TOLANI MARITIME INSTITUTE

ISO 9001:2015 CIP Grade1 (Outstanding)

COURSE NOTES

MARINE ENVIRONMETAL PROTECTION

Course Code: UD11T6203 Prepared for Academic Year: 2025 –

Compiled by: Capt. Vikrant 2026
Nagarkar Reviewed by: Capt.Raj Kumar Goel

TOLANI MARITIME INSTITUTE

TalegaonChakan Road, Induri. Taluka Maval, Pune -410507

1
 Diploma in Nautical Science (DNS) leading to B.Sc. (Applied Nautical Science) Degree 6th Revision

Value Added LECTURE HOURS CREDITS

UD11T6203 Marine Pollution Prevention 45 3
Course (VA)

COGNITIVE LECTUR
UNIT LEVEL E HOURS
SPECIFIC LEARNING OBJECTIVES (TOPICS) (K/U/AP/AN/C) 45
NO

1 MARPOL 73/78 Convention General - U 9

1.1 Explain brief history of MARPOL convention. U

1.2 Define, harmful substance, discharge, ship, and K

incident.
1.3 State that violations of the Convention are K
prohibited.
Describe the inspections which may be made by
1.4 U
Port State authorities and outline actions which
they may take.

Describe the provisions for the detection of

1.5 U
violations and enforcement of the Convention.

State that reports on incidents involving harmful

1.6 K
substances must be made without delay.

MARPOL Annex I: (Regulations for the Prevention of

Pollution by Oil)

Define/explain- oil, oily mixture, oil fuel,

oil tanker, combination carrier, nearest
land, special area, and
1.7 instantaneous rate of discharge of oil content, wing K
tank, center tank, slop tank, clean ballast, and
segregated ballast, Particularly Sensitive Sea
Areas (PSSA), Vessel response plan (VRP), bilge
water holding tank,
oily water separator.
Describe the surveys and inspections required
1.8 U
under the provisions of MARPOL.
State that the condition of the ship and its
1.9 equipment should K
be maintained to conform to the provisions of the
Convention.
State that the certificate issued after survey is the
1.10 K
International Oil Pollution Prevention (IOPP)
Certificate.

2
 Diploma in Nautical Science (DNS) leading to B.Sc. (Applied Nautical Science) Degree 6th Revision

List the conditions under which oily mixtures

1.11 K
may be discharged into the sea from an oil
tanker.
List the conditions under which oily mixtures
1.12 K
from machinery- space bilges may be
discharged into the
sea
State that the provisions do not apply to the
1.13 discharge K
of clean or segregated ballast.
Describe the conditions under which the
provisions do not
1.14 apply to the discharge of oily mixtures from U
machinery spaces where the oil content
without
dilution does not exceed 15 parts per million.
State that residues which cannot be
1.15 discharged into the sea in compliance with K
the regulations must be retained on board
or discharged to reception
facilities.
1.16 List the special areas for the purposes of Annex K
I.
State that any discharge into the sea of oil or
1.17 oily mixtures U
from an oil tanker or other ships of 400 tons
gross tonnage and above is prohibited while
in a special
area.
Describe the conditions under which an oil
1.18 tanker may discharge oily mixtures through U
ODMCS.
Describe the conditions under which a ship,
1.19 U
other than an oil tanker, may discharge oily
mixtures in a special area.
Describe conditions in which processed bilge
1.2 water from machinery spaces may be U
discharged in a special area.
State that ballast water should not normally be
1.21 K
carried in cargo tanks of tankers provided with
segregated
ballast tanks.
Explain the exceptions in which ballast may be
1.22 carried U
in cargo tanks.
State that, in new ships of 400 tons gross
1.23 tonnage and above K
and in new oil tankers of 150 tons gross
tonnage and above, no ballast water should
normally be carried in any oil fuel tank.
Pumping, piping and discharge arrangement
1.24 K
in oil tankers including MARPOL line.
Oil Record Book (Part I Machinery space
1.25 operations and Part II Cargo/ ballast K

1
 operations)
Describe the requirements for the provision
1.26 of Oil Record Books. U
List the various entries that need to be made in
1.27 K
the Oil Record Book with respect to above for
following operations:
Explain that each completed operation shall be
1.28 signed by the U
officer or officers in charge of the operations
and master of the ship.
State that the Oil Record Book should be kept
1.29 on board readily available for inspection and K
should be preserved for a period of three
years after the last
entry has been made.
SOPEP
State that the Shipboard Oil Pollution
1.30 Emergency K
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
1.31 in case of an oil spill to prevent or at least K
mitigate negative effects on the
environment.

Diploma in Nautical Science (DNS) leading to B.Sc. (Applied Nautical Science) Degree 6th Revision

State that the Plan contains operational

1.32 aspects for various oil spill scenarios and lists K
communication information to be used in case
of such incidents.
1.33 State that it is compulsory for all ships of more K
than 400 gross tons (oil tankers of more than
150 GT) to carry a SOPEP on
board.
1.34 List the contents of SOPEP. K
Describe that the Plan consists generally of 4
sections with the mandatory contents and its
1.35 appendices with additional U
information as contact addresses and data plus a
set of
certain drawings for easy reference for the
master
Marpol Annex II: (Regulations for the Control of
2 Pollution by Noxious Liquid Substances in Bulk) U 9
Cargo categories -
State that the requirements of Annex II apply
2.1 to all ships carrying noxious liquid substances K
in bulk.
2.2 Explain the categories of noxious liquid chemicals U
State the conditions for the discharge of any
2.3 effluent containing substances falling in those K
categories.
2.4 State that more stringent requirements apply in K
special areas
State that pumping and piping arrangements are
to be such
2.5 that, after unloading, the tanks designated for K
the carriage of
liquids do not retain more than certain stipulated
quantities of residue.
2
 Procedures and Arrangements Manual
State that the Manual identifies the
arrangements and equipment needed to comply
2.6 with Annex II and specifies the operational K
procedures with respect to cargo handling, tank
cleaning, slops handling, residue discharging,
ballasting and deballasting, prewash and
ventilation procedures.
Cargo Record Book
State that the record book to be completed, on
2.7 a tank- by-tank basis, whenever any operations K
with respect to a noxious liquid substance take
place.
Shipboard Marine Pollution Emergency Plan
(SMPEP) -

1
 Explain that this plan is to be seen as an
information from the owners to the master of a
2.8 particular ship advising the master how to react U
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
2.9 aspects for various spill scenarios and lists U
communication information to be used in case
of such incidents.

2.10 U
with the guidelines and such plan has to fulfil the
requirements for an oil spill mitigation and
additionally it should have a
mitigation plan for noxious liquid substances.
Explain Reception facilities and cargo
2.11 U
Diploma in Nautical Science (DNS) leading to B.Sc. (Applied Nautical Science)
Degree 6th Revision

Marpol Annex III: (Regulations for the Prevention

of Pollution by Harmful Substances Carried by Sea
in Packaged Form)
State that for the purpose of this Annex, empty
receptacles, freight containers portable tanks
and road and rail tank
2.12 wagons which have been used previously for the K
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.
State that packaging, containers and tanks
2.13 K
should be adequate to minimize hazard to the
marine environment
State that the requirements for marking and
2.14 labelling packages, freight containers, tanks K
and wagons to be as per IMDG Code
Describe the documentation relating to the
2.15 U
carriage of harmful substances by sea
State that certain harmful substances may be
2.16 prohibited for carriage or limited as to the K
quantity which may be carried aboard any one
ship
State that jettisoning of harmful substances is
2.17 prohibited except for the purpose of securing K
the safety of the ship or saving life at sea
Marpol Annex IV: (Regulations for the Prevention of
3 Pollution by Sewage from Ships) 9
State that Annex IV contains a set of regulations
regarding the
3.1 K
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

3
 Describe the provisions regarding the discharge
3.2 of sewage into the sea including discharge into U
Baltic Sea ( special area for passenger ships)

4
 State that an International Sewage Pollution
3.3 Prevention Certificate is issued by national K
shipping administrations to ships under their
jurisdiction
showing compliance
State that the annex requires ships to be
equipped with either a sewage treatment plant
3.4 or a sewage comminuting and K
disinfecting system or a sewage holding tank,
Standard discharge connection.
State that the discharge of sewage into the sea is
prohibited, except when the ship has in operation
an approved sewage
3.5 treatment plant or is discharging comminuted K
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.
Marpol Annex V: (Regulations for the Prevention of
Pollution by Garbage from Ships)
Define, for the purposes of Annex V: Garbage,
3.6 K
nearest land, special area.
3.7 State that the disposal into the sea of all plastics K

Diploma in Nautical Science (DNS) leading to B.Sc. (Applied Nautical Science) Degree

6th Revision

3.8 State the regulations concerning the disposal of K

3.9 other garbage K
List the special areas for the purposes of Annex V
Garbage Management Plan
State that the ships have to carry a garbage
3.10 K
management plan which the crew are required to
follow
Describe the content of the Garbage
3.11 Management Plan, Garbage Record Book and U
Explain Placards
Garbage Record Book - Parts I and II. Describe
3.12 various operations when the Garbage Record U
Book has to be completed and various entries
that need to
be made.
Explain the disposal criteria for cargo
3.13 U
residues/cargo hold washing water residues.
Marpol Annex VI: (Regulations for the Prevention of
4 Air Pollution from ship) 9
Define, for the purposes of Annex VI:
continuous feeding,
4.1 emission control area (ECA), Nitrogen Oxide K
(NOx) technical code, Ozone depleting
substances, sludge oil, shipboard
incineration, particular matter (PM), volatile
organic
compounds (VOCs), EEDI , EEXI, CII
Describe the requirement for SOx control
U
4.2
4.3 List the Emission control areas for the K
5
 purposes of Annex VI
4.4 Explain Volatile Organic Compounds (VOC) K
4.5 Volatile Organic Compound (VOC) Management K
Plan

6
 Explain that VOC emissions from ships can be
4.6 due to incomplete combustion processes and K
include crankcase, exhaust and evaporation
emissions
Describe the requirement for fuel oil quality
4.7 K
and Bunker delivery Note
International Convention for the Control and
5 Management of Ships' Ballast Water and Sediments
(BWM) and Antifouling 9
System
Define: Ballast water, ballast water management,
K
5.1 sediments
State that in order to show compliance with the
5.2 Convention each vessel shall have on board a K
valid Certificate, a Ballast Water Management
Plan and a
Ballast Water Record Book
5.3 Describe D-2 Ballast water management U
standard
Describe the various types of Ballast water
5.4 U
Treatment systems available.
5.5 Form of International Ballast Water Management K
Certificate
Anti -Pollution (Introduction):
Draw /Describe the operating procedures of
5.6 U
Sewage plant, Incinerator
5.7 Precautions in using Communitor and U
Compactor (Annex V)
International Convention on the Control of
Harmful Anti- fouling Systems on Ships
Describe, Brief History, Effects, Antifouling
5.8 U
purpose and types, Environmental Impact.
State that convention prohibits the use of
5.9 K
harmful organotins and cybutryne compounds in

Diploma in Nautical Science (DNS) leading to B.Sc. (Applied Nautical Science) Degree 6th Revision

State that the Convention provides for the

establishment of a
5.10 K
used in anti-fouling systems to be prohibited or
restricted.
State that in order to show compliance with the
Convention
5.11 each vessel shall have on board a valid K
International
Antifouling Certificate

TEXT BOOKS

1) Introduction to Marine Environment Protection, Second Edition, by Capt Subroto Khan, 2021
2) Course Notes by the Faculty

REFERENCE BOOKS

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1.MARPOL 73/ 78 as Amended (Latest Edition)

2. International Convention for the Control and Management of Ships' Ballast Water and Sediments
(BWM)

3. International Convention on the Control of Harmful Anti-fouling Systems on Ships

4. The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships

5. Seamanship Techniques: Shipboard & Marine Operations, 5th Edition (special Indian Edition) By: D. J.
House, Publisher: Routledge Taylor & Francis

Pedagogy

Lecture, PPT, Assignment, Seminar, Group Discussion, and Activity based Learning.

8
International Convention for the Prevention of Pollution from Ships (MARPOL) 73/78

UNIT 1 – MARPOL CONVENTION GENERAL

1.1 : Explain brief history of MARPOL conventions.

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.

1
2
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)

3
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;

4
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 State that violations of the conventions are prohibited.:
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 Describe the inspections which may be made by PSC authorities and outline 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 Describe the 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

5
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.

6
(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.

Annex I Regulations for the Prevention of Pollution

by Oil (entered into force 2 October 1983)

1.7 Define/Explain:

7
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.

8
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)
1.8 Describe the surveys and inspections required under the provisions of MARPOL..
1.9 State the condition of the ship and its equipment should be maintained to conform to the
provision of the Conventions.
1.10 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,

9
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.

1.11 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;

10
 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.

1.12 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.

11
1.13 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.
1.14 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.
1.15 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 31 st 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.
1.16 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

12
 1.17 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.
1.18 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.
1.19 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.

1.20 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).

13
 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.
1.21 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).
1.22 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.

14
 1.23 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.
1.24 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.
1.25-1.29 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).

15
 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;
16
 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.
SOPEP (SHIPBOARD OIL POLLUTION EMERGENCY PLAN)
1.30 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.

17
 1.31 State it is an advice to the master how to react in case of an oil spill to prevent or at least
mitigate negative effects on the environment.
1.32 State that the Plan contains operational aspects for various oil spill scenarios and lists
communication information to be used in case of such incidents.
1.33 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.
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.
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.

1.34 List the contents of SOPEP.

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.
1.35 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.

Unit 2

18
 Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
(entered into force 2 October 1983)
2.1 State that the requirements of Annex II apply to all ships carrying noxious liquid substances
in bulk.
2.2 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.

2.3 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.

19
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.
2.4 State that more stringent requirements apply in special areas.
2.5. 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.

Procedures and Arrangements Manual – (P & A Manual)

2.6 State that the Manual identifies the arrangements and equipment needed to comply with
Annex II and specifies the operational procedures with respect to cargo handling, tank
cleaning, slops handling, residue discharging, ballasting and de-ballasting, prewash and
ventilation procedures.
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.
Cargo Record Book

20
2.7 State that the record book to be completed, on a tank-by-tank basis, whenever any
operations with respect to a noxious liquid substance take place.
1. Every ship to which this Annex applies shall be provided with a Cargo Record Book, whether
as part of the ship’s official log-book or otherwise, in the form specified in 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.
Shipboard Marine Pollution Emergency Plan (SMPEP) –

21
 2.8 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.
2.9 Describe that the Plan contains operational aspects for various spill scenarios and
lists communication information to be used in case of such incidents.
2.10 Explain that if a combined plan “Shipboard Marine Pollution Emergency Plan” (SMPEP) is
carried, it has to be in accordance with the guidelines and such plan has to fulfil the
requirements for spill mitigation and additionally it should have a mitigation plan for
noxious liquid substances.
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) The list of authorities or persons to be contacted in the event of a noxious liquid
substances pollution incident;
c) The procedure & point of contact on the ship for co0ordinating shipboard action with
national and local authorities in combating pollution.
2.11 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.

22
 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.

MARPOL Annex III - Prevention of Pollution by Harmful Substances Carried

by Sea in Packaged Form (entered into force 1 July 1992)

2.12 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.
2.13 State that packaging, containers and tanks should be adequate to minimize hazard to the
marine environment.
2.14 State that the requirements for marking and labelling packages, freight containers, tanks
and wagons to be as per IMDG code.
(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

23
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.

24
 2.15 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.
2.16 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.
2.17 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.

25
26
 Unit 3
Annex IV Prevention of Pollution by Sewage from Ships
(entered into force 27 September 2003)

3.1 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.

27
3.2 Describe the provisions regarding the discharge of sewage into the sea including
discharge into Baltic Sea (Special Area for passenger ships).
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.
1. 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.
3.3 State that an International Sewage Pollution Prevention Certificate (ISPP) is issued by
national shipping administrations to ships under their jurisdiction showing compliance
3.4 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.
3.5 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

28
 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.

Annex V Prevention of Pollution by Garbage from Ships

(entered into force 31 December 1988)

3.6 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.

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

29
3.8 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.

30
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.

3.9 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.

Garbage Management Plan :

3.10 State that the ships have to carry a garbage management plan which the crew
are required to follow

3.11 Describe the content of the Garbage Management Plan, Garbage Record Book &
Explain Placards

31
Contents of the Garbage Management Plan:
Every ship of 100 GT and above, and every ship which is certified to carry 15 or more
persons, and fixed or floating platforms shall carry a garbage management plan which the
crew shall follow.
This plan shall provide written procedures for minimizing, collecting, storing, processing and
disposing of garbage, including the use of the equipment on board. It shall also designate
the person or persons in charge of carrying out the plan. Such a plan shall be based on the
guidelines developed by the IMO and written in the working language of the crew. GMP
Must indicate classes of garbage & procedure to stow garbage under different color code
system.
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 m 3.
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 m 3.
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.

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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.

33
a) 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. –

34
 Yellow
.5 Food waste.- Green
.6 Incinerator ash except from plastic products which may contain toxic or heavy metal residues.-
Grey
Oily Rags - Black

3.12 Garbage Record Book – Parts I & II. Describe the various operations when the Garbage
Record Book has to be completed and various entries that need to be made
Garbage Record Book - All ships that carry solid bulk cargoes must maintain Parts
I & II of MARPOL Annex V Garbage Record Book.
Part I is for recording garbage discharges of Plastics, Food wastes, Domestic Wastes,
Cooking Oil, Incinerator ashes, Operational wastes, Animal carcasses, Fishing gear
and E-waste.
Entries include:

 Type of garbage discharged.

 Date, time, and location (latitude and longitude) of disposal.
 Method of disposal (e.g., incineration, discharge at sea, or to port facilities).
 Quantity of garbage discharged (in cubic meters).

Part II is applicable only to ships that carry solid bulk cargoes for recording discharges
of Cargo residues that are 1. Non-Harmful to the Marine Environment and 2. Harmful
to the Marine Environment. It contains helpful instructions, guidance, extracts of
applicable Annex V regulations and a separate section for recording exceptional
discharges or loss of garbage under regulation 7 of MARPOL Annex V.
Entries include:
 Description of the cargo residues.
 Method of discharge or disposal.
 Confirmation of compliance with applicable discharge standards.

3.13 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.

35
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 Estimated Certification/

of the sea (m3) amount amount Signature
ship discharged to incinerated
reception (m3)
facilities or to
other ship (m3)
Cat. 2 Cat. 3 Cat. 4 Cat. 5 Cat. 6 Cat. 1 Other

36
 Unit 4
Annex VI Prevention of Air Pollution from Ships
(entered into force 19 May 2005)
4.1 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) 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.

d) Ozone-depleting substances:
Means the controlled substances that depletes the Ozone Layer.

e) 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.

f) Shipboard incineration

37
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.

38
g) 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.

h) 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.

i) Energy Efficiency Design Index (EEDI), Energy Efficiency Existing ships (EEXI), Carbon
Intensity Indicator (CII):

The terms EEDI, EEXI, and CII are key metrics introduced under the framework of
the International Maritime Organization (IMO) to promote energy efficiency and
reduce greenhouse gas emissions in the shipping industry.
39
 EEDI: Energy Efficiency Design Index, a technical measure that applies to new ships. It's
based on a ship's design parameters, such as equipment and technical data. A measure of a
ship's energy efficiency in its design phase. Encourages the design and construction of more
energy-efficient and environmentally friendly ships. Expressed as the amount of CO₂ emitted
(grams) per ton-mile of cargo transported.

EEXI: Energy Efficiency Existing Ship Index, a technical measure that applies to existing ships.
It's based on a ship's design parameters, such as equipment and technical data. Ensures that
existing ships adopt measures to improve their energy efficiency. It must be calculated for
ships of 400 gt and above, in accordance with the different values set for ship types and size
categories. The calculated attained EEXI value for each individual ship must be below the
required EEXI, to ensure the ship meets a minimum energy efficiency standard.

CII: Carbon Intensity Indicator, an operational measure that reflects a ship's annual
operational carbon intensity. It's based on a ship's performance and is rated on a scale of A
to E. Monitors and evaluates the carbon intensity of ship operations to ensure continuous
improvement. Expressed in terms of grams of CO₂ emitted per deadweight ton nautical mile
(gCO₂/dwt-nm).

4.2 Describe the requirement for SOx emission control area (SECA)
Key Requirements for SOx Control
1. Global Sulfur Cap Effective Date: January 1, 2020.
Limit: The maximum sulfur content in marine fuel must not exceed 0.50% m/m (mass by
mass) globally.
Purpose: Reduces SOx emissions to minimize acid rain, respiratory problems, and
environmental degradation.
2. Emission Control Areas (ECAs):
Stricter sulfur limits apply in designated Emission Control Areas (ECAs).
Sulfur Limit in ECAs: Fuel sulfur content must not exceed 0.10% m/m.
ECA Regions: Baltic Sea, North Sea, North American ECAs, United States Caribbean Sea
ECAs
3. Fuel Usage and Alternatives
Ships must comply with the sulfur limits through one of the following methods:
a) Using Low-Sulfur Fuel Oil: Compliant fuels with sulfur content ≤ 0.50% or 0.10% (in ECAs).
b) Alternative Fuels: Liquefied Natural Gas (LNG), biofuels, or other low-sulfur alternatives.

40
 c) Exhaust Gas Cleaning Systems (Scrubbers): Equipment to clean exhaust gases and
reduce SOx emissions to the required levels Can be open-loop, closed-loop, or hybrid
systems.

4. Documentation and Monitoring

a) Bunker Delivery Notes (BDNs):
b) Evidence of fuel sulfur content must be retained on board.
c) Fuel Oil Non-Availability Report (FONAR):
d) If compliant fuel is unavailable, a report must be submitted to authorities.
e) Record-Keeping:
f) Sulfur content must be recorded in the Engine Room Log Book or equivalent.
5. Port State Control Inspections
a) Inspections may include:
b) Verifying bunker delivery notes and fuel samples.
c) Monitoring emissions using portable sensors or fixed monitoring systems.
d) Checking for operational scrubbers and their maintenance logs.
4.3 List the emission control area for the purpose of Annex VI
ECA are designated regions where stricter controls on emissions of sulfur oxides (SOx),
nitrogen oxides (NOx), and particulate matter (PM) apply to reduce air pollution.
The current ECAs are as follows:
1. Baltic Sea Area
o The entire Baltic Sea is designated as an ECA for SOx and particulate matter emissions.
2. North Sea Area
o Includes the North Sea and its associated sea areas.
3. North American ECA
o Covers coastal waters within 200 nautical miles off the coasts of:
 The United States
 Canada
 French territories in North America (e.g., Saint Pierre and Miquelon)
4. United States Caribbean Sea ECA
o Includes waters around Puerto Rico and the U.S. Virgin Islands.
o the sea area located off the coasts of the Hawaiian Islands of Hawai΄i,

41
 NOx Emission Control Areas
These areas also have stricter controls for nitrogen oxides (NOx) emissions under Tier III standards
for ships built on or after January 1, 2016:
1. North American ECA
2. United States Caribbean Sea ECA

4.4 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.

4.5 Volatile Organic Compound (VOC) Management Plan

Annex VI requires a tanker carrying crude oil to have onboard and implement a VOC
management plan approved by the Administration, and that such a plan shall be prepared
taking into account the guidelines developed by the Organization.
Procedures for preventing or minimizing VOC emissions - Ship-specific procedures should
be written or modified to address relevant VOC emissions, such as the following operations:
1. During loading potential gas releases due to low pressure and, where possible, the
routing of oil from crude oil manifolds into the tanks should be done so as to avoid or
minimize excessive throttling and high flow velocity in pipes.
2. operating pressure for the cargo tanks. This pressure should be as high as safely possible
and the ship should aim to maintain tanks at this level during the loading and carriage of
relevant cargo
3. when venting to reduce tank pressure is required, the decrease in the pressure in the
tanks should be as small as possible to maintain the tank pressure as high as possible
carriage of cargoes

42
 4. crude oil washing which generate VOC emissions should be evaluated. VOC emissions
can be reduced by shortening the duration of the washing or by using a closed cycle
crude oil washing
programme
5. the amount of inert gas added should be minimized. Increasing tank pressure by
adding inert gas does not prevent VOC release but it may increase venting and
therefore increased VOC emissions
A person shall be designated in the VOC management plan to be responsible for
implementing the plan and that person may assign appropriate personnel to carry out the
relevant tasks;
4.6 Explain that VOC emissions from ships can be due to incomplete
combustion processes and include crankcase, exhaust and evaporation
emissions

a) Incomplete combustion process:

1) VOCs are emitted when fuel or oil is not fully burned during combustion in engines or
boilers.
2) It causes :
i) Engine inefficiencies: Poor combustion efficiency due to improper air-fuel mixture,
maintenance issues, or design flaws in the engine.
ii) Low-Quality Fuel: High sulfur content or impurities in marine fuels can result in
unburned hydrocarbons.
iii) Operating Conditions: Prolonged idling, low loads, or sudden speed changes may lead
to incomplete combustion.

b) Crankcase Emissions :
Crankcase emissions occur when gases, including unburned hydrocarbons, escape from
the engine's crankcase

i) Blow up gases: High-pressure gases leak past the piston rings into the crankcase,
carrying VOCs.
ii) Lubricating oil in the crankcase can vaporize and carry hydrocarbons into the
atmosphere.
iii) Excessive wear in engine components increases the likelihood of blow-by gases.

c) Exhaust :
i. Unburned Fuel: Hydrocarbons in the fuel that are not combusted during the
engine's power stroke.
ii. Inadequate Emission Controls: Lack of effective emission control systems, such as
43
 catalytic converters or scrubbers.
iii. Engine Load Variations: VOC emissions can increase under fluctuating engine loads, such
as during maneuvering or port operations.
d) Evaporation: VOCs evaporate directly from fuel or cargo, especially during handling and
storage.
i) Tank Venting: Evaporation of cargo, such as crude oil or chemicals, during
loading/unloading or storage in tanks.
ii) Fuel Handling: Losses during bunkering, fuel transfer, or through vents in fuel
tanks.
iii) Temperature Changes: Higher ambient temperatures or heating during cargo
handling can increase evaporation rates.

4.7 Describe the requirement for fuel oil quality and Bunker delivery Note

Requirements for Fuel:

(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:
jeopardizes the safety of ships or adversely affects the performance of the
machinery, or is harmful to personnel, or contributes overall to additional air
pollution; and
iv) The maximum sulfur content of marine fuel globally is limited to 0.50% m/m
(mass by mass) since January 1, 2020.
v) Within designated ECAs, the sulfur limit is stricter at 0.10% m/m.

Bunker Delivery Note:

The Bunker Delivery Note (BDN) is a critical document required under MARPOL Annex VI
Regulation 18.
1) It provides essential information about the fuel oil delivered to a ship and ensures
compliance with international fuel quality and environmental standards.
2) Verifies compliance with sulfur content limits and other fuel quality requirements
under MARPOL Annex VI.
3) The BDN must be completed and signed by the fuel oil supplier and provided to the
ship receiving the fuel.
4) Serves as evidence of fuel delivery and compliance for regulatory inspections.

44
5) The BDN must include the following details as per MARPOL Annex VI:

a) Fuel Supplier Information:

b) Name and address of the fuel supplier.
c) Delivery Details:
i) Name and IMO number of the receiving ship.
Ii) Port of delivery.
Iii) Date of commencement of delivery.
iv) Fuel Oil Characteristics
vi)A declaration signed by the fuel oil supplier certifying that the fuel meets
MARPOL Annex VI requirements and does not contain prohibited substances, such
as added chemical wastes.

6) The BDN must be retained onboard the ship for a minimum of three years from
the date of delivery.
7) Copies must be kept by the fuel supplier for inspection and verification.

45
46
 Unit 5

International Convention for the Control and Management

of Ships' Ballast Water and Sediments (BWM) and
Antifouling System
Ballast Water Management (Entered in force from 8th Sept
2017)

5.1 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.

Ballast Water Management:

Ballast water management is the practice of using methods to prevent the spread of
aquatic species in a ship's ballast tanks. Ballast water is the fresh or saltwater held in a
ship's ballast tanks and cargo holds to help the ship stay stable and maneuverable

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.

47
48
5.2 State that in order to show compliance with 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.

49
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;

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5.3 Describe D-2 Ballast water management standard

The D-2 standard specifies the maximum amount of viable organisms allowed to be
discharged, including specified indicator microbes harmful to human health. D2
standard details the Ballast Water Performance standard towards the treatment of
ballast water using Type Approved Ballast Water Management System.

D-2 standard - It specifies that ships can only discharge ballast water that meets the following
criteria:
 less than 10 viable organisms per cubic metre which are greater than or equal to
50 micrometres in minimum dimension;
 less than 10 viable organisms per millilitre which are between 10 micrometres and
50 micrometres in minimum dimension;
 less than 1 colony-forming unit (cfu) per 100 mililitres of Toxicogenic Vibrio cholerae;
 less than 250 cfu per 100 millilitres of Escherichia coli; and
 less than 100 cfu per 100 milliliters of Intestinal Enterococci.

51
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

5.4 Describe the various types of Ballast water Treatment systems available.

Ballast Water Treatment Systems must 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.

52
Ship Deballasting
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

A typical ballast water treatment system on board ships use two or more
technologies together to ensure that the treated ballast water is of IMO standards.

Physical Separation/ Filtration Systems Ballast Water Treatments

Physical separation or filtrations systems are used to separate marine organisms

and suspended solid materials from the ballast water using
sedimentation or surface filtration systems. The suspended/filtered solids and
waste (backwashing) water from the filtration process is either discharged in the
area from where the ballast is taken or further treated on board ships before
discharging.

53
The following equipment are mainly used for ballast water filtration:

Screens/Discs : Screens (fixed or movable) or discs are used to effectively remove

suspended solid particles from the ballast water with automatic backwashing.
These are extremely environmentally friendly as they do not require usage of toxic
chemicals in the ballast water. Screen filtration is effective for removing suspended
solid particles of larger size but is not very handy in removing particles and
organisms of smaller sizes.

Note: It has been noticed that though screens are highly effective in removing
majority of suspended solid particles and organisms from ballast water, they alone
are not sufficient to treat the ballast water according to IMO standards.

Screen Filters

Hydrocyclone : Hydrocyclone is an effective equipment for separating suspended

solids from the ballast water. High velocity centrifugal force is used to rotate the
water to separate solids. As hydrocyclone doesn’t have a moving part, it is easy to
install, operate and maintain on board ships.

Note: It has been found that as the operation of hydrocyclone heavily depends on
the mass and density of the particle, they are not successful in removing smaller
organisms from the ballast water.

54
Hydrocyclone Image credits: startraceltd.com

Coagulation : As most of the physical filtration methods are not able to remove
smaller solid particles, the method of coagulation is used prior to the filtration
process to join smaller particles together to increase their size. As the size of the
particles increase, the efficiency during the above mentioned filtration processes
increases. Such treatment involving coagulation of smaller particles into small flocs
is known as flocculation. The flocs settle more quickly and can be removed easily.

Note: Some ballast water treatment systems using coagulation and flocculation
utilize ancillary powder (sand, magnetite etc.) or coarse filters to produce flocs. An
additional tank is required for treating ballast water for this process and thus extra
space is required on board ships.

55
Ballast Water Coagulation System Image credits: hitachi-pt.com

Media Filters : Physical ballast water treatment systems with media filters can also
be used in order to filter out smaller sized particles. It has been found that
compressible media filters (Crumb rubber) are more suited for shipboard use
because of their compact size and lower density as compared to conventional
granular filtration systems.

Magnetic Field Treatment

The magnetic field treatment uses the coagulation technology. Magnetic powder is
mixed with the coagulants and added to the ballast water. This leads to the
formation of magnetic flocs which includes marine organisms. Magnetic Discs are
used to separate these magnetic flocks from the water. (Refer the figure above)

Chemical Disinfection (Oxidizing and non-oxidizing biocides) Ballast Water Treatments

Biocides (Oxidizing and non-oxidizing) are disinfectants which have been tested to
potentially remove invasive organisms from ballast water. Biocides removes or
inactivates marine organisms in the ballast water. However, it is to note that the
biocides used for ballast water disinfectant purpose must be effective on marine
organisms and also readily degradable or removable to prevent discharge water
from becoming toxic in nature.

On the basis of their functions, biocides are mainly divided into two types:

 Oxidizing
 Non-Oxidizing

Oxidizing biocides : Oxidizing biocides are general disinfectants such as chlorine,

bromine, and iodine used to inactivate organisms in the ballast water. This type of
disinfectants act by destroying organic structures of the microorganisms such as
cell membrane or nucleic acids.

Non-oxidizing biocides : Non-oxidizing biocides are a type of disinfectants which

when used interfere with reproductive, neural or metabolic functions of the
organisms.

Oxidizing Biocides

Some of the processes utilizing oxidizing biocides used on board ships

56
are: Chlorination – Chlorine is diluted in water to destroy the micro-

organisms.

57
Ozonation – Ozone gas is bubbled into the ballast water using an ozone generator .
The ozone gas decomposes and reacts with other chemicals to kill organisms in the
water.

Other oxidizing biocides such as chlorine dioxide, peracetic acid, and hydrogen
peroxide are also used to kill organisms in the ballast water.

Non-Oxidizing Biocides

Though there are several non-oxidizing biocides available in the market, only a few
such as Menadione/ Vitamin K are used in ballast water treatment system as they
tend to produce toxic by-products. A lot of research is being made in this field to
make more non-oxidizing biodes feasible for use in ballast treatment plant.

Ultra-Violet Treatment Method

Ultraviolet ballast water treatment method consists of UV lamps which surround a

chamber through which the ballast water is allowed to pass. The UV lamps
(Amalgam lamps) produce ultraviolet rays which acts on the DNA of the organisms
and make them harmless and prevent their reproduction. This method has
been successfully used globally for water filtration purpose and is effective
against a broad range of organisms.

58
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.

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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.

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5.5 Form of International Ballast Water Management Certificate

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 Anti -Pollution Equipments (Introduction)

5.6 Draw /Describe the operating procedures of Sewage plant, Incinerator

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 Sewage Treatment Plant:
The basic principle of the working of a biological treatment plant is decomposition of the raw
sewage. This process is done by aerating the sewage chamber with fresh air. The aerobic
bacteria survive on this fresh air and decompose the raw sewage which can be disposed of in
the sea.

Division of Processes
The biological sewage 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

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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 kept high then the mixture
of air and sewage will not take place properly and it will escape without doing any work
required 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.for decomposition.
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.
Parts of the STP:
Screen Filter:
The screen filter mesh is fitted on the first tank near the entrance of the sewage to the STP. It
helps in removing the non-sewage adulteration component such as; toilet paper, plastic paper,
other solids etc, which can clog the complete system if went inside.
Biofilter:
The biofilter is also the part of the aeration chamber which treats the sewage passing from the
screen filter. The biofilter reactor, with the help of fine air bubbles supplied from the blower,

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will disperse the contaminated substance diffusing and breaking down the organic matter by
the aerobic microorganism. The fine bubble by passing through the diffuser will increase the
oxygen transmission rate.
Settling/ Sedimentation Chamber:
The treated sewage water from the biofilter reactor will come to the next chamber which is
used for settling purpose. The mixture will be further separated to high-grade water and
sediment after being settled in Sedimentation tank. The clarification compartment is usually of
the hopper type with sloping sides which prevent the sticking and accumulating of sludge and
send it to the suction side of the air lift tube.
The untreated sludge settled in the bottom of the sedimentation tank returns into the Biofilter
reactor to break up by microorganism again
Activated Carbon:
The activated carbon is fitted post the settling chamber to remove Chemical Oxygen Demand
(COD) by filtering and absorption. It also helps in treating the Biological Oxygen Demand (BOD)
and Suspended Solids.
Chlorinator:
The chlorinator is fitted in the last chamber to treat the final stage water for discharging
overboard. The chlorinator can be of tablet dosing type or chemical injection type. Inside the
tablet-based chlorinator, clean water comes directly in contacts with the chlorine tablets,
making a chlorine solution. The chlorinator comprises cylinders for filling the chlorinator
with tablets.
In chemical pump type, a measured set quantity of NaOCl is injected to
sterilization/chlorination tank using the diaphragm type reciprocating pump.
Air Blower:
There are usually 2 air blowers installed, in which one acts as stand-by, to supply air (via air
bubbles) helping in forming the microorganism in biofilter reactor. It also helps in transferring
the sludge from sedimentation tank, supply air to the activated carbon tank and to back flush
the sludge.

Discharge Pump:

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The discharge pump is provided in a duplex and they are mounted on the last compartment of
the STP. They are centrifugal pumps of the non-clog type which are coupled to their respective
motors. The pump is run on auto mode controlled by the level switches installed in the
sterilization tank. The pump is usually run on manual mode when taking out the sludge from
the compartments after the cleaning of the tank insides.
Piping:
The inlet pipe carrying the sewage to the plant is installed with the proper slope to prevent the
clogging and condensation. The sewage pipe is such arranged that the inside holes are
accessible for cleaning during maintenance. Overboard discharging outlet should be placed
200~300mm lower than L.W.L and the discharge pipe is provided with a Non-return valve.
Floats and Level Switches:
Usually, Three float switches, namely – high level, low level, and high alarm level switch are
fitted on the chlorination/sterilization chamber. This chamber is also fitted with level switches
to control the start-stop of the discharge pump.

5.7 Precautions in using Communitor and Compactor (Annex V)

Communitor:
Avoid placing materials that may jam or damage the device (e.g., large metal pieces, stones).
Ensure water flow or lubrication (if required) is functioning properly to prevent overheating.

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Compactor:
Compact only permissible materials and avoid over-compaction, which can lead to equipment
strain or inefficiency in waste processing.
Properly seal compacted bales to prevent leakage or spillage.

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International Convention on the Control of Harmful Anti-
fouling Systems on Ships
Adoption: 5 October 2001; Entry into force: 17 September 2008

5.8 Describe, Brief History, Effects, Antifouling purpose and types, Environmental
Impact.
Anti-fouling paints are used to coat the underwater surfaces of ships to prevent sealife such
as algae and molluscs attaching themselves to the hull, thereby slowing down the ship and
increasing fuel consumption.
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.

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 Hull with typical niche areas susceptible to biofouling

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.
5.9 State that convention prohibits the use of harmful organotins and cybutryne compounds in
anti-fouling paints used on ships.

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 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)
The International Convention on the Control of Harmful Anti-Fouling Systems on Ships (AFS
Convention) prohibits the use of harmful organotins and cybutryne compounds in anti-fouling
paints used on ships.
Organotins, such as tributyltin (TBT), have been banned under the AFS Convention due to their
toxic effects on marine life and ecosystems.
The use of cybutryne (Irgarol) in anti-fouling systems was also prohibited following
amendments to the AFS Convention, recognizing its harmful environmental impact.
Ships are required to either not apply these substances or ensure they are effectively sealed to
prevent leaching into the marine environment. The AFS Convention aims to protect the marine
environment by regulating the application and removal of anti-fouling systems.
5.10 State that the Convention provides for the establishment of a “technical group “ to review
proposals for other substances used in anti-fouling systems to be prohibited or restricted..
Article 6 of Annex I of the International Convention on the Control of Harmful Anti-fouling
Systems on Ships (AFS Convention) provides for the establishment of a technical group to
review proposals for other substances used in anti-fouling systems:
Purpose: The technical group reviews proposals for substances that could be prohibited or
restricted in anti-fouling systems.
Composition: The technical group is made up of people with relevant expertise. Reporting:
The technical group reports back to the Parties, the IMO, and the Committee. Decision:
The Committee decides whether to approve any proposal.
5.11 State that in order to show compliance with the Convention each vessel shall have on board a
valid International Antifouling Certificate
An anti-fouling certificate for ships is required to demonstrate that a ship's anti-fouling system
complies with the International Convention on the Control of Harmful Anti-Fouling Systems
(AFS). The certificate is issued after an initial survey and any subsequent surveys when the anti-
fouling systems are changed.
Ships of 400 gross tonnage or more - These ships must have an International Anti-Fouling
System (IAFS) Certificate.

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Ships of 24 meters or more in length but less than 400 gross tonnage - These ships must have a
Declaration on Anti-fouling Systems signed by the owner or authorized agent. The declaration
must be accompanied by relevant documentation.

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