1

TRAINING SHIP
RAHAMAN
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UD 11 T6203
MARINE POLLUTION PREVENTION
 MARPOL 73/78 Convention General
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1.1 A brief history of MARPOL Convention

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.
The MARPOL Convention was adopted on 2
November 1973 at IMO. The 1978 Protocol was
adopted due to a rise in maritime accidents
involving tankers in 1976 and 1977.
Since the 1973 convention did not enter into force,
the 1978 protocol was merged with it, and the
combined convention entered into force on October
2, 1983
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 MARPOL was developed through the

International Maritime Organization (IMO), a
United Nations Agency that deals with
Maritime Safety and Security, as well as
the Prevention of Marine Pollution from ships.
MARPOL is the main international agreement
covering all types of pollution from ships.
 The convention includes regulations aimed
at preventing and minimizing pollution from
ships - both accidental pollution and that from
routine operations - and currently includes six
technical annexes.
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 MARPOL has greatly contributed to a

significant decrease in pollution from
international shipping and applies to 99% of
the world’s Merchant Tonnage. other Treaties
address Anti-fouling systems used on ships,
the transfer of Alien species by ships’ Ballast
Water.
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 1.2 Define following terms

 Harmful Substances means any toxic
substance, hazardous material, contaminant,
waste, pollutant or other similar product or
substance that may pose a threat to public or
occupational health or safety or to the
environment.
 Ship any large floating vessel capable of
crossing open waters, A cargo ship or
freighter is a merchant ship that carries
Cargo, Goods, and Materials, Passengers from
one port to another port or place.
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 Marine Incident: An occurrence or event being

caused by, or in connection with, the
operations of a marine vessel in motion at sea,
other than a marine casualty that endangered,
or, if not corrected, would endanger the safety
of the vessel, its occupants or any other
person or the environment.
 8

1.3 Violations. Any violation of the

requirements of the Convention shall be
prohibited and sanctions shall be
established therefor under the law of the
Administration of the ship concerned
wherever the violation occurs.
MARPOL Violations could include, but
are not limited to: Pollution by oil from
operational or accidental discharges.
Lack of control for discharge of noxious
liquid substances carried in bulk.
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 1.4 Port State Control (PSC) is the inspection

of foreign ships in national ports to verify that
the condition of the ship and its equipment
comply with the requirements of international
regulations and that the ship is manned and
operated in compliance with these
instruments and ensure maritime safety and
security and prevent pollution.
 It also ensures that the ship arriving at the
port complies with all safety and anti pollution
requirements for safe operation of vessel when
berthed, when sailing their coastal water and
in mid sea.
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 If the PSCO identifies clear grounds for believing that

the condition of the ship or its equipment does not
correspond substantially with the particulars of the
certificates or that the Master or Crew is not familiar
with essential shipboard procedures, a more detailed
inspection should be carried out. When exercising
control, all possible efforts should be made to avoid a
ship being unduly detained or delayed.
 A PSC inspector can inspect a vessel and if he/she is
not satisfied with any aspect then a deficiency to the
Master/ Chief engineer of that ship is given which may
result in:
– Rectification of the deficiency before ship can sail.
– Detention of the ship.
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1.5 The provisions for the detection of violations

and enforcement of the Convention.
Any Party shall furnish to the Administration
evidence, if any, that the ship has discharged
harmful substances or effluents containing such
substances in violation of the provisions of the
Regulations.
Some typical MARPOL violations?
MARPOL violations could include, but are not
limited to: Pollution by oil from operational or
accidental discharges. Lack of control for
discharge of noxious liquid substances carried
in bulk.
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The enforcement of MARPOL?

MARPOL specifies standards for stowing,
handling, shipping, and transferring pollutant
cargoes, as well as standards for discharge of
ship-generated operational wastes. Acceptance
of the convention by national government
obliges them to make the requirements part of
domestic law.

1.6 The reports on incidents involving harmful

substances must be made without delay.
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MARPOL ANNEX I:
Regulations for the Prevention of Pollution by
Oil
 Define/explain
14

Define/Explain following terms;

1. Oil Means petroleum in any form including

crude oil, fuel oil, sludge, oil refuse and
refined products
2. Oily Mixture Means a mixture with any oil
content.
3. Oil Fuel Means any oil used a fuel in
connection with the propulsion and Auxiliary
machinery of the ship in which such oil is
carried.
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4. 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
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5. Combination Carrier means a ship designed to

carry either oil or solid cargoes in bulk.
6. 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.
7. 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.
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8. Instantaneous rate of discharge of oil

content means the rate of discharge of oil in
litres per hour at any instant divided by the
speed of the ship in knots at the same instant.
9.Wing Tank means any tank adjacent to the
side shell plating.
10. Centre Tank means any tank inboard of a
longitudinal bulkhead.
11. Slop Tank means a tank specifically
designated for the collection of tank drainings,
tank washings and other oily mixtures .
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12. 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.
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13. 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.
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14. A Particularly Sensitive Sea Area (PSSA) is a

marine area that is vulnerable to damage from
international shipping and requires special
protection. The International Maritime
Organization (IMO) designates PSSAs based on
the following criteria:
•The area has certain ecological, socio-economic,
or scientific attributes
•The area is vulnerable to damage from
international shipping
•The IMO can adopt measures to protect the
area's attributes
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15. Vessel Response Plan (VRP) is a document that

outlines how a vessel will respond to a potential spill,
and is required by the United States Coast Guard
(USCG) for certain vessels operating in US waters:
•Tank vessels
•Any tanker vessel that carries or is designed to carry
oil in bulk, or oil cargo residue, must have a VRP
approved by the USCG before entering US waters
•Non-tank vessels
•Certain non-tank vessels operating in US waters may
also
be required to have a VRP Changes
•Any changes to a VRP, such as changes to response
resources or Geographic Specific Appendices (GSAs),
must be approved by the USCG VRP Program
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16. Bilge water holding tank is a tank on a ship that

collects bilge water before it's discharged:
• Purpose
• Bilge water holding tanks help ships operate safely
in certain conditions, such as during port visits, in
coastal waters, and when the 15 ppm equipment
needs maintenance. They also provide additional
safeguards for purifying oily bilge water.
17. Oily Water Separator (OWS) is a piece of
equipment on ships that separates oil and water in
oily waste water, such as bilge water, before it's
released into the environment. OWSs are also known
as bilge separators or oil filtering equipment.
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1.8 The surveys and inspections required under

the provisions of MARPOL Annex I.

MARPOL Annex I requires ships to undergo

surveys and inspections to ensure compliance
with the rules for preventing oil pollution at sea:
•Ship structure, equipment, and documentation
•Surveyors from classification societies and the
Ship Safety Division inspect the ship's structure,
equipment, and documentation.
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•Oil Record Book

•The Oil Record Book is mandatory to document
oil handling and discharge operations onboard.
•International Oil Pollution Prevention
Certificate (IOPP)
•If all provisions are met, the Ship Safety
Division issues the IOPP.
•Port State Control Officers (PSCOs)
•PSCOs inspect the flag state certificate issued
by the flag state administration
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 1.9 The condition of the ship and its equipment should

be maintained to conform to the provisions of the
Convention.
 1.10 An International Oil Pollution Prevention
certificate (IOPP Certificate) Shall be issued, after an
initial or renewal survey in accordance with the
provisions of regulation 6 of this annex, to any oil
tanker of 150 gross tonnage and above and any other
ships of 400 gross tonnage and above which are
engaged in voyages to ports or offshore terminals
under the jurisdiction of other parties to the present
convention.
 An international oil pollution prevention certificate
shall be issued for a period specified by the
administration, which shall not exceed 05 years.
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 1.11 Oily mixtures can be discharged into the

sea from an oil tanker under the following
conditions:
• The tanker must be en route
• The tanker must be at least 50 nautical miles
from land
• The tanker must not be in a special area
• The rate of discharge must not exceed 30 liters
per nautical mile
• The total quantity of oil discharged must not
exceed 1/15,000 of the total cargo for tankers
delivered before 1980, or 1/30,000 for tankers
delivered after 1980
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• The tanker must have an oil discharge

monitoring and control system (ODMCS)
• The tanker must have a slop tank
arrangement
• The oily mixture must be processed
through oil filtering equipment
• The oil content of the undiluted effluent
must not exceed 15 parts per million
• The oily mixture must not originate from
the cargo pumproom bilges
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 1.12 Oily mixtures from machinery space bilges can be

discharged into the sea under the following conditions:

• The ship is proceeding en route

• The oil content of the effluent without dilution does
not exceed 15 parts per million (ppm)
• The oily mixture is processed through an oil filtering
equipment that meets the requirements of regulation
14.7 of Annex I
• The oily mixture is not mixed with cargo pump-room
bilges or, in case of oil tankers, with oil cargo residues
• The oily-water separating equipment is equipped with
a device that stops the discharge automatically when
the oil content of the effluent exceeds 15 ppm
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 1.13 The provisions of certain regulations do not apply to the

discharge of clean or segregated ballast:
• International Maritime Organization (IMO)
• Resolution MEPC 14(20) states that the provisions of
paragraph (2) of a regulation do not apply to the discharge of
clean or segregated ballast.
• Maritime Safety Innovation Lab LLC
• The provisions of a regulation do not apply to the discharge of
clean or segregated ballast from an oil tanker in a special area.
• Hong Kong
• Cap. 413A Merchant Shipping (Prevention of Oil Pollution)
states that the discharge of clean or segregated ballast is not
covered by paragraph (2) of a regulation.
 Clean ballast water is seawater that is used to adjust a ship's
buoyancy, draft, trim, and list. It is also used to replace the
weight of fuel oil or cargo that has been off-loaded.
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 1.14 The provisions for discharging oily

mixtures from machinery spaces do not apply
when the following conditions are not met:
• The ship is not proceeding en route
• The oily mixture is mixed with cargo pump-
room bilges or, in case of oil tankers, with oil
cargo residues
• The vessel is in a Special Area
 1.15 The residues which cannot be discharged
into the sea in compliance with the
regulations must be retained on board or
discharged to reception facilities.
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 1.16 SPECIAL AREAS, ACCORDING TO ANNEX

I
 Special Areas Date of Entry Into Force

 Annex I: Oil Pollution

 Mediterranean Sea 2 Oct 1983
 Baltic Sea 2 Oct 1983
 Black Sea 2 Oct 1983
 Red Sea 2 Oct 1983
 "Gulfs" Area 2 Oct 1983
 Gulf of Aden 1 Apr 1989
Antarctic Area 17 Mar 1992
 North West European Waters 1 Feb 1999
 Oman area of the Arabian Sea 1 Jan 2007
 Southern South African Waters 1 Mar 2008
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1.17 Any discharge into the sea of oil or

oily mixtures from an oil tanker or other
ships of 400 tons gross tonnage and
above is prohibited while in a special
area.
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1.18 An oil tanker can discharge oily

mixtures through an oil discharge monitoring
and control system (ODMCS) under the
following conditions:
• The tanker is en-route
• The tanker is at least 50 nautical miles from
land
• The tanker is not in a special area
• The rate of oil discharge does not exceed 30
liters per nautical mile
• The total amount of oil discharged does not
exceed 1/30,000 of the total cargo residue
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• The tanker has an ODMCS and a slop

tank arrangement in operation
• The oil content of the effluent does not
exceed 15 parts per million (ppm)
• The oily mixture is processed through
oil filtering equipment that meets the
requirements of regulation 14.7
• The oily mixture is not mixed with
cargo pump-room bilges or oil cargo
residues
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 1.19 A ship, other than an oil tanker, can discharge

oily mixtures in a special area if the following
conditions are met:
• The ship is proceeding en route
• The oil content of the effluent without dilution
does not exceed 15 parts per million (ppm)
• The oily mixture is processed through oil filtering
equipment that meets the requirements of
regulation 14.7 of Annex I
• The oil filtering equipment has an alarm and
automatic stopping device to divert the discharge
into a tank on board if the 15 ppm limit is
exceeded
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 1.20 Processed bilge water from machinery spaces can

be discharged in a special area if the following
conditions are met:
• The ship is proceeding en route
• The oil content of the effluent is less than 15 Parts Per
Million (PPM) without dilution
• The oily mixture is processed through an oil filtering
equipment that meets the requirements of the
regulation
• The oily mixture is not mixed with cargo pump-room
bilges or oil cargo residues
 Ships without oil water separator (OWS) systems must
hold untreated bilgewater for transfer to a shore
treatment facility
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 2.21 The ballast water should not normally be carried in cargo

tanks of tankers provided with segregated ballast tanks .
 2.22 The Ballast Water Management (BWM) Convention
allows for exceptions to ballast water management in a
number of circumstances, including:
• Ships not designed for ballast water
• Ships that are not built or designed to carry ballast water
are exempt from the BWM Convention.
• Ships operating in local waters
• Ships that only operate in the local waters of a single
authority are exempt.
• Ships on government service
• Warships, naval auxiliaries, and other ships owned and
operated by a state for non-commercial government
service are exempt.
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• Ships with permanent ballast water

• Ships with permanent ballast water in sealed
tanks that are not subject to discharge are
exempt.
• Single international voyages
• Ships that usually only operate in local waters
may be granted an exemption for a single
international voyage.
• Discharging ballast water in the same location
• Ships can be exempt if they discharge ballast
water in the same location where it
originated.
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 1.23 In new ships of 400 tons gross tonnage and

above and in new oil tankers of 150 tons gross
tonnage and above, no ballast water should
normally be carried in any oil fuel tank.
 1.24 The pumping, piping, and discharge
arrangements for oil tankers, including the
MARPOL line, are governed by the International
Maritime Organization's (IMO) International
Convention for the Prevention of Pollution from
Ships (MARPOL).
 The pumping arrangement on a tanker vessel
is designed to facilitate the loading and unloading
of liquid cargo. It consists of various equipment
and systems that ensure the safe and efficient
transfer of cargo.
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1.24 The pumping, piping, and discharge

arrangements for oil tankers, including the
MARPOL line, are designed to ensure that
the ship complies with the International
Convention for the Prevention of Pollution
from Ships (MARPOL)
MARPOL line is a pipe (separate line) of
small diameter designed to release the last
part of the cargo that remains after
unloading in the pipes of the main lines, as
well as in pumps.
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42
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1.25 Oil Record Book (Part I – Machinery

space operations and Part II – Cargo/
Ballast operations)
1.26 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).
Every oil tanker of 150 gross tonnage and
above shall be provided with an oil record
book part ii (Cargo/Ballast operations).
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1.27 List of Items to be Recorded in Oil Record Book

Part-I
(A) Ballasting or cleaning of oil fuel tanks
(B) Discharge of dirty ballast or cleaning water
from oil fuel tanks referred to under Section (A)
(C) Collection, transfer and disposal of oil residues
(sludge)
(D) Non-automatic starting of discharge
overboard, transfer or disposal otherwise of bilge
water which has accumulated in machinery spaces.
Automatic starting of discharge overboard,
transfer or disposal otherwise of bilge water which
has accumulated in machinery spaces.
 45

(F) Condition of the oil filtering equipment

.
(G) Accidental or other exceptional
discharges of oil
When making entries in the Oil Record
Book Part I, the date, operational code
and item number shall be inserted in the
appropriate columns and the required
particulars shall be recorded
chronologically in the blank spaces.
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 List of Items to be Recorded in Oil Record Book

Part-II
• (A) Loading of oil cargo.
• (B) Internal transfer of oil cargo during
voyage.
• (C) Unloading of oil cargo.
• (D) Crude oil washing (COW tankers only)
• (E) Ballasting of cargo tanks.
• (F) Ballasting of dedicated clean ballast tanks
(CBT tankers only)
• (G) Cleaning of cargo tanks.
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1.28 Each completed operation shall be

signed by the officer or officers in charge
of the operations and master of the ship.

1.29 The Oil Record Books 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.
Shipboard Oil Pollution Emergency Plan (SOPEP)
48

 1.30 The Shipboard Oil Pollution Emergency Plan

(SOPEP) is to be seen as an information from the
owners to the master of a ship.
 1.31 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 The Plan contains operational aspects for
various oil spill scenarios and lists communication
information to be used in case of such incidents.
 1.33 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.
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1.34 List of SOPEP Contents:

• 1. SOPEP includes drawing various fuel lines,
along with other oil lines on board the vessel,
with the positioning of vents, saving all trays, etc.
• 2. The general arrangement of the ship is also
listed in SOPEP, which includes the location of all
the oil tanks with capacity, content etc.
• 3. It contains the inventory of the SOPEP
material provided for pollution prevention such
as oil absorbent pads, sawdust bags, booms,
shovel, Oil Spill Dispersant (OSD), Buckets,
Drums, Rubber suits/boots/gloves, Wilden pump
with hoses etc.
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 1.35 The plan consists generally of 4 sections with

mandatory contents and its appendices with additional
information such as contact addresses and data plus a set
of certain drawings for easy reference for the Master.
 The approved plan guides the Master and Officers on
board the ship concerning the steps to be taken when an
oil pollution incident occurs or a ship is at risk of one.
 It is a requirement that the SOPEP contains all the
information and operational instructions related to the
emergency procedure and SOPEP equipment provided in
the SOPEP kit.
 The plan must contain important telephone, telex
numbers, names, etc., of all the important contacts to be
contacted in the event of an oil pollution
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2. MARPOL Annex II: Regulations

for the Control of Pollution by
Noxious Liquid Substances in Bulk
Cargo categories
 52

 2.1 The requirements MARPOL Annex II applies

to all ships that carry noxious liquid substances
(NLS) in bulk regardless of size of vessel, or the
quantity of cargo carried.
 2.2 Noxious liquid chemicals are categorized
based on their pollution hazards:
• Category X: Has the most severe pollution
hazards
• Category Y: Has moderate pollution hazards
• Category Z: Has low pollution hazards
• Category OS: Has no hazards when discharged
from tank cleaning or de-ballasting operations
 53

2.3 The conditions for discharging effluents

containing substances into the sea depend on the
category of the substance:
• Category X
• The most severe pollution hazard, so discharges
are prohibited unless they comply with the
applicable operational requirements in Annex
II. The residue quantity in each tank must be
assessed and approved for carriage if it's less than
the quantity prescribed by the Annex.
• Category Y
• A moderate pollution hazard, so discharges are
subject to limitations on the quality and quantity.
 54

• Category Z
• A low pollution hazard, so discharges are
subject to less stringent restrictions on the
quality and quantity.
• Category OS
• No hazards when discharged from tank
cleaning or de-ballasting operations.
• Other substances
• No harm to marine resources, human health,
amenities, or other legitimate uses of the sea,
so no requirements of MARPOL Annex II
apply.
 55

2.5 Yes, more stringent requirements apply in

special areas designated under the International
Convention on the Prevention of Pollution from
Ships (MARPOL). These areas are subject to
stricter controls on discharges than the
international standards that generally apply.

Special areas are established for technical reasons

related to the ocean's ecological and oceanographic
conditions, as well as the nature of traffic in the
area. For example, areas with heavy maritime
traffic, low water exchange, or endangered marine
species may be designated as special areas.
 56

 2.5 The pumping and piping arrangements are

to be such that, after unloading, the tanks
designated for the carriage of liquids do not
retain more than certain stipulated quantities
of residue.
 For ships constructed on or after 1 January
2007 the maximum permitted residue in the
tank and its associated piping left after
discharge is set at a maximum of 75 litres for
products in categories X, Y and Z (compared
with previous limits which set a maximum of
100 or 300 litres, depending on the product
category).
 Procedures and Arrangements Manual
57

 2.6 A 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 Procedures and Arrangements (P&A) Manual is a

requirement for ships carrying Noxious Liquid
Substances (NLS) in bulk as per MARPOL Annex
II. The manual's purpose is to identify the equipment
and arrangements needed to comply with Annex II,
and to outline the operational procedures for cargo
handling, tank cleaning, and more.
 Cargo Record Book
58

2.7 The cargo record book to be

completed, on a tank-by-tank basis,
whenever any operations with respect to
a noxious liquid substance take place.
The Cargo Record Book should include
the date, operational code, and item
number for each entry. The master
should sign each page to attest to the
validity of the information.
 Shipboard Marine Pollution Emergency Plan
(SMPEP)
59

 2.8 SMPEP 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 Shipboard Marine Pollution Emergency Plan
(SMPEP) includes operational aspects for various spill
scenarios and lists communication information to be
used in case of such incidents:
• Operational aspects
• The SMPEP includes operational aspects for various spill
scenarios, such as actions for different casualty incidents
like grounding, collision, fire, or dangerous cargo
releases.

 60

• Communication information
• The SMPEP lists communication information to be used
in case of incidents, such as contact information for
coastal states and ports. It also includes information at
the Master's disposal for informing the home office of
the ship's owner or operator, the local agent of the
company, the appropriate P & I Club and
correspondents, and clean-up contractors.

• List of agencies or officials

• The SMPEP includes a list of agencies or officials
responsible for receiving and processing reports on
incidents involving oil and/or harmful substances.
 61

 2.10 Since most of their contents of SOPEP and

SMPEP, are the same and one combined plan on
board is more practical than two separate ones in
case of an emergency. To make it clear that the
plan is a combined one, it should be referred to as
a Shipboard Marine Pollution Emergency Plan
(SMPEP).
 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 an oil spill
mitigation and additionally it should have a
mitigation plan for noxious liquid substances.
 62

 2.11 MARPOL Annex II requires 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.
• 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.
 63

MARPOL Annex III: Regulations

for the Prevention of Pollution
by Harmful Substances Carried
by Sea in Packaged Form
 64

 2.12 A 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.
 65

 2.13 The International Convention for the

Prevention of Pollution from Ships (MARPOL)
requires that packaging, containers, and tanks be
adequate to minimize the hazard to the marine
environment.

• This Annex requires that packaging be adequate to

minimize the hazard to the marine environment,
considering the package's contents. It also
requires that packages containing harmful
substances be durably marked or labeled to
indicate the substance is harmful.

 66

2.14 The requirements for marking

and labelling packages, freight
containers, tanks and wagons to be
as per IMDG Code
The International Maritime
Dangerous Goods (IMDG) Code has
requirements for marking and
labeling packages, freight
containers, tanks, and wagons to
ensure the safe transport of
dangerous goods
 67

 2.15 The documentation related to the carriage of harmful

substances by sea includes:
• International Maritime Dangerous Goods (IMDG) Code
• An international code that categorizes goods and
determines how to handle them. Harmful substances in the
IMDG Code are also considered harmful substances under
MARPOL Annex III.
• Document of compliance
• Issued by the flag state administration, this document
states the dangerous goods that the ship is certified to
carry.
• Special list or manifest
• A list that sets out the harmful substances on board and
their location. A detailed stowage plan can be used instead
of a special list or manifest.
 68

 2.16 The International Maritime Dangerous Goods (IMDG)

Code prohibits or limits the quantity of certain harmful
substances that can be carried on a ship. The IMDG Code is
part of the International Convention for the Prevention of
Pollution from Ships (MARPOL).
 The IMDG Code defines harmful substances as those that
are marine pollutants. When limiting the quantity of a
harmful substance that can be carried on a ship, the
following factors are considered:
• The ship's size, construction, and equipment
• The packaging
• The nature of the substance’
 In addition to quantity limitations, the IMDG Code also
provides detailed standards for:
 Packing, marking, labeling, documentation, stowage, and
notifications
 69

 2.17 The International Convention for the Prevention

of Pollution from Ships (MARPOL) prohibits the
jettisoning of harmful substances unless it is necessary
to save lives at sea or secure the safety of the ship.
 MARPOL Annex III regulates the prevention of
pollution by harmful substances in packaged form. It
applies to all ships carrying harmful substances in
portable tanks, freight containers, road and rail tank
wagons, or packaged forms.
 The International Maritime Dangerous Goods (IMDG)
Code is referred to by both SOLAS and MARPOL. The
IMDG Code was developed by the IMO as a uniform
international code for the transport of dangerous
goods by sea.
 70

3. MARPOL Annex IV:

Regulations for the Prevention
of Pollution by Sewage from
Ships
 71

3.1 The 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.
 Governments are required to ensure the provision
of adequate reception facilities at ports and
terminals for the reception of sewage, without
causing delay to ships.
 The Annex entered into force on 27 September
2003. A revised Annex IV was adopted on 1 April
2004 and entered into force on 1 August 2005.
 72

3.2 As of these dates, passenger ships may no

longer discharge untreated sewage into the
Baltic Sea. In order to discharge treated
sewage, a treatment plant type approved and
meeting the standard of Resolution
MEPC.227(64)5 will be required. The
alternative is a sewage holding tank with
sufficient capacity.
Any coastal state bordering a special area is
committed to provide adequate facilities for
the reception of sewage in ports used by
passenger ships without causing undue delay
to the ship.
 73

 3.3 An International Sewage Pollution

Prevention Certificate is issued by national
shipping administrations to ships under their
jurisdiction showing compliance.
 3.4 The revised Annex applies to ships,
engaged in international voyages, of 400 gross
tonnage and above or which are certified to
carry more than 15 persons. The Annex
requires ships to be equipped with either an
approved sewage treatment plant or an
approved sewage comminuting and
disinfecting system or a sewage holding tank,
standard discharge connection.
 74

3.5 The discharge of sewage into the sea is

prohibited, except when;
 The ship has in operation an approved sewage
treatment plant or is discharging comminuted and
disinfected sewage using an approved system at a
distance of more than three nautical miles from the
nearest land;
or is discharging sewage which is not comminuted or
disinfected at a distance of more than 12 nautical
miles from the nearest land when the ship is en route
and proceeding at not less than 4 knots, and the rate
of discharge of untreated sewage shall be approved
by the Administration (see resolution MEPC.157(55))
 75

MARPOL Annex V: Regulations for the

Prevention of Pollution by Garbage from Ships.

3.6 Definitions for the purposes of Annex V:

1. Garbage: According to the MARPOL Annex

V, garbage is defined as any type of waste that
is generated during a ship's normal operations
and is likely to be disposed of. This includes:
food, domestic waste, operational waste,
plastics, cargo residues, incinerator ashes,
cooking oil, fishing gear, and animal carcasses.
 76

• Nearest Land: For the purposes of MARPOL

Annex V, the term "nearest land" refers to the
baseline that establishes a country's territorial
sea, as defined by international law.
 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. Special areas shall include those
listed in regulation 5 of this annex.
 77

3.7 MARPOL Annex V is an international

convention that regulates the
management of garbage on ships. It
prohibits the disposal of all plastics into
the sea, including plastic bags, synthetic
ropes, and fishing gear. This is because
plastics are non-biodegradable and
harmful to marine life.
 78

 3.8 This regulation governs the disposal of garbage from

ships:
• Food waste must be comminuted or ground and discharged 3
nautical miles from the nearest land.
• Cargo residues that cannot be recovered using common
methods must be discharged 12 nautical miles from the
nearest land.
• Animal carcasses must be discharged as far from the nearest
land as possible.
• Cleaning agents and additives in wash water can be
discharged if they are not harmful to the marine
environment.
• Ships must provide facilities for the reception of garbage at
ports and terminals.
• If a ship's master finds that the port reception facilities are
inadequate, they should report it to the Administration of the
flag State.
 79

 3.9 The special areas established under Annex

V are:
• the Mediterranean Sea area.
• the Baltic Sea area.
• the Black Sea area.
• the Red Sea area.
• the Gulfs area.
• the North Sea area.
• the Wider Caribbean Region and.
• the Antarctic area.
 Garbage Management Plan
80

 3.10 All ships of 100 gross tonnage and above,

every ship certified to carry 15 persons or
more, and every fixed or floating platform will
have to carry a garbage management plan and
have the crew follow it.
 3.11 Garbage Management Plan contains
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.
 Garbage Record Book
81

A Garbage Record Book is a log that

ships with a garbage management plan
must keep on board to record all garbage
disposal and incineration operations.
The date, time, position of the ship,
description of the garbage and the
estimated amount incinerated or
discharged must be logged and signed.
The Garbage Record Book must be kept
for a period of two years after the date of
the last entry
 PLACARDS
82

Garbage placards, or stickers, are mandatory

for vessels of 12 meters or more in length to
advise passengers and crew of the rules that
prohibit discharging garbage into the
sea. They should be displayed in a visible
location on the vessel.
These placards should be written in the
working language of the ship’s crew and also
in English, French or Spanish for ships
travelling to other states' ports or offshore
terminals.
 83

3.12 The Garbage Record Book (GRB) is a

log that ships must keep on board to
record garbage disposal and incineration
operations.
The GRB is divided into two parts:
Part I is used by all ships, while Part II is
only required for ships that carry solid
bulk cargoes.
 84

 Some operations that require entries in the GRB:

• Garbage discharge
• Record the date, time, and position of the ship, the
type of garbage, and the estimated amount
discharged
• Garbage incineration
• Record the date, time, and position of the ship, the
type of garbage, and the estimated amount
incinerated
• Accidental loss
• Record the location, circumstances, and reasons
for the loss, the details of the items lost, and the
precautions taken to prevent or minimize the loss
 85

3.13 The disposal of cargo residues and

hold wash water is governed by MARPOL
Annex V, which has several criteria i.e.
the discharge of cargo residues
contained in wash water is only
permitted if both the destination and
departure ports are within the Special
Area and the ship will not transit outside
the special area between these ports, and
only provided that no adequate reception
facilities (RF) exist.
 86

4. MARPOL Annex VI:

Regulations for the Prevention
of Air Pollution from ships
 87

Annex VI is the main international treaty that

addresses air pollution prevention
requirements for ships. It aims to reduce the
carbon intensity of global shipping and
minimize airborne emissions from ships.
4.1 Definition:
Continuous feeding is defined as the process of
feeding waste into a combustion chamber
without human assistance while the
incinerator is running normally. The
combustion chamber temperature should be
between 850°C and 1,200°C.
 88

 An Emission Control Area (ECA) is a sea area

where special measures are required to reduce
air pollution from ships. These measures are
intended to control emissions of: Nitrogen
oxides (NOx), Sulfur oxides (SOx), and
Particulate matter (PM).
 Nitrogen Oxide (NOx) Technical Code The
purpose of this Technical Code on Control of
Emission of Nitrogen Oxides from Marine Diesel
Engines, hereunder referred to as the Code, is to
specify the requirements for the testing, survey
and certification of marine diesel engines to
ensure they comply with the nitrogen oxides
( NOX) emission limits
 89

 Ozone Depleting Substances, Annex

VI prohibits deliberate emissions of ozone
depleting substances, which include halons
and chlorofluorocarbons (CFCs). New
installations containing ozone-depleting
substances are prohibited on all ships.

 Sludge oil means sludge from the fuel oil 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.
 90

 Shipboard Incineration is the process of burning waste

or other matter generated on a ship during its normal
operation. MARPOL Annex VI regulates shipboard
incineration as part of its efforts to reduce air pollution
from ships. Here are some of the regulations that apply
to shipboard incinerators.
 Particulate Matter (PM) For the purposes of Annex VI of
the International Convention for the Prevention of
Pollution from Ships (MARPOL), particulate matter
(PM) is a type of air pollutant that ships are required to
limit in their emissions:

• PM is a term for particles in the air, such as dust, dirt,

soot, smoke, and liquid droplets.
 91

 Volatile Organic Compounds (VOCs) According to MARPOL

Annex VI, volatile organic compounds (VOCs) are air
pollutants. The regulation requires that tankers carrying
crude oil have written procedures to minimize VOC
emissions, and that technical arrangements are provided
in case a Port Authority regulates VOC
emissions. However, there are no specific requirements for
how to achieve these goals, or for measuring the effect of
any such arrangements or procedures.
 VOCs are organic compounds that evaporate easily at
normal indoor temperatures and pressures. They are often
used in the production of paints, pharmaceuticals, and
refrigerants, and are also found in petroleum fuels,
hydraulic fluids, and drycleaning agents. VOCs can have
short- and long-term adverse health effects, and are
common contaminants of groundwater.
 92

The Energy Efficiency Design Index (EEDI) is a

technical measure used in MARPOL Annex VI to
promote the use of more energy efficient ships:
• Definition
• EEDI is a calculation that estimates the amount of
carbon dioxide (CO2) emitted per unit of transport
work for a ship. It's expressed as grams of CO2 per
tonne-mile.
• Purpose
• The EEDI's purpose is to establish minimum
efficiency levels for new ships, and to encourage
the development of more efficient ships in
general.
 93

The Energy Efficiency Existing Ship Index (EEXI)

is a technical measure that evaluates a ship's
energy efficiency and sets minimum requirements
for it:
• What it is
• EEXI is a calculation that compares a ship's energy
efficiency to a baseline. It's based on the ship's
design parameters, such as equipment and
technical data.
• Who it applies to
• EEXI applies to all ships that are 400 gross
tonnage or more and fall under MARPOL Annex VI.
 94

 The Carbon Intensity Indicator (CII) is a mandatory

regulation under Annex VI of the International Convention
for the Prevention of Pollution from Ships
(MARPOL). It's a measure of how efficiently a ship
transports goods or passengers, and is used to reduce the
carbon emissions from ships.
 Here are some key details about the CII:
• What it measures
• The CII measures a ship's carbon intensity in grams of
CO2 emitted per nautical mile and cargo-carrying
capacity.
• What it applies to
• The CII applies to all cargo, RoPax, and cruise ships that
are over 5,000 gross tonnage (GT) and trade
internationally.
 Requirement for SOx control
95

 4.2 The International Convention for the Prevention of

Pollution from Ships (MARPOL) Annex VI has several
requirements for controlling sulfur oxide (SOx) emissions
from ships, including:
• Fuel sulfur content
• The sulfur content of fuel oil used by ships is limited to
0.50% m/m outside of emission control areas (ECAs) and
0.10% m/m within ECAs.
• Exhaust gas cleaning systems
• Exhaust gas cleaning systems (EGCS) must be approved by
the State Administration before use. EGCS typically use
water to remove sulfur oxides and particulate matter from
exhaust streams.
• Alternative fuels
• Ships can use alternative fuels such as LNG to reduce SOx
emissions.
 96

 4.3 List the Emission control areas for the purposes of Annex VI

 SPECIAL AREAS DATE OF ENTRY INTO FORCE

 MEDITERRANEAN SEA 2 OCT 1983

 BALTIC SEA 2 OCT 1983
 BLACK SEA 2 OCT 1983
 RED SEA 2 OCT 1983
 "GULFS" AREA 2 OCT 1983
 GULF OF ADEN 1 APR 1989
 ANTARCTIC AREA 17 MAR 1992
 NORTH WEST EUROPEAN WATERS 25 SEPT 1997
 OMAN AREA OF THE ARABIAN SEA 1 JAN 2007
 SOUTHERN SOUTH AFRICAN WATERS 1 MAR 2008
 97

4.4 Volatile Organic Compounds (VOC)

Volatile organic compounds (VOCs)
are emitted as gases from certain solids
or liquids.
Volatile organic compounds (VOCs) are a
large group of chemicals that can
vaporize into the air and found in many
products used to build and maintain
homes, such as paint, varnish, wax,
cleaning supplies, and dry-cleaned
clothing.
 98

4.5 A Volatile Organic Compounds (VOC)

Management Plan is a ship-specific document that
outlines the arrangements, equipment, and procedures
to minimize VOC emissions:
•Purpose: To ensure that a tanker complies with
regulation 15.6 of MARPOL Annex VI by preventing or
minimizing VOC emissions
•Content: Includes written procedures for minimizing
VOC emissions during loading, sea passage, and
discharge of cargo
•Development: Prepared in accordance with Resolution
MEPC.185(59) and MEPC.1/Circ.680
•Approval: Requires approval by the Administration or a
Recognized Organization (RO)
 99

4.6 VOC emissions from ships can be due to

incomplete combustion processes and include
crankcase, exhaust, and evaporation emissions:
• Incomplete combustion: When fuel is not fully
combusted, it can produce VOCs, such as
benzene and carbonyl compounds.
• Crankcase: In a four-stroke engine, a small
amount of exhaust gasses can enter the
crankcase from the combustion chamber. This
is called "blow-by".
• Evaporation: Evaporation is a process where a
liquid turns into a gas on its surface.
 10
0
 4.7 Fuel oil quality requirements are covered by
MARPOL Annex VI, and the Bunker Delivery Note
(BDN) is a document that must be provided by the fuel
oil supplier to comply with these requirements:
• Fuel oil quality
• Bunker fuel should meet certain specifications,
including:
• Sulfur: Maximum 3.5%
• Flash point: Minimum 60°C
• Pour point: Maximum 30°C for winter quality and
summer quality
• Water: Maximum 0.5%
• Ash: Maximum 0.15%
• Vanadium: Maximum 450 mg/kg
 10
1
• Bunker Delivery Note
• The BDN must include the following information:
• Name and IMO number of the receiving vessel
• Port of bunkering
• Date of commencement of delivery
• Name, address, and telephone number of the fuel oil supplier
• Delivered product name(s)
• Quantity in metric tons
• Density at 15°C
• Sulphur content
• A declaration signed and certified by the fuel oil supplier's
representative
• A representative sample of the fuel oil delivered
 The BDN must be kept on the vessel for inspection for a
minimum of three years after the fuel has been delivered.
 10
2

5. International Convention for the

Control and Management of Ships'
Ballast Water and Sediments (BWM)
and Antifouling System
 10
3
• 5.1 Ballast water, ballast water management,
sediments
• Ballast water
• Water that is stored in the ballast tanks and cargo
holds of ships to provide stability and
maneuverability. Ballast water can be fresh or
saltwater.
• Ballast water management
• The process of controlling the transfer of ballast
water to prevent the spread of invasive species.
• Ballast water sediment
• Solid particles that accumulate in the ballast
water tanks and their inner structures.
 10
4
 5.2 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.
 'The international convention for the control and
management of ships’ ballast water and sediments'
requires that all ships are required to have on
board and implement a ‘Ballast Water Management
Plan' which is approved by the administration.
 The regulation is aimed at preventing the transfer
and spread of harmful aquatic organisms and
pathogens from one part of the world to other
through ship's ballast water
 10
5
 That under this regulation, it is required that
ships must have a ‘Ballast Water Record Book'
which is used for recording the location, date
and time at which ballast water is taken on
board and discharged back into the sea.
• International Ballast Water Management
Certificate (IBWMC)
• Required for ships of 400 gross tonnage and
above, unless the flag administration has its
own national requirements. Vessels to be
surveyed and issued with an international
ballast water management certificates.
•
 10
6
5.3 There are two ballast water
management standards (D-1 and D-2).
D1 details requirements relating to ballast
water exchange and D2 details allowable
limits for organisms within the ballast
water discharge.
The D-1 standard requires ships to
exchange their ballast water in open seas,
away from coastal areas. Ideally, this
means at least 200 nautical miles from
land and in water at least 200 metres deep
 10
7
 The D-2 standard is a ballast water management
standard that limits the amount of harmful
organisms that ships can discharge into new
locations.
 Ships conducting ballast water management must
discharge fewer than 10 viable organisms per
cubic meter that are greater than or equal to 50
micrometers in minimum dimension and fewer
than 10 viable organisms per milliliters that are
less than 50 micrometers in minimum dimension
and greater than or equal to 10 micrometers in
minimum dimension; and discharge of the
indicator microbes must not exceed the specified
concentrations.
 10
8
The D-2 standard is part of the Ballast Water
Management Convention (BWM
Convention).
All new ships must comply with the D-2
standard, and all ships must comply with at
least the D-1 standard.
To comply with the D-2 standard, ships can
use a treatment system that is approved by
the administration. The system must be IMO
type-approved and come with a certification,
operational manual, and safety manual.
 10
9
5.4 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)
• Magnetic Field Treatment.
 11
0
The two most common technologies
are Ultra-Violet (UV) based systems and
Electro-Chlorination (EC) systems.
UV systems use physical UV radiation
as secondary treatment, where electro-
chlorination makes use of a chemical
'active substance' to inactivate biological
organisms.
A typical ballast water treatment system
onboard ships use two or more
technologies together to ensure that the
treated ballast water is of IMO standards.
 11
1
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 onboard ships before
discharging.
 11
2
Some of the processes utilizing oxidizing
biocides used onboard ships are:
Chlorination – Chlorine is diluted in water to
destroy the micro-organisms.
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.
 11
3
 Ultra-Violet Treatment Method
 The ultraviolet ballast water treatment method consists of
UV lamps that 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 purposes and is effective
against a broad range of organisms.
 Magnetic Field Treatment
 The magnetic field treatment uses 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.
11
4
11
5
 11
6
 5.5 The IBWMC is required for ships that are 400 gross
tonnage and above, and that are subject to the Ballast
Water Management Convention. The certificate is issued
by the flag state's administration, and it certifies that
the ship complies with the BWM Convention.
 The International Ballast Water Management Certificate
(IBWMC) includes the following information:
• Ship details, such as the name, gross tonnage, IMO
number, and date of construction
• Ballast information, such as the ballast water capacity,
management methods, and date installed
• Validity of the certificate
• Survey dates
• Date of issue
Anti -Pollution Equipment’s
11
7
 11
8
Sewage treatment plants on ships use a
variety of processes i.e. use physical,
chemical, and biological processes to
remove contaminants from sewage and make
it safe to discharge into the ocean.
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.

 11
9
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, 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 purposes.
 12
0
 The mixture will be further separated into high-grade
water and sediment after being settled in a
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 to the Biofilter reactor to
break up by microorganisms 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 treat the
Biological Oxygen Demand (BOD) and Suspended Soli
ds
.
 12
1
 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.
 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.
 12
2
Discharge Pump
The discharge pump is provided in a duplex
and mounted on the last compartment of
the STP. They are centrifugal pumps of the
non-clog type 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.
Marine Incinerators
12
3
 12
4
Marine incinerators are designed to burn waste
generated on ships, including waste oil, sludge,
and solid waste. It is an essential part of any
ship’s waste management system and helps to
reduce the environmental impact of vessels.
These are the waste which is produced from
daily ship operations:
Solid wastes consist of paper, oil rags etc., and
Oil wastes usually come from leakages, oil
changes, machine cleaning, bilges etc.
 12
5
This waste oil is collected from the ship’s
machinery spaces and stored in waste oil tanks.
To incinerate the oil waste, the incinerator is
provided with a waste oil burner or atomizer
whose supply is taken from the waste oil tank.
The suction of this tank is connected to a waste
or sludge oil pump, which sends the oil to the
waste oil burner.
Before burning the oil, the primary burner of the
incinerator is started to ensure the primary
chamber is heated. A forced draft fan is provided
to supply oxygen for combustion inside the
primary chamber.
 12
6
 Once the desired temperature is reached, the waste oil
burner supplies the oil inside the incinerator, and due
to the heat in the chamber and flames of the primary
burner, the waste oil ignites and burns. The primary
blower maintains a stable air supply once the primary
burner is off. Also, it does not allow the temperature
inside the primary chamber to increase beyond the
limit.
 The waste oil burner or atomizer keeps burning till the
pump is stopped or if there is a change in pressure. A
pressure regulation valve continuously monitors the
oil supply pressure to the burner. If there is any
increase in pressure due to the atomizer not working
or burning the waster oil, it will recirculate the oil to
the return line safeguarding the pipeline.
 12
7
The burnt gases are the byproduct of the
oil waste, which requires further burning.
This is done in the secondary combustion
chamber, separated from the primary
combustion chamber, using the ceramic
wall.
The flue gases are burnt out in the
secondary chamber and drawn out from
the exhaust passage. Sometimes an
Induced Draught Air Ejector is fitted to
draw out air from the secondary chamber
easily.
 12
8
When burning solid waste, first ensure it is safe
to open the loading door.
Open the door and feed the solid waste from
there. There is a safety switch which cuts off the
primary burner when the door is open. Hence
before the operation, make sure the door is shut
correctly. The heat inside the chamber will burn
the solid waste.
If needed, fire the primary burner to burn the
remaining solid waste.
Ensure the operator and crew know local
regulations in different parts of the world which
prohibit the operation of incinerators
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 5.7 Annex V of MARPOL regulates the prevention of
pollution by garbage from ships. Communitors and
compactors are essential equipment for managing
waste onboard. Proper use and precautions are
crucial to prevent accidents, injuries, and
environmental pollution.
 Communitors (Food Waste Grinders) Precautions:
 1. Regular maintenance to prevent clogging and
damage.
 2. Ensure proper electrical connections and
grounding.
 3. Use protective gloves and safety glasses during
operation.
 4. Avoid overloading the communitors.
 5. Regularly clean and sanitize the equipment.
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Compactors (Waste Compactors)
 Precautions:
1. Properly segregate waste before compacting.
2. Ensure correct compacting pressure and cycle
times.
3. Regularly inspect and maintain compactors.
4. Use safety interlocks to prevent accidental start-
up.
5. Prevent overloading and ensure proper waste
density.
6. Use of Personal Protective Equipment (PPE)
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International Convention on the

Control of Harmful Anti fouling
Systems on Ships
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The International Convention on the Control of Harmful
Anti-fouling Systems on Ships (AFS Convention)
was adopted in London on October 5, 2001, and entered
into force on September 17, 2008. The convention was
created to reduce the harmful effects of anti-fouling
systems on the marine environment and human health.
Purpose
Antifouling coatings prevent biofouling, which is the
accumulation of:
1. Algae
2. Barnacles
3. Mussels
4. Other marine organisms on ship hulls, propellers, and
other underwater surfaces.
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 Antifouling agents and paints can have several effects on the
environment, including:
• Plastic pollution
• Low friction anti-fouling paints can flake off and enter the ocean
as microplastics.
• Toxicity to invertebrates
• Antifouling paint particles can be toxic to sediment-dwelling
invertebrates.
• Antibiotic resistance
• High concentrations of biocides can cause bacteria to mutate,
making them resistant to antibiotics.
• Bioaccumulation
• Antifouling compounds can bioaccumulate in animal tissues.
• Marine biofouling (fouling) on a ship's hull and
propeller increases the roughness of the surfaces in contact with
water, and thus the frictional resistance of the ship
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There are the different types of
traditional antifouling paints in ships
• Hard antifouling paint.
• Soft or ablative paints and self polishing
paints.
• Bottom paint active ingredients.
• Electrolytic antifouling.
• Chemical dosing of sea chests.
• Electro-chlorination.
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• Environmental impact
• Antifouling paints can have negative environmental
impacts, including: Biocides: The biocides in antifouling
paints can harm the environment and enter the food
chain. For example, tributyltin (TBT), a biocide
developed in the 1960s, can cause deformations in
oysters and sex changes in whelks.
• Plastic pollution: Low friction anti-fouling paints can
flake off and enter the ocean.
• Antibiotic resistance: High concentrations of biocides
can cause bacteria to mutate and become resistant to
antibiotics.
• Marine pollution: Antifouling paint particles can leach
metals into the water, which can accumulate in benthic
invertebrates and the marine food chain.
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5.9 The International Convention on the
Control of Harmful Anti-Fouling Systems
on Ships (AFS Convention) prohibits the
use of harmful organo-tins and cybutryne
compounds in anti-fouling paints used on
ships.
5.10 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.
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 5.11 The ships of 400 gross tonnage and above that engage in
international voyages must have a valid International Anti-
fouling System Certificate (AFS Certificate) on board to comply
with the International Convention on the Control of Harmful
Anti-fouling Systems on Ships:

• The certificate verifies that a ship's anti-fouling system doesn't

contain harmful organotin compounds and that a protective
coating is in place to prevent these compounds from leaching.

• The certificate is issued after an initial survey and further

surveys when the anti-fouling systems are changed or replaced.

• The certificate is issued without an expiry date, but it must be

reissued if the flag is changed or removed, or if the anti-fouling
system is reapplied