content: Instantaneous rate of discharge of oil content
means the rate of discharge of oil in liters per hour at any instant divided by the speed of the
ship in knots at the same instant.
Wing tank : Wing tank means any tank adjacent to the side shell plating.
Centre tank : Center tank means any tank inboard of a longitudinal bulkhead.
Slop tank: means a tank specifically designated for the collection of tank draining, tank washings
and other oily mixtures.
Clean ballast: means 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.
Segregated ballast: means 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.
Particularly sensitive area (PSSA): is an area that needs special protection through action by IMO
because of its significance for recognized ecological or socio-economic or scientific reasons and
which may be vulnerable to damage by international maritime activities.
Vessel Response Plan (VRP) : The Oil Pollution Act of 1990 (OPA-90) and the international treaty,
MARPOL 73/78, require owners/operators of certain vessels that are carrying certain quantities
of chemicals and/or refined petroleum products.to prepare Vessel Response Plans (VRP)
approved by the U.S. Coast Guard.
Bilge water holding tank: means a tank collecting oily bilge water prior to its discharge, transfer or
disposal.
Oily water separator: The primary purpose of a shipboard oily water separator (OWS) is to separate
oil and other contaminants that could be harmful for the oceans. The International Maritime
Organization (IMO) publishes regulations through the Marine Environment Protection
Committee (MEPC)
2.2 Describe the surveys and inspections required under the provisions of MARPOL..
2.3 State the condition of the ship and its equipment should be maintained to conform to the
provision of the Conventions.
2.4 Certificate issued after survey is IOPP

1 Every oil tanker of 150 gross tonnage and above, and every other ship of 400 gross tonnage and
above shall be subject to the surveys specified below:
1. an Initial survey before the ship is put in service or before the Certificate required under
regulation 7(Issue or endorsement of cert) of this Annex is issued for the first time, which shall
include a complete survey of its structure, equipment, systems, fittings, arrangements and
 material in so far as the ship is covered by this Annex. This survey shall be such as to ensure that
the structure, equipment, systems, fittings, arrangements and material fully comply with the
applicable requirements of this Annex;
2. a Renewal survey at intervals specified by the Administration, but not exceeding 5 years,
except where regulation 10.2.2, 10.5, 10.6 or 10.7 (Duration & Validity) of this Annex is
applicable. The renewal survey shall be such as to ensure that the structure, equipment,
systems, fittings, arrangements and material fully comply with applicable requirements of this
Annex;
3. an Intermediate survey within 3 months before or after the second anniversary date or within
3 months before or after the third anniversary date of the Certificate which shall take the place
of one of the annual surveys specified in paragraph 1.4 of this regulation. The intermediate
survey shall be such as to ensure that the equipment and associated pump and piping systems,
including oil discharge monitoring and control systems, crude oil washing systems, oily-water
separating equipment and oil filtering systems, fully comply with the applicable requirements
of this Annex and are in good working order. Such intermediate surveys shall be endorsed on
the Certificate issued under regulation 7 or 8 of this Annex;
4. an Annual survey within 3 months before or after each anniversary date of the Certificate,
including a general inspection of the structure, equipment, systems, fittings, arrangements and
material referred to in paragraph 1.1 of this regulation to ensure that they have been
maintained in accordance with paragraphs 4.1 and 4.2 of this regulation and that they remain
satisfactory for the service for which the ship is intended. Such annual surveys shall be endorsed
on the Certificate issued under regulation 7 or 8 of this Annex;
5. an Additional survey either general or partial, according to the circumstances, shall be made
after a repair resulting from investigations prescribed in paragraph 4.3 of this regulation, or
whenever any important repairs or renewals are made. The survey shall be such as to ensure
that the necessary repairs or renewals have been effectively made, that the material and
workmanship of such repairs or renewals are in all respects satisfactory and that the ship
complies in all respects with the requirements of this Annex.
After completion of Annual/Renewal surveys IOPP Certificate are issued for a period specified by
the administration, which shall not exceed five years. The condition of the ship and its equipment shall be
maintained to conform with the provisions of the present Convention to ensure that the ship in
all respects will remain fit to proceed to sea without presenting an unreasonable threat of harm
to the marine environment.
2.5 List the conditions under which oil mixtures may be discharged into the sea from an OIL
TANKER.
DISCHARGES OUTSIDE SPECIAL AREAS EXCEPT ARCTIC AREA.
Any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker shall be
prohibited except when the following conditions are met.
1. The tanker is not within a special area;
2. The tanker is more than 50 nautical miles from nearest land;
3. The tanker is proceeding enroute;
4. The instantaneous rate of discharge of oil is not more than 30 liters per nautical mile;
5. The total quantity of oil discharged does not exceed 1/30000 of the last cargo carried;
6. The tanker has an ODMCS in operation and is fitted with a slop tank arrangement.

2.6 List the conditions under which oil mixtures from machinery space bilges may be
discharged into the sea.
1. any discharge into the sea of oil or oily mixtures from ships shall be prohibited.
A) Discharges outside special areas
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above
shall be prohibited except when all the following conditions are satisfied:
1. the ship is proceeding enroute.
2. the oily mixture is processed through an oil filtering equipment
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.
B) Discharges in special areas
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above
shall be prohibited except when all of the following conditions are satisfied:
1. the ship is proceeding enroute
2. the oily mixture is processed through an oil filtering equipment
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.
In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship
shall be prohibited.
Nothing 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 in accordance with paragraph 2 of this regulation.

2.7 State the provisions that do not apply to the discharge of clean or segregated ballast.
1. Any oil tanker (delivered on or before 1 June 1982) which engages exclusively on voyages both
of 72 hours or less in duration and within 50 nautical miles from the nearest land, provided that
the oil tanker is engaged exclusively in trades between ports or terminals within a State Party
to the present Convention. Such oil tanker shall retain on board all oily mixtures for subsequent
discharge to reception facilities and to the determination by the Administration that facilities
available to receive such oily mixtures are adequate.
2. Any ship such as hydrofoil, air-cushion vehicle, near-surface craft and submarine craft etc.
2.8 Describe the conditions under which the provisions do not apply of oily mixture from
machinery spaces where the oil content without dilution does not exceed 15ppm.
1. Discharge of oily mixtures from machinery spaces cannot discharged without the OWS except
in an emergency where discharge is permitted to save the life & the vessel.
2. Vessel to have alternate slop tank to store such mixture.
2.9 State that residues which cannot be discharged into the sea in compliance with the
regulations must be retained on board or discharged to reception facilities.
1. This provisions are not applicable to ships constructed before 31st December 1979 and which
shall be designed & constructed so as to facilitate their cleaning and the discharge of residues
to the reception facility using standard discharge connection or by any approval means
disposal.
2. Oil residues tank shall be provided must be of adequate capacity, having regard to the type of
machinery and length of the voyage.
3. Shall have no discharge connections to the bilge system, oily bilge water holding tank(s), tank
top or Oily water separator.
 4. Shall not be arranged with any piping that has direct connection overboard, other than
standard discharge connection.
2.10 List the Special Areas for the purpose of Annex I.
1. The Mediterranean Sea area 2. The Baltic sea area 3. Black sea area
4. The Gulf 5. Gulf of Aden 6. Red Sea Area 7. Antarctic area 8. North West Europe
9.Oman & Arabian Sea 10. Southern South Africa
2.11 State that any discharge into the sea of oil or oily mixtures from an oil tanker or other ships
of 400 GT and above is prohibited while in special area.
2.12 Describe the conditions under which an oil tanker may discharge oily mixtures through
ODMCS.
1. Oil tankers of 150 GRT and above shall be equipped with an ODMCS approved by the
Administration.
2. The system shall be fitted with a recording device to provide a continuous record of the
discharge in litres per NM and total quantity discharged, or the oil content and rate of
discharge, recorded against date and time and kept on board for at least 3 years after the last
entry.
3. It shall come into operation when there is any discharge of effluent into the sea and shall be
such as will ensure that any discharge of oily mixture is automatically stopped when
instantaneous rate of discharge of oil exceeds the permitted limit.
4. In auto system when ODMCS fails to work then there shall be arrangement to stop shall stop
discharge manually.
2.13 Describe the conditions under which a ship, other than an oil tanker may discharge oily
mixtures in special area.
1 the ship is proceeding en route;
2 the oily mixture is processed through an oil filtering equipment meeting the requirements of
regulation 14.7 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.
 2.14 Describe conditions in which processed bilge water from machinery spaces may be
discharged in special area.
A) 1 the ship is proceeding en route;
2 the oily mixture is processed through an oil filtering equipment. meeting the requirements of
regulation 14.7 of this Annex;(Discharge stops automatically if oil content exceeds 15ppm).
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.
B) In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship
shall be prohibited.
C) Nothing 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 in accordance with paragraph 2(as above) of this
regulation.
2.15 State that ballast water should not normally be carried in cargo tanks of tankers provided
with segregated ballast tanks.
1. Every crude oil tanker of 20,000 tonnes deadweight and above and every product carrier of
30,000 tonnes deadweight and above delivered after 1 June 1982, as defined in regulation
1.28.4, shall be provided with segregated ballast tanks and shall comply with paragraphs 2, 3
and 4, or 5 as appropriate, of this regulation.
2. The capacity of the segregated ballast tanks shall be so determined that the ship may operate
safely on ballast voyages without recourse to the use of cargo tanks for water ballast except as
provided for in paragraph 3(Rare voyages due weather) or 4(additional ballast permitted) of
this regulation. In all cases, however, the capacity of segregated ballast tanks shall be at least
such that, in any ballast condition at any part of the voyage, including the conditions
consisting of lightweight plus segregated ballast only, the ship's draughts (Df &Da corresponds
to Dm) and trim (by stern not greater than 0.015L).
2.16 Explain the exceptions in which ballast may be carried in cargo tanks.
1. on those rare voyages when weather conditions are so severe that, in the opinion of the
master, it is necessary to carry additional ballast water in cargo tanks for the safety of the
ship; and
2. in exceptional cases where the particular character of the operation of an oil tanker renders it
necessary to carry ballast water in excess of the quantity required under paragraph 2 of this
regulation, provided that such operation of the oil tanker falls under the category of
exceptional cases as established by the Organization.
3. Such additional ballast water shall be processed and discharged in compliance with regulation
34 of this Annex and an entry shall be made in the Oil Record Book Part II referred to in
regulation 36 of this Annex.
2.17 State that, in new ships of 4000 gross tonnage and above and in new oil tankers of 150 tons
gross tonnage and above, no ballast water should normally be carried in any oil fuel tank.
Because these types of vessel shall discharge such ballast should be retained on board for
further discharge to reception facility approved by the administration to the reception facility
or into sea using oil filtering equipment so that oil content in mixture is below 15ppm.
2.18 Pumping, piping and discharge arrangement in oil tankers. MARPOL line.
1. In every oil tanker, a discharge manifold for connection to reception facilities for the discharge
of dirty ballast water or oil-contaminated water shall be located on the open deck on both
sides of the ship.
2 In every oil tanker of 150 gross tonnage and above, pipelines for the discharge to the sea of
ballast water or oil-contaminated water from cargo tank areas which may be permitted under
regulation 34 of this Annex shall be led to the open deck or to the ship's side above the
waterline in the deepest ballast condition. Different piping arrangements to permit operation
in the manner permitted in subparagraphs 6.1 to 6.5 of this regulation may be accepted.
3. In oil tankers of 150 gross tonnage and above delivered after 31 December 1979, means shall
be provided for stopping the discharge into the sea of ballast water or oil-contaminated water
from cargo tank areas, other than those discharges below the waterline permitted under
paragraph 6 of this regulation, from a position on the upper deck or above located so that the
manifold in use referred to in paragraph 1 of this regulation and the discharge to the sea from
the pipelines referred to in paragraph 2 of this regulation may be visually observed.
4 Every oil tanker delivered after 1 June 1982, required to be provided with segregated ballast
tanks or fitted with a crude oil washing system.
2.19 Describe Crude oil washing operation.
1. Every crude oil tanker of 20,000 tonnes deadweight and above delivered after 1 June 1982,
shall be fitted with a cargo tank cleaning system using crude oil washing. The Administration
shall ensure that the system fully complies with the requirements of this regulation within one
 year after the tanker was first engaged in the trade of carrying crude oil or by the end of the
third voyage carrying crude oil suitable for crude oil washing, whichever occurs later.
2. Crude oil washing installation and associated equipment and arrangements shall comply with
the requirements established by the Administration. Such requirements shall contain at least
all the provisions of the Specifications for the Design, Operation and Control of Crude Oil
Washing Systems adopted by the Organization*. When a ship is not required, in accordance
with paragraph 1 of this regulation, to be, but is equipped with crude oil washing equipment,
it shall comply with the safety aspects of the above-mentioned Specifications.
3. Every crude oil washing system required to be provided in accordance with regulation 18.7 of
this Annex shall comply with the requirements of this regulation.
2.20 Oil Record Book (Part I – Machinery space operations and Part II – Cargo/ ballast operations)
Oil Record Book Part I (Machinery Space):
a) Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and
above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery
space operations).
b) Entries in the Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank
basis if appropriate, whenever any of the following machinery space operations takes place in
the ship:
1. ballasting or cleaning of oil fuel tanks;
2. discharge of dirty ballast or cleaning water from oil fuel tanks;
3. collection and disposal of oil residues (sludge and other oil residues);
4. discharge overboard or disposal otherwise of bilge water which has accumulated in machinery
spaces; and
5. bunkering of fuel or bulk lubricating oil.
6. Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I.
c) Each completed operation shall be signed by the officer or officers in charge of the operations
concerned and each completed page shall be signed by the master of ship.
d) Entries in ORB-I shall be at least in English, French or Spanish.
e) The Oil Record Book should be kept on board readily available for inspection and should be
preserved for a period of three years after the last entry has been made.
 g) Any copy so made which has been certified by the master of the ship as a true copy of an entry
in the ship’s Oil Record Book Part I shall be made admissible in any judicial proceedings as
evidence of the facts stated in the entry.
Oil Record Book - Part II (Cargo Spaces)
a) Every oil tanker of 150 gross tonnage and above shall be provided with an Oil Record Book
Part II (Cargo/Ballast Operations).
b) The Oil Record Book Part II shall be completed on each occasion, on a tank-to-tank basis if
appropriate, whenever any of the following cargo/ ballast operations take place in the ship:
1. loading of oil cargo;
2. internal transfer of oil cargo during voyage;
3. unloading of oil cargo;
4. ballasting of cargo tanks and dedicated clean ballast tanks;
5. cleaning of cargo tanks including crude oil washing;
6. discharge of ballast except from segregated ballast tanks;
7. discharge of water from slop tanks;
8. closing of all applicable valves or similar devices after slop tank discharge operations;
9. closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and
stripping lines after slop tank discharge operations; and
10. disposal of residues.
c) For oil tankers referred to in regulation 34.6 of this Annex (disch to reception facility), the total
quantity of oil and water used for washing and returned to a storage tank shall be recorded in
the Oil Record Book Part II.
d) In the event of such discharge of oil or oily mixture in the event of accidental or other
exceptional discharge of oil not excepted by that regulation, a statement shall be made in the
Oil Record Book Part II of the circumstances of, and the reasons for, the discharge.
e) Each operation shall be fully recorded without delay in the Oil Record Book Part II so that all
entries in the book appropriate to that operation are completed.
f) Each completed operation shall be signed by the officer or officers in charge of the operations
concerned and each completed page shall be signed by the master of ship.
g) The entries in the Oil Record Book Part II shall be at least in English, French or Spanish. Where
entries in an official language of the State whose flag the ship is entitled to fly are also used,
this shall prevail in case of dispute or discrepancy.
h) Any failure of the oil discharge monitoring and control system shall be noted in the Oil Record
Book Part II.
i) 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.
j) Any copy made which has been certified by the master of the ship as a true copy of an entry in
the ship's Oil Record Book Part II shall be made admissible in any judicial proceedings as
evidence of the facts stated in the entry.
2.21 SOPEP (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 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:
a) the procedure to be followed by the Master or other persons having charge of the ship to
report an oil pollution incident and in case of an oil spill to prevent or at least mitigate negative
effects on the environment.
b) the list of authorities or persons to be contacted in the event of an oil pollution incident and
data plus a set of certain drawings for easy reference for the Master.
c) 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
d) the procedures and point of contact on the ship for coordinating shipboard action with
national and local authorities in combating the pollution.
3. 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.
 Unit 3
Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
(entered into force 2 October 1983)
3.1 Cargo categories
1. State that the requirements of Annex II apply to all ships carrying noxious liquid substances in
bulk.
2. Explain the categories of noxious liquid chemicals:
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 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;
3. 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;
4 Other substances: Substances which have been evaluated and found to fall outside category X,
Y or Z at present, considered to present no harm to marine resources, human health, amenities
or other legitimate uses of the sea when discharged into the sea from tank cleaning or
deballasting operations. The discharge of bilge or ballast water or other residues or mixtures
containing only substances referred to as ‘‘Other Substances’’ shall not be subject to any
requirements of the Annex.

3. State that the conditions for the discharge of any effluent containing substances falling in
those categories.
1) Discharge provisions
1.1 The discharge into the sea of residues of substances assigned to category X, Y or Z or of those
provisionally assessed as such or ballast water, tank washings or other mixtures containing such
substances shall be prohibited unless such discharges are made in full compliance with the
applicable operational requirements contained in this Annex.
1.2 Before any prewash or discharge procedure is carried out in accordance with this regulation,
the relevant tank shall be emptied to the maximum extent in accordance with the procedures
prescribed in the Manual.
1.3 The carriage of substances which have not been categorized, provisionally assessed or
evaluated or of ballast water, tank washings or other mixtures containing such residues shall be
prohibited along with any consequential discharge of such substances into the sea.
1.1 Discharge criteria of residues of category X:
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.
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(Paragraph 1 - above) provided that:
3.1 the tank is prewashed in accordance with a procedure approved by the Administration in
compliance with appendix 6 (Prewash Procedures) of this Annex; and
3.2 appropriate entries shall be made in the Cargo Record Book and endorsed by the surveyor.
1.2 Discharge of residues of category Y and Z :
1. The discharge standards as mentioned below will be applicable.
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 in regulation 16.1
 of this Annex 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.
3. For high-viscosity or solidifying substances in category Y, the following shall apply:
3.1 A prewash procedure;
.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.
4. Discharges in the Antarctic Area
4.1 Antarctic Area means the sea area south of latitude 60° S.
4.2 In the Antarctic Area any discharge into the sea of noxious liquid substances or mixtures
containing such substances is prohibited.
1.3 Discharge standards in special area:
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:
a) 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;
b) 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
c) the discharge is made at a distance of not less than 12 nautical miles from the nearest land in a
depth of water of not less than 25 metres.

For ships constructed before 1 January 2007 the discharge into the sea of residues of
substances in category Z or of those provisionally assessed as such or ballast water, tank
washings or other mixtures containing such substances below the waterline is not mandatory.
1.4. State that pumping and piping arrangements are to be such that, after unloading, the tanks
designated for the carriage of liquids of category Z do not retain more than certain stipulated
quantities of residue.
Every ship constructed on or after 1 July 1986 but before 1 January 2007 shall be provided with
a pumping and piping arrangement to ensure that each tank certified for the carriage of
substances in category X or Y does not retain a quantity of residue in excess of 100 litres in the
tank and its associated piping and that each tank certified for the carriage of substances in
category Z does not retain a quantity of residue in excess of 300 litres in the tank and its
associated piping.

3.2 Procedures and Arrangements Manual – (P & A Manual)

a) Every ship certified to carry substances of category X, Y or Z shall have on board a Manual
approved by the Administration. The Manual shall have a standard format in compliance with
this Annex. In the case of a ship engaged in international voyages on which the language used
is not English, French or Spanish, the text shall include a translation into one of these
languages.
b) 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, residue discharging and cargo tank ballasting and de-ballasting, prewash and
ventilation procedures which must be followed in order to comply with the requirements of
this Annex.

3.3 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, in the form specified in this Annex.
2. List of items to be recorded in Cargo Record Book. Entries are required only for operations
involving all categories of substances.
 (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
(F) Discharge into the sea of tank washings
(G) Ballasting of cargo tanks
3. In the event of an accidental discharge of a noxious liquid substance or a mixture containing
such a substance or a discharge under the provisions of regulation 3 of this Annex, an entry
shall be made in the Cargo Record Book stating the circumstances of, and the reason for, the
discharge.
4. Each entry shall be signed by the officer or officers in charge of the operation concerned and
each page shall be signed by the master of the ship.
5. The entries in the Cargo Record Book, shall be in English, French & Spanish.
6. 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.
7. The competent authority of the Government of a Party may inspect the Cargo Record Book
on board any ship to which this Annex applies while the ship is in its port, and may make a
copy of any entry in that book and may require the master of the ship to certify that the copy
is a true copy of such entry.

3.4 Shipboard Marine Pollution Emergency Plan (SMPEP) –

a) 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
b) This plan is to be seen as an information from the owners to the Master of a particular ship
advising the Master how to report & react in case of a spill of noxious liquid substances to
prevent or at least mitigate negative effects on the environment.
 c) The list of authorities or persons to be contacted in the event of a noxious liquid substances
pollution incident;
d) The procedure & point of contact on the ship for co0ordinating shipboard action with national
and local authorities in combating pollution.
e) Describe that the Plan contains operational aspects for various spill scenarios and lists
communication information to be used in case of such incidents.
f) Explain that such plan has to fulfil the requirements for the SOPEP and additionally for the
Shipboard Marine Pollution Emergency Plan for noxious liquid substances.
g) Explain that if a combined plan “Shipboard Marine Pollution Emergency Plan” (SMPEP) is
carried, it has to be in accordance with the guidelines of organization.
3.5 Explain Reception facilities and cargo unloading Terminal arrangements.
a) The Government of each Party to the Convention undertakes to ensure the provision of
reception facilities according to the needs of ships using its ports, terminals or repair ports as
follows:
1 ports and terminals involved in ships’ cargo handling shall have adequate facilities for the
reception of residues and mixtures containing such residues of noxious liquid substances
resulting from compliance with this Annex, without undue delay for the ships involved.
2 ship repair ports undertaking repairs to NLS tankers shall provide facilities adequate for the
reception of residues and mixtures containing noxious liquid substances for ships calling at
that port.
3. Where regulation 13(Control of discharges of residues of noxious liquid substances ) of this
annex requires prewash and the Regional Reception Facility plan applicable to the port of
unloading, the prewash & subsequent discharge to a reception facility shall be carried out as
per regulation 13 or at a Regional Waste Reception Centre specified in the applicable Regional
Reception Facility Plan.
b) The Government of each Party shall determine the types of facilities provided for the purpose
of paragraph 1 of this regulation at each cargo loading and unloading port, terminal and ship
repair port in its territories and notify the Organization thereof.
c) The Governments of Parties to the Convention, the coastlines of which border on any given
special area, shall collectively agree and establish a date by which time the requirement of
paragraph 1 of this regulation will be fulfilled and from which the requirements of the
applicable paragraphs of regulation 13 in respect of that area shall take effect and notify the
 Organization of the date so established at least six months in advance of that date. The
Organization shall then promptly notify all Parties of that date.
d) The Government of each Party to the Convention shall undertake to ensure that cargo
unloading terminals shall provide arrangements to facilitate stripping of cargo tanks of ships
unloading noxious liquid substances at these terminals. Cargo hoses and piping systems of the
terminal, containing noxious liquid substances received from ships unloading these substances
at the terminal, shall not be drained back to the ship.
e) Each Party shall notify the Organization, for transmission to the Parties concerned, of any
case where facilities required under paragraph 1 or arrangements required under paragraph 3
of this regulation are alleged to be inadequate.
 Unit 4
Annex III Prevention of Pollution by Harmful Substances Carried by Sea in
Packaged Form (entered into force 1 July 1992)
4.1 State that for the purpose of this Annex, empty receptacles, freight containers portable tanks
and road and rail tank wagons which have been used previously for the carriage of harmful
substances are treated as harmful substances themselves unless precautions have been
taken to ensure that they contain no residue that is hazardous to the marine environment.
4.2 State that packaging, containers and tanks should be adequate to minimize hazard to the
marine environment.
4.3 Describe the requirements for marking and labelling packages, freight containers, tanks and
wagons
(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. The method of affixing marks or labels on
packages containing a harmful substance shall be in accordance with the relevant provisions
of the IMDG Code.
(2) The method of marking the correct technical name and of affixing labels on packages
containing a harmful substance shall be such that this information will still be identifiable on
packages surviving at least three months' immersion in the sea. In considering suitable
marking and labelling, account shall be taken of the durability of the materials used and of
the surface of the package.
(3) Packages containing small quantities of harmful substances may be exempted from the
marking requirements.
4.4 Describe the notification procedures for loading/unloading harmful substances as per
MARPOL Annex III
The notification procedures for loading/unloading harmful substances are as follows:
1. Whether the cargo is Acute (short term) aquatic Hazard, exa. 96 hr LC50 (for fish)
2. Whether the cargo is Long Term aquatic hazard (Non rapidly degradable substances)
3. Rapidly degradable substances for which there are adequate chronic toxicity data available.
4.5 Describe the documentation relating to the carriage of harmful substances by sea.
1) In all documents relating to the carriage of harmful substances by sea where such
substances are named, the correct technical name of each such substance shall be used
(trade names alone shall not be used) and the substance further identified by the addition of
the words "MARINE POLLUTANT".
2) The shipping documents supplied by the shipper shall include, or be accompanied by, a
signed certificate or declaration that the shipment offered for carriage is properly packaged
and marked, labelled or placarded as appropriate and in proper condition for carriage to
minimize the hazard to the marine environment.
3) Each ship carrying harmful substances shall have a special list, manifest or stowage plan
setting forth, in accordance with the relevant provisions of the IMDG Code, the harmful
substances on board and the location thereof.
4) Copies of such documents shall also be retained on shore by the owner of the ship or his
representative until the harmful substances are unloaded. A copy of one of these documents
shall be made available before departure to the person or organization by the port state
authority.
4.6 State that certain harmful substances may be prohibited for carriage or limited as to the
quantity which may be carried aboard any one ship.
1. Certain harmful substances may, for sound scientific and technical reasons, need to be
prohibited for carriage or be limited as to the quantity which may be carried aboard any one
ship.
2. In limiting the quantity, due consideration shall be given to size, construction and equipment
of the ship, as well as the packaging and the inherent nature of the substances.
4.7 State that jettisoning of harmful substances is prohibited except for the purpose of
securing the safety of the ship or saving life at sea.
1. Jettisoning of harmful substances carried in packaged form shall be prohibited, except where
necessary for the purpose of securing the safety of the ship or saving life at sea.
2. Subject to the provisions of the present convention, appropriate measures based on the
physical, chemical and biological properties of harmful substances shall be taken to regulate
the washing of leakages overboard, provided that compliance with such measures would not
impair the safety of the ship and persons on board.
 Unit 5
Annex IV Prevention of Pollution by Sewage from Ships
(entered into force 27 September 2003)

5.1 States that Annex IV contains a set of regulations regarding the discharge of sewage into
the sea, ships’ equipment and systems for the control of sewage discharge, the provision
of facilities at ports and terminals for the reception of sewage, and requirements for
survey and certification.
The provisions of this Annex shall apply to the following ships engaged in International
voyages:
1) New ships of 400 GRT and above; and
2) New ships of less than 400 GRT which are certified to carry more than 15 persons; and
passenger ships which carry more than 12 passengers.
3) Existing ships of 400 GRT and above, five years after the date of entry into force of this
Annex
4) Existing ships of less than 400 GRT which are certified to carry more than 15 persons, five
years after the date of entry into forces of this Annex.
5.2 Describe the provisions regarding the discharge of sewage into the sea
The discharge of sewage into the sea is prohibited, except when:
1. The ship is discharging comminuted and disinfected sewage using a system approved by the
Administration at a distance of more than 3 nautical miles from the nearest land, or sewage
which is not comminuted or disinfected at a distance of more than 12 nautical miles from the
nearest land, provided that, in any case, the sewage that has been stored in holding tanks shall
not be discharged instantaneously but at a moderate rate when the ship is en route and
proceeding at not less than 4 knots; the rate of discharge shall be approved by the
Administration based upon standards developed by the Organization; or
2. The ship has in operation an approved sewage treatment plant which has been certified by the
Administration to meet the operational requirements.
2.1 the test results of the plant are laid down in the ship's International Sewage Pollution
Prevention Certificate; and
2.2 additionally, the effluent shall not produce visible floating solids nor cause discoloration of the
surrounding water.
3. The provisions of paragraph 1 shall not apply to ships operating in the waters under the
jurisdiction of a State and visiting ships from other States while they are in these waters and are
discharging sewage in accordance with such less stringent requirements as may be imposed by
such State.
4. When the sewage is mixed with wastes or waste water covered by other Annexes of MARPOL
73/78, the requirements of those Annexes shall be complied with in addition to the
requirements of this Annex.
5.3 State that an International Sewage Pollution Prevention Certificate (ISPP) is issued by national
shipping administrations to ships under their jurisdiction showing compliance
5.4 State that the annex requires ships to be equipped with either a sewage treatment plant or a
sewage comminuting and disinfecting system or a sewage holding tank, Standard discharge
connection.
5.5 State that the discharge of sewage into the sea is prohibited, except when the ship has in
operation an approved sewage treatment plant or is discharging comminuted and disinfected
sewage using an approved system at a distance of more than three nautical miles from the
nearest land; or is discharging sewage which is not comminuted or disinfected at a distance
of more than 12 nautical miles from the nearest land.

Sewage Treatment Plant (STP):

A ship can also be fitted with an approved sewage treatment plant (the most common type
uses biological or aerobic digestion based system). The biggest advantage of using STP is that
the effluent and treated sewage can be discharged anywhere into high seas.
 Unit 6
Annex V Prevention of Pollution by Garbage from Ships
(entered into force 31 December 1988)
6.1 Define, for the purposes of Annex V: Garbage, nearest land, special area.

Garbage:
Garbage means all kinds of food wastes, domestic wastes and operational wastes, all plastics,
cargo residues, incinerator ashes, cooking oil, fishing gear, and animal carcasses generated
during the normal operation of the ship and liable to be disposed of continuously or
periodically except those substances which are defined in other annexes to the present
convention.

Nearest Land :
The term from the nearest land means from the baseline from which the territorial sea of the
territory in question is established in accordance with international law, except that, for the
purpose of the present convention “from the nearest land” off the north eastern coast of
Australia

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

6.2 State that the disposal into the sea of all plastics is prohibited.

6.3 State the regulations concerning the disposal of other garbage

Disposal of garbage outside special areas
(a) The disposal into the sea of all plastics, including but not limited to synthetic ropes, synthetic
fishing nets, plastic garbage bags and incinerator ashes from plastic products which may
contain toxic or heavy metal residues, is prohibited;
 (b) The disposal into the sea of the following garbage shall be made as far as practicable from
the nearest land but in any case is prohibited if the distance from the nearest land is less
than:
(i) 25 nautical miles for dunnage, lining and packing materials which will float;
(ii) 12 nautical miles for food wastes and all other garbage including paper products, rags, glass,
metal, bottles, crockery and similar refuse;
(c) disposal into the sea of garbage specified in subparagraph(b)(ii) of this regulation may be
permitted when it has passed through a comminuter or grinder and made as far as
practicable from the nearest land but in any case is prohibited if the distance from the
nearest land is less than 3 nautical miles. Such comminuted or ground garbage shall be
capable of passing through a screen with openings no greater than 25 mm.
(2) When the garbage is mixed with other discharges having different disposal or discharge
requirements the more stringent requirements shall apply.
Discharge of Garbage within Special Areas:
1. Discharge of following garbage into the sea within special areas shall only be permitted
while the ships is enroute and as follows:
a) Discharge into sea of food waste as fa as practicable from the nearest land, but not less than
12 NM from the nearest land or the nearest ice shelf.
b) Food wastes shall be comminuted or ground and shall be capable of passing through as
screen with openings not greater than 25 mm.
c) Food wastes shall not be contaminated by any other garbage type. Discharge of introduced
avian products, including poultry and poultry parts, is not permitted in the Antarctic area
unless it has been treated to be made sterile.
2. Discharge of cargo residues that cannot be recovered using commonly available methods of
unloading, where all the following conditions are satisfied:
a) Cargo residues contained in hold washing water do not include any substances classified as
harmful to the marine environment.
b) Solid bulk cargoes other than grain and declared by shipper as to whether or not harmful to
marine environment.
c) Cleaning agents & Additives contained in hold washing water do not include any substances
classified as harmful to marine environment.
d) Both port of departure and next of destination are within special area and ship will not
transit outside special area between those ports.
e) No adequate reception facilities are available at those ports taking into account guidelines
developed by the IMO
f) Where the conditions mentioned above (a-e above) have been fulfilled, discharge of cargo
hold washing water containing residues shall be made as far as practicable from the nearest
land or the nearest ice shelf and not less than 12 NM from the nearest land or the nearest
ice shelf.
g) When garbage is mixed with or contaminated by other substances prohibited from discharge
or having different discharge requirements, the more stringent requirements shall apply.

6.4 List the special areas for the purposes of Annex V:

a) Mediterranean sea area
b) the Baltic sea area,
c) the black sea area,
d) the red sea area,
e) the Gulfs area,
f) the North sea area,
g) the Antarctic area and
h) the Wider Caribbean Region means the Gulf of Mexico and Caribbean Sea.

6.5 Garbage Management Plan :

a) Every ship of 100 GRT and above, and every ship which is certified to carry 15 or more
persons, and fixed or floating platforms shall carry a garbage management plan which the
crew shall follow.
b) This plan shall provide written procedures for minimizing, collecting, storing, processing and
disposing of garbage, including the use of the equipment on board.
c) It shall also designate the person or persons in charge of carrying out the plan.
d) Such a plan shall be based upon the guidelines developed by the IMO and written in the
working language of the crew.
e) Must indicate classes of garbage & procedure to stow garbage under different color code
system.
f) Garbage categories:

.1 Plastic. - Red
.2 Floating dunnage, lining, or packing materials. - Yellow
.3 Ground paper products, rags, glass, metal, bottles, crockery, etc. - Yellow
.4 Cargo residues (No color system), paper products, rags, glass, metal, bottles, crockery, etc. –
Yellow
.5 Food waste.- Green
.6 Incinerator ash except from plastic products which may contain toxic or heavy metal residues.-
Grey
 Oily Rags - Black

Contents of the Garbage Record Book :

a) Every ship of 400 GRT or above and every ship which is certified to carry 15 or more persons
engaged in voyages to ports or offshore terminals under the jurisdiction of another state
party to the convention and every fixed and floating plat-forms shall be provided with a
Garbage Record Book.
b) Each discharge into the sea or to a reception facility, or a completed incineration, shall be
promptly recorded in the GRB and signed for on the date of the discharge or incineration by
the officer in charge.
c) Each entry must be signed by the person responsible for the up-keeping of GRB and Each
completed page of the GRB shall be signed by the Master of the ship.
d) The entries in the GRB shall be at least in English, French or Spanish.
e) The entry for each discharge into the sea shall include date and time, position of the ship
(lat/long), category of the garbage and the estimated amount (in m3) discharged. For the
discharge of cargo residues the discharge start and stop positions shall be recorded in
addition to the foregoing
f) The entry for each completed incineration shall include date and time and position of the
ship (lat/long) at the start and stop of the incineration, categories of garbage incinerated
and the estimated amount incinerated for each category in m3.
g) 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, and
the estimated amount discharged for each category in m3.
h) The Administration may waive the requirements for GRB for:
Any ship engaged on voyages of one (1) hour or less in duration which is certified to carry 15 or
more persons; or Fixed or floating platforms.

Placards:
Every ship of 12m of more in length overall and fixed or floating platforms shall display placards
which notify the crew and passengers of the discharge requirements of regulations of this
Annex and section of the Polar Code, as applicable.
Explain the disposal criteria for cargo residues/cargo hold washing water residues.
1. Discharge of cargo residues that cannot be recovered using commonly available methods of
unloading, where all the following conditions are satisfied:
2. Cargo residues contained in hold washing water do not include any substances classified as
harmful to the marine environment according to the criteria set out in this Annex;
3. Solid bulk cargoes other than grain and declared by the shipper as to whether or not they
are harmful to the marine environment.
4. Cleaning agents or additives contained in hold washing water do not include any substances
classified as harmful to the marine environment taking into account guidelines developed by
the IMO;
5. discharge of cargo hold washing water containing residues shall be made as far as
practicable from the nearest land or the nearest ice shelf and not less than 12 NM from the
nearest land or the nearest ice shelf.

THE DISCHARGE OF ANY GARBAGE OTHER THAN FOOD WASTE IS PROHIBITED IN

SPECIAL AREAS. ONLY GARBAGE DISCHARGED INTO THE SEA MUST BE CATEGORIZED.
GARBAGE OTHER THAN CATEGORY 1 DISCHARGED TO RECEPTION FACILITIES NEED
ONLY BE LISTED AS A TOTAL ESTIMATED AMOUNT. DISCHARGES OF CARGO RESIDUES
REQUIRE START AND STOP POSITIONS TO BE RECORDED.

Date/time Position Estimated amount discharged into Estimated amount Estimated Certification/
of the sea (m3) discharged to amount Signature
ship reception facilities incinerated
or to other ship (m3)
(m3)
Cat. 2 Cat. 3 Cat. 4 Cat. 5 Cat. 6 Cat. 1 Other
 Unit 7
Annex VI Prevention of Air Pollution from Ships
(entered into force 19 May 2005)
7.1 Definitions, for the purposes of Annex VI continuous feeding, emission control area (ECA),
new installations, Nitrogen Oxide (NOx) technical code, ozone-depleting substances, sludge
oil, shipboard incineration, particular matter (PM), volatile organic compounds (VOCs)
a) Continuous feeding:
It is defined as the process whereby waste is fed into a combustion chamber without human
assistance while the incinerator is in nomal operating conditions with the combustion
chamber operative temperature between 850°C and 1200°C.
b) Emission Control Area (ECA):
Emission control area means an area where the adoption of special mandatory measures for
emissions from ships is required to prevent, reduce and control air pollution from Nox or Sox
and particular matter or all three types of emissions and their attendant adverse impacts on
human health and the environment.
c) New Installations:
In relation to Ozone depleting substance means the installation of systems, equipment,
including new portable fire extinguishing units, insulation, or other material on a ship after the
date on which this Annex enters into force, but excludes repair or recharge of previously
installed systems, equipment, insulation, or other material, or recharge of portable fire-
extinguishing units.
d) Nitrogen Oxide (NOx) technical code:

means the Technical Code on Control of Emission of Nitrogen Oxides from Marine Diesel
Engines adopted by resolution 2 of 1997 MARPOL conference, as amended by the
Organization, provided that such amendments are adopted and brought into force in
accordance with the provisions of article 16 of the present Convention.

e) Ozone-depleting substances:
Means the controlled substances that depletes the Ozone Layer.
 f) Sludge oil:
means sludge from the fuel or lubricating oil separators, waste lubricating oil from main or
auxiliary machinery, or waste oil from bilge water separators, oil filtering equipment or
drip trays.
g) Shipboard incineration
means the incineration of wastes or other matter on board a ship, if such wastes or other
matter were generated during the normal operation of that ship.

h) Particulate matter (PM):

Particulate matter (PM) is not a single pollutant, but rather is a mixture of many chemical
species. It is a complex mixture of solids and aerosols composed of small droplets of liquid, dry
solid fragments, and solid cores with liquid coatings.

i) Volatile Organic Compounds (VOCs)

These are organic compounds that have high vapour pressure and low solubility in water.
Volatile Organic Compounds (VOC) are light components of crude oil, which evaporate during
loading operations or during the carriage of high-volatility crude oil cargoes.

7.2 Describe the provision for the issuance of International Air Pollution Prevention certificate,
duration of validity of the certificate.
(1) An International Air Pollution Prevention Certificate shall be issued, after an initial or renewal
survey in accordance with the provisions of regulation 5 of this Annex, to:
(a) any ship of 400 gross tonnage and above engaged in voyages to ports or offshore terminals
under the jurisdiction of other Parties; and
(b) platforms and drilling rigs engaged in voyages to waters under the sovereignty or jurisdiction
of other Parties to the Protocol of 1997.
(2) Ships constructed before the date of entry into force of the Protocol of 1997 shall be issued
with an International Air Pollution Prevention Certificate in accordance with paragraph (1) of
this regulation no later than the first scheduled drydocking after entry into force of the
Protocol of 1997, but in no case later than three years after entry into force of the Protocol of
1997.
(3) Such certificate shall be issued or endorsed either by the Administration or by any person or
organization duly authorized by it. In every case, the Administration assumes full responsibility
for the certificate.
(4) Such certificate is valid for not exceeding five years from the date of survey (Initial/Renewal).
7.3 Describe the regulation regarding NOx in regulation 13 of Annex VI
(1) (a) This regulation shall apply to:
(i) each diesel engine with a power output of more than 130 kW which is installed on a ship
constructed on or after 1 January 2000; and
(ii) each diesel engine with a power output of more than 130 kW which undergoes a major
conversion on or after 1 January 2000.
(b) This regulation does not apply to:
(i) emergency diesel engines, engines installed in lifeboats and any device or equipment
intended to be used solely in case of emergency; and
(ii) engines installed on ships solely engaged in voyages within waters subject to the
sovereignty or jurisdiction of the State the flag of which the ship is entitled to fly,
provided that such engines are subject to an alternative NOx control measure established
by the Administration.
(2) (a) For the purpose of this regulation, major conversion means a modification of an engine
where:
(i) the engine is replaced by a new engine built on or after 1 January 2000, or
(ii) any substantial modification, as defined in the NOx Technical Code, is made to the engine,
or
(iii) the maximum continuous rating of the engine is increased by more than 10%.
(b) The NOx emission resulting from modifications referred to in the sub-paragraph (a) of this
paragraph shall be documented in accordance with the NOx Technical Code for approval
by the Administration.
(3) (a) Subject to the provision of regulation 3(General Exceptions) of this Annex, the operation
of each diesel engine to which this regulation applies 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:
 (i) 17.0 g/kW·h when n is less than 130 rpm
(ii) 45.0 x n-0.2 g/kW·h when n is 130 or more but less than 2000 rpm
(iii) 9.8 g/kW·h when n is 2000 rpm or more
where n = rated engine speed (crankshaft revolutions per minute).
When using fuel composed of blends from hydrocarbons derived from petroleum refining,
test procedure and measurement methods shall be in accordance with the NOx Technical
Code, taking into consideration the test cycles and weighting factors outlined in appendix
II to this Annex.
(b) Notwithstanding the provisions of sub-paragraph (a) of this paragraph, the operation of a
diesel engine is permitted when:
(i) an exhaust gas cleaning system, approved by the Administration in accordance with the
NOx Technical Code, is applied to the engine to reduce onboard NOx emissions at least to
the limits specified in sub-paragraph (a), or
(ii) any other equivalent method, approved by the Administration taking into account
relevant guidelines to be developed by the Organization, is applied to reduce onboard
NOx emissions at least to the limit specified in sub-paragraph (a) of this paragraph.

7.4 Describe the requirement for SOx emission control area (SECA)
Requirements within SOx emission control areas
(1) For the purpose of this regulation, SOx emission control areas shall include:
(a) the Baltic Sea area, the North Sea area and The united states Caribbean sea area
(b) any other sea area, including port areas, designated by the Organization in accordance
with criteria and procedures for designation of SOx emission control areas with respect to
the prevention of air pollution from ships contained in appendix III to this Annex.
(2) While ships are within SOx emission control areas, at least one of the following conditions
shall be fulfilled:
(a) the sulphur content of fuel oil used on board ships in a SOx emission control area does
not exceed 1.0% m/m(Global ) 0.1% m/m on and after 1 Jan 2015 (ECA Areas).
(b) an exhaust gas cleaning system, approved by the Administration is applied to reduce the
total emission of sulphur oxides from ships, including both auxiliary and main propulsion
 engines, to 6.0 g SOx/kW·h or less calculated as the total weight of sulphur dioxide
emission.
(c) Waste streams from the use of such equipment shall not be discharged into enclosed
ports, harbours and estuaries unless it can be thoroughly documented by the ship that
such waste streams have no adverse impact on the ecosystems of such enclosed ports,
harbours and estuaries, based upon criteria communicated by the authorities of the port
State to the Organization. The Organization shall circulate the criteria to all Parties to the
Convention; or
(d) any other technological method that is verifiable and enforceable to limit SOx emissions
to a level equivalent to that described in sub-paragraph (b) is applied. These methods
shall be approved by the Administration taking into account guidelines to be developed
by the Organization.
(3) (i) The sulphur content of any fuel oil used on board ships shall not exceed 1.0% m/m.shall
be documented by the supplier.
(ii) The world-wide average sulphur content of residual fuel oil supplied for use on board
ships shall be monitored taking into account guidelines to be developed by the
Organization
(4) (i) Those ships using separate fuel oils to comply with paragraph (2)(a) of this regulation shall
allow sufficient time for the fuel oil service system to be fully flushed of all fuels exceeding
1.0% m/m sulphur content prior to entry into a SOx emission control area.
(ii) The volume of low-sulphur fuel oils (less than or equal to 1.0% sulphur content) in each
tank as well as the date, time, and position of the ship when any fuel-changeover
operation is completed, shall be recorded in such log-book as prescribed by the
Administration.
7.5 Describe the requirement for fuel oil quality in regulation 18 (Fuel Oil Quality) of Annex
VI.
(1) Fuel oil for combustion purposes delivered to and used on board ships to which this
Annex applies shall meet the following requirements:
(a) except as provided in sub-paragraph (b):
(i) the fuel oil shall be blends of hydrocarbons derived from petroleum refining. This shall not
preclude the incorporation of small amounts of additives intended to improve some
aspects of performance;
 (ii) the fuel oil shall be free from inorganic acid;
(iii) the fuel oil shall not include any added substance or chemical waste which either:
(1) jeopardizes the safety of ships or adversely affects the performance of the machinery, or
(2) is harmful to personnel, or
(3) contributes overall to additional air pollution; and
(b) fuel oil for combustion purposes derived by methods other than petroleum refining
shall not:
(i) exceed the sulphur by 4.5% m/m.
(ii) (a) 17.0 g/kW·h when n is less than 130 rpm
(b) 45.0 x n-0.2 g/kW·h when n is 130 or more but less than 2000 rpm
(c) 9.8 g/kW·h when n is 2000 rpm or more
(iii) contain inorganic acid; and
(iv) (1) jeopardize the safety of ships or adversely affect the performance of the machinery,
or
(2) be harmful to personnel, or
(3) Contribute overall to additional air pollution.

7.6 List the special areas for the purposes of Annex VI

(a) the Baltic Sea area, the North Sea area and The united states Caribbean sea area
(b) any other sea area, including port areas, designated by the Organization in accordance
with criteria and procedures for designation of SOx emission control areas with respect to
the prevention of air pollution from ships contained in appendix III to this Annex.

7.7 Volatile Organic Compound (VOC) Management Plan-

a) Explain Volatile Organic Compounds (VOC)
In the maritime industry, VOCs are mainly generated in oil and chemical tankers, which
are involved in loading, transporting and unloading organic chemical substances through
ports.
 Volatile Organic Compounds are generated when cargo splashes in the piping system of
the ships from the source to the cargo tanks, and from evaporation from the surface of oil
or chemicals stored in oil cargo tanks during and after loading.

VOCs are generated by a build-up of positive pressure, through vaporization, evaporation

and boiling.
Storage and use of these materials release VOCs which enlist a number of chemicals that
may have short- and long-term adverse impact on the health of humans.
b) Explain that VOC emissions from ships can be due to incomplete combustion processes
and include crankcase, exhaust and evaporation emissions
1. Every engine work efficiently i.e. all particles of fuel oil will be burned when the
proportion air & fuel is appropriate. If this proportion is inappropriate then there exist
unburned particle in the exhaust and these unburned particles contribute to VOC.
2. In the crankcase lube oil is heated to certain extent and it also contains hydrocarbons.
These hydrocarbons are emitted to atmosphere through separate pipe which contribute
to VOC.
3. On tanker vessel cargo itself generates vapors of hydrocarbon and also during crude oil
washing vapors of hydrocarbons are generated. These hydrocarbons are release to
atmosphere through PV valve which is lifted when pressure in the system is excess.
4. On Chemical tankers the vessel emits hazardous vapor through system even though IG
plant is operational.
5. Also on any type of ship when fuel is heated before use it emits hydrocarbon and gases to
atmosphere through fuel oil vents.

7.8 SEEMP issue or endorsement of a certificate, Ships Energy Efficiency Management

Plan(SEEMP)
1. Every ship of 400 GT and above & every fixed and floating drilling rig or other platform
shall be issued IAPP cert after initial survey. Subsequently annual & intermediate survey
will be carried out and endorsement will be carried out on (International Air Pollution
Prevention Certificate) IAPP certificate.
2. In addition to above these vessels will also be subjected to survey for the issuance of IEEC
(International Energy Efficiency Certificate). During this survey, it will also verify ship have
attained Energy Efficiency Design Index (EEDI - as per NOx Technical Code) is calculated
and which is applicable to new ships and Ship Energy Efficiency Management Plan
(SEEMP) required as per regulation 26 of this annex is on board.
 3. No IAPP certificate or IEE Certificate shall be issued to a ship which is entitled to fly the
flag of a state which is not a party.

SEEMP Plan:
The Ship Energy Efficiency Management Plan (SEEMP) is an operational measure that
establishes a mechanism to improve the energy efficiency of a ship in a cost-effective
manner. The SEEMP also provides an approach for shipping companies to manage ship
and fleet efficiency performance over time using, for example, the Energy Efficiency
Operational Indicator (EEOI) as a monitoring tool.
Annex VI on Regulations on energy efficiency for ships to make mandatory the EEDI for
new ships, and the SEEMP for all ships. The regulations apply to all ships of 400 gross
tonnage and above and are expected to enter into force on 1 January 2013. For existing
ships, the verification of the requirement to have a SEEMP on board according to
regulation 22 shall take place at the first intermediate or renewal survey identified in
paragraph 1 of this regulation, whichever is the first, on or after 1 Jan 2013, and this shall
be done prior to collecting date under regulation 22A of this Annex in order to ensure the
methodology and processes are in place prior to the beginning of the ship’s first reporting
period. Confirmation of compliance shall be provided to and retained on board the ship.
Administration, cause a ship to be surveyed and, if satisfied that the applicable provisions
of this Annex are complied with, shall issue or authorize the issuance of an IAPP certificate
or an Intermediary Energy Efficiency Certificate to the ship, and where appropriate,
endorse or authorize the endorsement of that certificate on the ship, in accordance with
this Annex.

7.9 Describe EEDI. (Energy Efficiency Design Index)

The EEDI for new ships is the most important technical measure and it aims at promoting
the use of more energy efficient (less polluting) equipment and engines. The EEDI
requires a minimum energy efficiency level per capacity mile (e.g. tonne mile) for
different ship type and size segments.
The EEDI provides a specific figure for an individual ship design, expressed in grams of
carbon dioxide (CO2) per ship’s capacity-mile (the smaller the EEDI the more energy
efficient ship design) and is calculated by a formula based on the technical design
parameters for a given ship.
 7.10 Information to be included in the bunker delivery note.
a) Name and IMO number of receiving ship
b) Port
c) Date of commencement of delivery
d) Name, address, and telephone number of marine fuel oil supplier
e) Product name(s)
f) Quantity (metric tons)
g) Density at 15°C (kg/m3)*
h) Sulphur content (% m/m)†
i) A declaration signed and certified by the fuel oil supplier's representative that the fuel oil
supplied is in conformity with regulation 14(1) or (4)(a) and regulation 18(1) of this Annex.
For the specimen of Bunker Delivery Note refer diagram on next page.
 Unit 8
Ballast Water Management
(Entered in force from 8th Sept 2017)

8.1 Define: ballast water, ballast water management, sediments

Ballast Water:
Ballast water is fresh or saltwater held in the ballast tanks and cargo holds of ships. It is used
to provide stability and maneuverability during a voyage when ships are not carrying cargo,
not carrying heavy enough cargo, or when more stability is required due to rough seas.
Sediments:
The ballast tank sediment consists of various solid particles accumulated mainly on the
bottom of ballast water tanks and their inner structures. The bulk of sediment is introduced
into the tank during ballasting operations, especially if conducted in ports situated in rivers or
estuaries, and in shallow waters.
8.2 State that in order to show compliance with the requirements of the Convention each
vessel shall have on board a valid Certificate, a Ballast Water Management Plan and a
Ballast Water Record Book
International Ballast Water Management Certificate :
An International Ballast Water Management Certificate - (ships of 400 gt and above) – this is
issued by or on behalf of the Administration (flag State) and certifies that the ship carries out
ballast water management in accordance with the BWM Convention and specifies which
standard the ship is complying with, as well as the date of expiry of the Certificate.
Ballast water management plan:
It specific to each ship, the ballast water management plan includes a detailed description of
the actions to be taken to implement the ballast water management requirements and
supplemental ballast water management practices;
Ballast Water Record Book:
The Ballast Water Management Convention (2004) requires all ships to implement a ballast
water management plan; ships must carry a ballast water record book (BWRB) and complete
ballast water management procedures to a given standard.
This BWRB provides the means to record all the information necessary for compliance with
the BWM Convention. Split into three sections, the record book provides detailed and step by
step instructions for completing record tables on ‘Vessel Details’, ‘Routine Ballast Water
Records’ and ‘Non-Routine Ballast Water Records’. Sample pages, illustrating example
routine and non-routine ballast water operations, and plan views of ballast tanks that can be
adapted to suit all ship types are included.
Following entries shall be made in the Ballast Water Record Book.
1) When ballast water is taken on board;
2) When ballast water is circulated or treated;
3) When ballast water is discharged into the sea;
4) When ballast water is discharged to a reception facility;
5) Whenever ballast water exchange is carried out on the high seas;
6) Accidental or other exceptional uptakes or discharges of ballast water;
7) Additional operational procedures and general remarks;
8.3 Describe the various methods of ballast Exchange
All ships required to carry our BW Exchange as per D1 have these options.
1. Empty and Refill (Sequential)
2. Flow through
3. Dilution
1. Empty and Refill:
For empty and refill method, ballast tanks are emptied and refilled as per the sequence
mentioned in the Ballast Water Management Plan.
The exchange must take place in deep water as far away from land as possible. The vessel
should not have to deviate to perform the exchange.
At least a 95% volumetric exchange of ballast water must be carried out.
2. For flow through method, the ballast tanks are overflowed such that at least three times the
capacity of the tank is made to overflow as per the Ballast Water Management Plan.

In both cases ballast exchange must be carried out at least 200 nautical miles from the
nearest land and in water at least 200 metres in depth.
3. Dilution Method: A method by which replacement ballast water is filled through the top of the
ballast tank with simultaneous discharge from the bottom at the same flow rate and
maintaining a constant level in the tank throughout the ballast exchange operation.

8.4 Describe the standards that need to be observed in ballast water exchange
The Convention includes two regulations that define ballast water management standards;
– Regulation D-1 addresses the Ballast Water Exchange standard as per 8.3 (Empty Refill, Flow
through, Dilution)
– Regulation D-2 details the Ballast Water Performance standard towards the treatment of
ballast water using Type Approved Ballast Water Management System.
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;
and discharge of the indicator microbes shall not exceed the specified concentrations

The main types of ballast water treatment technologies available in the market are:
• Filtration Systems (physical)
• Chemical Disinfection ( oxidizing and non-oxidizing biocides)
• Ultra-violet treatment
 • Deoxygenation treatment
• Heat (thermal treatment)
• Acoustic (cavitation treatment)
• Electric pulse/pulse plasma systems
• Magnetic Field Treatment
8.5 Explain the safety procedure to be followed during BWM for ship and crew.
1. Officers and crew shall be familiar with their duties in the implementation of ballast water
management particular for the ship on which they serve. Specially the stability & stresses
induced on ship and also the discharge requirement to be complied and monitored
carefully.
2. They shall also be familiar with their ship’s Ballast Water Management Plan.
3. In the case of systems that generate chemicals during the treatment process, the crew
will require training on the hazards associated with them.
4. Procedures for the ballast water exchange must be followed as per the Ballast Water
Management Plan to ensure safety of the ship.
5. If chemicals are stored on board, suitable storage space for chemicals and proper
ventilation are of paramount importance. The Safety Data Sheets for chemicals to be
stored on board need to be consulted and where necessary the appropriate fire
protection and extinction arrangements will need to be installed.
6. Proper guidelines on risk assessment developed by the IMO must be complied with.
 Unit 9
Anti-Fouling Paint Pollution
International Convention on the Control of Harmful Anti-fouling
Systems on Ships
Adoption: 5 October 2001; Entry into force: 17 September 2008

9.1 Introduction, Brief History, Antifouling, Effects and Zones, Antifouling purpose and types,
Environmental Impact.
In the early days of sailing ships, lime and later arsenic were used to coat ships' hulls, until the
modern chemicals industry developed effective anti-fouling paints using metallic compounds.
These compounds slowly "leach" into the sea water, killing barnacles and other marine life that
have attached to the ship. But 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.

Fouling slows the speed of the vessel and also increase the consumption of the fuel, adds weight
that could be better employed carrying cargo.
Anti-fouling paints are used to coat the bottoms of ships to prevent sea life such as algae and
mollusks attaching themselves to the hull – thereby slowing down the ship and increasing fuel
consumption.
There are now three different methods used in products for coating for the underwater parts of a
ship: antifoulings, which contain a biocide to kill organisms that adhere to the hull; foul-release
coatings, which are designed to prevent organisms attaching by a variety of methods; and
 hardcoats, which present a smooth surface that can be cleaned using equipment that would
remove or damage the other two types of coating. The technologies employed in each case may
vary from product to product and some manufacturers describe some products as having more
than one means of operation.

9.2 State that convention prohibits the use of harmful organotins in anti-fouling paints used on
ships and will establish a mechanism to prevent the potential future use of other harmful
substances in anti-fouling system.
The Convention prohibits the use of harmful organotins 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 sea life such as algae and
mollusks attaching themselves to the hull – thereby slowing down the ship and increasing fuel
consumption. (part of SEEMP Plan)
Ships above 400gt are obliged to undergo an initial survey before they are put into service or
before their International Anti-fouling System Certificates required under Regulation 2 or 3 of
the convention are issued for the first time. Ships are also obliged to undergo surveys when their
anti-fouling systems are changed or replaced and the details of their survey recorded on the
certificate. The certificate records the type of antifouling used, its manufacturer, where it was
applied and by whom and even extends to the color of the coating.
Ships of 24 metres or more in length but less than 400 gross tonnage engaged in international
voyages (excluding fixed or floating platforms, FSUs and FPSOs) will have to carry a Declaration
on Anti-fouling Systems signed by the owner or authorized agent. The Declaration will have to be
accompanied by appropriate documentation such as a paint receipt or contractor invoice .
 Unit 10
ANTI POLLUTION EQUIPMENT
10.1. Describe the operating procedures and precautions of anti-pollution equipment: Sewage
Treatment plant, incinerator, commutator, ballast water treatment plant.
A) Sewage Treatment Plant:

The Sewage Treatment Plant is divided into three chambers:-

1) Aeration chamber
2) Settling tank
3) Chlorination & Collection Chamber
Aeration chamber
This chamber is fed with raw sewage which has been ground to form small particles. The
advantage of breaking sewage in small particles is that it increases the surface area and a high
number of bacteria can simultaneously decompose the sewage. The sewage is decomposed
into carbon dioxide, water, and inorganic sewage.
The air is forced through the diffuser into the air chamber. The pressure of air flow also plays
an important role in decomposition of the sewage. If the pressure is set to high then the
mixture of air and sewage will not take place properly and it will escape without doing any
work required for decomposition.
It is for this reason; controlled pressure is important inside the sewage treatment plant as this
will help in proper mixing and decomposition by the agitation caused by air bubbles. Generally,
the pressure is kept around 0.3-0.4 bars.
Settling tank
The mixture of liquid and sludge is passed to settling tank from the aeration chamber. In the
settling tank, the sludge settles at the bottom and clear liquid on the top. The sludge present
at the bottom is not allowed to be kept inside the settling tank as this will lead to the growth
of anaerobic bacteria and foul gasses will be produced. The sludge formed is recycled with the
incoming sludge where it will mix with the later and assist in the breakdown of sewage.
Chlorination & Collection Chamber
In this chamber, the clear liquid produced from the settling tank is overflown and the liquid is
disinfected with the help of chlorine. This is done because of the presence of the e-Coli bacteria
present in the liquid. To reduce these bacteria to acceptable level chlorination is done.
Moreover, to reduce the e-Coli, the treated liquid is kept for a period of at least 60 minutes.
In some plants, disinfection is also done with the help of ultraviolet radiation. The collected
liquid is discharged overboard or to a settling tank depending on the geological position of the
ship. If the ship is in a port or anchorage or near coastline then the sewage will be discharged
into the holding tank; otherwise, the sewage is discharged directly into the sea when a high
level is reached and is disposed of automatically until low-level switch activates.
Precautions for efficient operation of STP:
1) The aeration blower is installed to run continuously as it helps the microorganism to
sustain and grow. Never switch off the blower as it will cause the death of microorganisms,
which will, in turn, reduce its clarification efficiency and will take days to grow
microorganisms again.
2) Never throw any foreign substances such as cigarette butts, paper, rags etc. into toilets as
it may clog the pipeline or filter hampering the STP operation.
3) The toilet tissue used onboard should be free of vinyl components as it affects the growth
of bacteria
4) Never use unauthorized chemical or detergent to clean toilet
 5) The grey water inlet pipe must be placed lower than the water level of the inside of S.T.P
to decrease the foam generation
6) The pH of the samples of effluent shall be in the range of 6 to 8.5
7) The Nitrite content is not to exceed 10 mg/ltr NO2.

B) Incinerator:

The

important parts of the incinerator are:

1. Combustion chamber with diesel oil burner, sludge burner, pilot fuel heater and electric
control panel
2. Flue gas fan which may be fitted with flue gas damper or frequency inverter
3. Sludge service tank with circulating pump and heater
4. Sludge settling tank with filling pump and heater (Optional)
Operation of Incinerator:
1) A sludge burner is placed in the incinerator to burn and dispose of sewage, sludge and
waste oil. An auxiliary oil burner is also fitted to ignite the refuse.
2) Automatic controls provided for the system secure the igniter when the refuse starts
burning without the need of the igniter. Combustion air is supplied with the help of forced
draught fan.
3) A loading door (feeding door), pneumatically operated, is provided to load the refuse. An
interlock is also provided with burner and forced draught fan, which trips when the loading
door is in open condition as part of the safety.
4) Solid waste is fed from the loading door, and the incineration process starts after closing the
door. Liquid waste is fed into the system when the refractory of the incinerator becomes
hot.
5) After the completion of the incineration process, the incinerator is allowed to cool down,
and residue like ash and the non-combustibles are removed by pulling the ash slide door.
The rotating arm in the verticle cyclone type scrapes off the entire solid residue in the ash
box which can be easily disposed of.
Precautions when operating Incinerator:
1. Read the instruction manual, and never change any settings unless instructed by the makers
2. During incineration, it is important to control the exhaust temperature, which should not be
very high or too low. The high temperature could lead to melting of metal and can cause
damage to the machinery, whereas too low temperature will not be able to burn the residue
and sterilize and remove odor from the residue.
3. Keep the incinerator chamber inlet outlet and burner parts clean. A daily inspection must be
carried out before the start in the morning
4. Do not turn off the main power before the chamber temperature is down below 170°C.
Keep the fan running to cool down the chamber
5. If experiencing any problem with high temperature in the combustion chamber, flue gas or
control of sludge dosing replace the dosing pump stator.
6. Do not transfer the sludge to the service tank during sludge burning in the single tank
system as it can damage the refractory.
7. It is always recommended to heat the sludge overnight, without starting the circulating
pump. Drain off the free water and start the sludge program before performing the
incinerator operation
8. Never load glass, lithium batteries or large quantities of spray cans in the incinerator. Avoid
loading large amounts of oily rags or filter cartridges as all these may damage the flue gas
fan
9. Inspect the cooling jacket every six months (open the cover plates) and clean as required
with steam or hot water
10. Flammable materials such as bottles or cans containing flammable liquids or gasses and
aerosol cans must not be incinerated.

C) Comminutor :
D) Ballast water treatment plant :
Ballast Water Treatment Systems must now comply with the BWM Convention and can be
categorized by technology, biology, capacity, costing, size, regions, and regulations. The system
can use a combination of mechanical, physical, and chemical/biocide methods to comply with the
BWM Convention. A ship's size determines the capacity of its ballast system hence the
requirement of ballast water treatment requirement.
Active Substances used during chemical/ biocide treatments must be readily degradable or
removed from the ballast water to limit their effect on the environment. There are three
fundamental treatment technologies which may be combined into one system.
Mechanical Treatment : Cyclonic separation (hydrocyclone) & Filtration
Chemical Treatment and Biocides: Chlorination, Chlorine dioxide, Advanced oxidation, Residual
control ( sulphite/bisulphate)& Peraclean Ocean
Physical Disinfection : Coagulation / flocculation, Ultrasound, Ultraviolet, Heat, Cavitation,
Deoxygenation, Electro-chlorination / electrolysis, Electro-catalysis& Ozonation
Two Stage Treatment

Most ballast water treatment systems use a two-stage approach.

Stage 1 : Typical components:
Large Fine mesh filter with automatic back flushing downstream of the Ballast pumps
Back flushing system for Filters, Cyclonic separation has proven to be less effective than
filtration, most treatment options now feature a filter as the mechanical separation component.
Stage 2 : Physical
UV is suitable for vessels with large spare generating capacity or low capacity ballast systems. UV
systems can become impractical at larger flow rates due to the large footprint of the equipment.
Many systems use lamps containing mercury, these should only be handled by trained and
qualified personnel. Typical components include:
UV reactor cleaning in place systems measuring and metering system.
Chemical Injection is suitable for larger vessels or vessels with less spare generating capacity.
Typical components include:
chemical mixing and dosing system, neutralizing system, measuring and metering system.
This ballast water treatment system shown in diagram uses a filter and UV reactor to treat
ballast water. The system comprise of mechanical (filter) and physical (UV reactor).
 Ballast water treatment system components
Such systems are mostly self-contained once installed and have the following characteristics:
Only small amounts of cleaning chemicals are required.

1. Filters, UV Reactors and Ultrasound Treatment units need to be fitted directly into the
ballast pipework and treat the full ballast flow.
2. Inline components can be significant and need space to be installed. It must allow for
the large radius pipe bends.
3. Contain Cleaning In Place (CIP) units to clean the UV lamp's glass cage to maintain UV
intensity and reactor performance. Some systems use the flow of water through the
chamber to clean.
4. Power is maintained from a Lamp Drive Cabinet or a similar large power cabinet,
which is usually situated in the same compartment as the reactor.

Chemical Treatment and Biocides

These treatments use Active Substances which are defined by the IMO as: "substances or
organisms, including a virus or a fungus, that have a general or specific action on or against
harmful aquatic organisms and pathogens." Regulation D-3 requires that the IMO shall approve
 ballast water management systems which make use of Active Substances under the "Procedure
for approval of ballast water management systems that make use of Active Substances (G9)".
This procedure applies a two tier evaluation criteria to determine the risk to the:
ship and crew

Some systems that use chemical treatment methods produce hazardous gasses such as
hydrogen which must be removed via gas separators or ventilation system.

1. System components are generally smaller than that of UV or Electrolytic systems, except for
filtration equipment.
2. Chemical dosing systems generate the dosing chemical from seawater. Neutralizing
chemicals are stored onboard.
3. Active substances must degrade to a level acceptable to the discharge standards or be
removed from the ballast water using a neutralizing agent. The by-products of neutralization
are also subject to the discharge standards.
4. For effective treatment using active substances the water must be dosed at the correct rate
for the right length of time to ensure treatment is effective.
 Unit 11
National Response Centre

The National Response Center (NRC) is a part of the federally established National Response
System and staffed 24 hours a day by the U.S. Coast Guard.
It is the designated federal point of contact for reporting all oil, chemical, radiological, biological
and etiological discharges into the environment, anywhere in the United States and its
territories. The NRC also takes maritime reports of suspicious activity and security breaches
within the waters of the United States and its territories.
Reports to the NRC activate the National Contingency Plan and the federal government's
response capabilities. It is the responsibility of the NRC staff to notify the pre-designated On-
Scene Coordinator assigned to the area of the incident and to collect available information on
the size and nature of the release, the facility or vessel involved, and the party(ies) responsible
for the release.
The NRC maintains reports of all releases and spills in a national database.
National Response System
The National Response System (NRS) is a mechanism routinely and effectively used to respond
to a wide range of oil and hazardous substance releases. It is a multi-layered system involving
individuals and teams from tribal, local, state, and federal agencies, as well as industry and other
organizations. These groups share expertise and resources to ensure that response and cleanup
activities are timely, efficient, and minimize threats to human health and the environment.
At the heart of the system is the National Oil and Hazardous Substances Pollution Contingency
Plan (NCP). The NCP outlines the process to ensure that the federal government’s resources
and expertise are available immediately for response actions that are beyond the capabilities
of local and state responders. The NCP provides the framework for the NRS and establishes how
it works.
 National Response System Flowchart
The flowchart below shows how the National Response System functions.
1. When a release or spill of oil or a regulated hazardous material occurs, the organization
responsible for the release or spill is required by law to notify the National Response Center
(NRC).
2. Once a report is made, the NRC immediately notifies a designated On-Scene Coordinator (OSC)
in the impacted region as well as tribal, local and state emergency personnel.
3. The OSC coordinates with the state, other personnel on site, and the Potentially Responsible
Party (responsible for the release or spill) to determine the status of the response.
4. The OSC determines whether, or how much, federal involvement is necessary and deploys the
needed resources.
The OSC may request additional support to respond to a release or spill, such as: additional
contractors, technical support from EPA's Environmental Response Team, or Scientific Support
Coordinators from EPA or the National Oceanic and Atmospheric Administration. The OSC may
also coordinate with the Regional Response Team (RRT) to access special expertise or to provide
additional logistical support. In addition, the National Response Team stands ready to provide
policy and logistical support to the OSC and the RRT during an incident.
National Oil and Hazardous Substances Pollution Contingency Plan (NCP) Overview
The National Oil and Hazardous Substances Pollution Contingency Plan, more commonly called
the National Contingency Plan or NCP, is the federal government's blueprint for responding to
both oil spills and hazardous substance releases. The NCP is the result of efforts to develop a
national response capability and promote coordination among the hierarchy of responders and
contingency plans.
 Unit 12
Ship Recycling

The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of
Ships, 2009 (the Hong Kong Convention) is aimed at ensuring that ships, when being recycled
after reaching the end of their operational lives, do not pose any unnecessary risk to human
health and safety or to the environment.
Ship breaking or ship demolition is a type of ship disposal involving the breaking up of ships for
either a source of parts, which can be sold for re-use, or for the extraction of raw materials, chiefly
scrap. It may also be known as ship dismantling, ship cracking, or ship recycling.
Modern ships have a lifespan of 25 to 30 years before corrosion, metal fatigue and a lack of parts
render them uneconomical to run. Ship breaking allows the materials from the ship, especially
steel, to be recycled and made into new products. This lowers the demand for mined iron ore and
reduces energy use in the steelmaking process. Equipment on board the vessel can also be
reused.
While ship breaking is sustainable, there are concerns about the use of poorer countries without
stringent environmental legislation. It is also considered one of the world's most dangerous
industries and very labour-intensive.
Basic understanding of the terms:
• SHIP DISMANTLING - used by Basel Convention; by Ministries of Environment; and by European
Commission
• SHIP BREAKING - used by ILO; and by Environmental NGOs (Greenpeace et al)
 • DEMOLITION or DEMO - used by brokers
• DISPOSALS - often used in shipping statistics
• SCRAPPING - used by ship owners; and by ILO/IMO/BC JWG
• SHIP RECYCLING - used by IMO and by Ministries of Transport/Shipping
India, Bangladesh, China and Pakistan have the highest market share and are global centres of
ship breaking, with Chittagong Ship Breaking Yard in Bangladesh, Alang in India and Gadani in
Pakistan being the largest ships' graveyards in the world.
IMO Guideline on ship Recycling:
The Hong Kong Convention) is aimed at ensuring that ships, when being recycled after reaching
the end of their operational lives, do not pose any unnecessary risk to human health and safety
or to the environment.
Regulations in the new Convention cover: the design, construction, operation and preparation of
ships so as to facilitate safe and environmentally sound recycling, without compromising the
safety and operational efficiency of ships; the operation of ship recycling facilities in a safe and
environmentally sound manner; and the establishment of an appropriate enforcement
mechanism for ship recycling, incorporating certification and reporting requirements.
Ships to be sent for recycling will be required to carry an inventory of hazardous materials, which
will be specific to each ship. An appendix to the Convention provides a list of hazardous materials,
the installation or use of which is prohibited or restricted in shipyards, ship repair yards, and ships
of Parties to the Convention. Ships will be required to have an initial survey to verify the inventory
of hazardous materials, renewal surveys during the life of the ship, and a final survey prior to
recycling.
Ship recycling yards will be required to provide a Ship Recycling Plan, to specify the manner in
which each individual ship will be recycled, depending on its particulars and its inventory. Parties
will be required to take effective measures to ensure that ship recycling facilities under their
jurisdiction comply with the Convention.
What is Green Passport for ships?
As per the IMO Guidelines on Ship Recycling the concept of a "Green Passport" for ships, it is
envisaged that this document, containing an inventory of all materials used in the construction
of a ship that are potentially hazardous to human health or the environment, would accompany
the ship throughout its working life.
Produced by the shipyard at the construction stage and passed to the purchaser of the vessel, the
document would be in a format that would enable any subsequent changes in materials or
equipment to be recorded.
Successive owners of the ship would maintain the accuracy of the Green Passport and incorporate
into it all relevant design and equipment changes, with the final owner delivering it, with the
vessel, to the recycling yard.
 Unit 13
National Pollution Discharge Elimination System (NPDES) of U.S.Clean
Water Act
13.1 Give an overview of NPDES
The National Pollutant Discharge Elimination System (NPDES) was originally created as an
amendment to the Clean Water Act (CWA) of 1972 and established a permit program to control
water pollution by regulating the discharge of pollutants into the waters of the United States.
The NPDES requires vessel owners and operators to meet certain effluent discharge limits and
conduct various activities in connection with the effluent discharges, including inspections,
monitoring, recordkeeping, reporting, and taking corrective actions for remedying permit
violations.
Typical regulated point source discharges are:
Discharges from wastewater treatment systems owned by municipalities, industries, private
utilities, State and Federal government, etc.; Discharges such as cooling water, boiler blow
down, etc.; Discharges from sewer systems
To ensure protection of water quality, NPDES permits contain:
1) Effluent limitations on Pollutants of concern including sludge discharge from ships
2) Pollutant monitoring frequencies;
3) Reporting requirements;
4) Schedules of compliance, when appropriate;
5) Operating conditions;
6) Best management practices
7) Administrative requirements.
13.2 Explain that the VRP Vessel Response Plan is a plan required for vessels trading to/from/in USA
and this US Coast Guard’s new regulations to improve pollution

For over 30 years, vessels were excluded from United States Environmental Protection
Agency (EPA) permit regulations that required permits for any “discharge of a pollutant” from
a point source (a vessel is considered a point source). Lawsuits by environmental groups
challenged this exclusion and since February 2009 the exemption was eliminated for most
sea-going vessels operating in the United States territorial sea. These vessels are now subject
to the Vessel General Permit (VGP).
 Concern about harmful impacts of ballast water discharge was the core of the legal challenge
by environmental groups to EPA's 1973 regulations, which ultimately led to issuance of the
2008 VGP.
The 2013 VGP requires electronic submission of NOIs, Notice of Terminations (NOTs), and
annual reports. EPA's Central Data Exchange (CDX) – Register in EPA's free, online system to
submit electronic reports. If you registered for the 2008 VGP you must update your
registration to submit 2013 VGP reports.
The VGP requires that vessel owners and operators meet certain requirements for: effluent
limitations for discharges, corrective actions for fixing permit violations, inspections,
monitoring, recordkeeping and reporting, specific vehicle class and state requirements.
The VGP mandates the use of Environmentally Acceptable Lubricants (EALs) in all oil-to-water
interfaces (e.g. stern tube seals, thruster seals) on all merchant vessels of 79 feet or longer
that are sailing in US coastal and inland waters – unless technically infeasible.
Vessel general permit for discharges incidental to the normal operation of vessels (VGP) that
includes as below:
1. Deck Runoff and Above Water Line Hull Cleaning
2. Bilge water/Oily Water Separator Effluent
3. Ballast Water
4. Anti-fouling Leachate from Anti-Fouling Hull Coatings/Hull Coating Leachate,
5. Aqueous Film Forming Foam (AFFF)
6. Boiler/Economizer Blowdown
7. Cathodic Protection
8. Chain Locker Effluent
9. Controllable Pitch Propeller and Thruster Hydraulic Fluid and other Oil Sea
Interfaces including Lubrication discharges from Paddle Wheel Propulsion, Stern
Tubes, Thruster Bearings, Stabilizers, Rudder Bearings, Azimuth Thrusters, and
Propulsion Pod Lubrication
10. Distillation and Reverse Osmosis Brine and Vessel General Permit (VGP) Version 2/5/2009
11 Elevator Pit Effluent
 12 Firemain Systems
13 Freshwater Layup
14 Gas Turbine Wash Water
15 Graywater

13.3 Explain that the Oil Pollution Act of 1990 (OPA-90) and the international treaty, MARPOL
73/78, require owners/operators of certain vessels to prepare Vessel Response Plans (VRP)
and/or Shipboard Oil Pollution Emergency Plans (SOPEP) and in addition, for certain vessels
carrying noxious liquid substances a Shipboard Marine Pollution Emergency Plan (SMPEP).
The VRP – Vessel Response Plan is a plan required for vessels trading to/from/in U.S.A.
In addition, OPA 90 requires that these regulated facilities and vessels to submit these oil spill
plans to various Federal agencies for approval. These emergency OPA 90 vessel response plans
are required to contain detailed information as to how they will respond to small, medium,
and worst-case spills. In addition, for certain vessels carrying noxious liquid substances,
MARPOL 73/78 requires owner/operators to prepare and submit Shipboard Marine Pollution
Emergency Plans (SMPEP), effective January 1, 2003.
Tank vessels must have an approved OPA 90 Vessel Response Plan with an approval letter
that lists the approved areas of operation for that particular vessel. All vessels of 300 gross
tons or more must have an approved OPA 90 Certificate of Responsibility (COFR).

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