“A Short Note on MARPOL Regulations”

MARPOL

What is MARPOL?

– International Convention for the Prevention of Pollution from Ships,

1973, as modified by the Protocol of 1978.

Introduction

The MARPOL Convention is the main international convention covering prevention of pollution of
the marine environment by ships from operational or accidental causes. It is a combination of two
treaties adopted in 1973 and 1978 respectively and updated by amendments through the years.

The International Convention for the Prevention of Pollution from Ships (MARPOL) was adopted
on 2 November 1973 at IMO and covered pollution by oil, chemicals, harmful substances in
packaged form, sewage and garbage. The Protocol of 1978 relating to the 1973 International
Convention for the Prevention of Pollution from Ships (1978 MARPOL Protocol) was adopted at a
Conference on Tanker Safety and Pollution Prevention in February 1978 held in response to a
spate of tanker accidents in 1976-1977. (Measures relating to tanker design and operation were
also incorporated into a Protocol of 1978 relating to the 1974 Convention on the Safety of Life at
Sea, 1974).

As the 1973 MARPOL Convention had not yet entered into force, the 1978 MARPOL Protocol
absorbed the parent Convention. The combined instrument is referred to as the International
Convention for the Prevention of Marine Pollution from Ships, 1973, as modified by the Protocol of
1978 relating thereto (MARPOL 73/78), and it entered into force on 2 October 1983 (Annexes I
and II).

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Objectives

To eliminate the pollution of the sea’s by oil, chemicals and other harmful substances which might
be discharged during the operation To minimize the amount of oil that which is released due to
accidents, collisions, groundings etc.

MARPOL ANNEXES:

At present, there are 6 annexes in MARPOL:

Annex I: Prevention of pollution by oil

Annex II: Control of pollution by noxious liquid substances
Annex III: Prevention of pollution by harmful substances in packaged form
Annex IV: Prevention of pollution by sewage from ships
Annex V: Prevention of pollution by garbage from
ships Annex VI: Prevention of Air
Pollution from Ships

Special Area:

Means a sea area where for recognized technical reasons in relation to it’s oceanographically and
ecological condition and to the particular character of its traffic the adoption of special mandatory
methods for the prevention of sea pollution is required.

In Annex I Prevention of pollution by oil, Annex II Control of pollution by noxious liquid substances,
Annex IV Prevention of pollution by sewage from ships and Annex V Prevention of pollution by
garbage from ships, MARPOL defines certain sea areas as “special areas” in which, for technical
reasons relating to their oceanographical and ecological condition and to their sea traffic, the
adoption of special mandatory methods for the prevention of sea pollution is required. Under the
Convention, these special areas are provided with a higher level of protection than other areas of
the sea.

Annex VI Regulations for the Prevention of Air Pollution from Ships establishes certain sulphur
oxide (SOx) Emission Control Areas with more stringent controls on sulphur emissions.

Special areas under MARPOL are as follows:

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

Special Areas Adopted # Date of Entry into In Effect From

Force

Annex I: Oil

Mediterranean Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983

Baltic Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983

Black Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983

Red Sea 2 Nov 1973 2 Oct 1983 *

“Gulfs” area 2 Nov 1973 2 Oct 1983 1 Aug 2008

Gulf of Aden 1 Dec 1987 1 Apr 1989 *

Antarctic area 16 Nov 1990 17 Mar 1992 17 Mar 1992

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

Waters

Oman area of the 15 Oct 2004 1 Jan 2007 *

Arabian Sea

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

waters

Annex II: Noxious Liquid Substances

Antarctic area 30 Oct 1992 1 Jul 1994 1 Jul 1994

Annex IV: Sewage

Baltic Sea 15 Jul 2011 1 Jan 2013 **

Annex V: Garbage

Mediterranean Sea 2 Nov 1973 31 Dec 1988 1 May 2009

Baltic Sea 2 Nov 1973 31 Dec 1988 1 Oct 1989

Black Sea 2 Nov 1973 31 Dec 1988 *

Red Sea 2 Nov 1973 31 Dec 1988 *

“Gulfs” area 2 Nov 1973 31 Dec 1988 1 Aug 2008

North Sea 17 Oct 1989 18 Feb 1991 18 Feb 1991

Antarctic area (south of 16 Nov 1990 17 Mar 1992 17 Mar 1992

latitude 60 degrees

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south)

Wider Caribbean region 4 Jul 1991 4 Apr 1993 1 May 2011

including the Gulf of
Mexico and the
Caribbean Sea

Annex VI: Prevention of air pollution by ships (Emission Control Areas)

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

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

North American 26 Mar 2010 1 Aug 2011 1 Aug 2012

(SOx, and NOx and
PM)

United States 26 Jul 2011 1 Jan 2013 1 Jan 2014

Caribbean Sea ECA
(SOx, NOx and PM)

# Status of multilateral conventions and instruments in respect of which the International Maritime
Organization or its Secretary-General perform depositary or other functions as at 31 December
2002.

* The Special Area requirements for these areas have not yet taken effect because of lack of
notifications from MARPOL Parties whose coastlines border the relevant special areas on the
existence of adequate reception facilities (regulations 38.6 of MARPOL Annex I and 5(4) of
MARPOL Annex V).

** The new special area requirements, which will enter into force on 1 January 2013, will only take
effect upon receipt of sufficient notifications on the existence of adequate reception facilities from
Parties to MARPOL Annex IV whose coastlines border the relevant special area (regulation 13.2 of
the revised MARPOL Annex IV, which was adopted by resolution MEPC.200(62) and which will
enter into force on 1 January 2013).

Annex I: Prevention of pollution by oil

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 Annex I Entry into force: 2 October 1983
(Revised Annex I enters into force 1 January 2007)

Regulation 14: Oil Filtering Equipment

Vessels above 400 GT and less than 1000 GT shall have an oil filtering equipment

Approved by the Administration

Will ensure that any oily mixture discharged into the sea after passing through the equipment
has an oil content not exceeding 15 ppm

Vessels above 1000 GT shall have an oil filtering equipment

In addition to the above, shall be provided with alarm arrangements to indicate when the
level cannot be maintained.
Also arrangements to ensure that any discharge of oily mixture is automatically stopped
when the oil content of the effluent exceeds 15 ppm

Discharge from Machinery spaces:

1. In special Areas : (Regulation 15)

The ship proceeding is en route

The oily mixture is processed through an oil filtering system
The oil content of the effluent without dilution does not exceed 15ppm.
When the vessel is in the special area the oil filtering system apart from having an alarm
when the 15ppm cannot be maintained shall also be of a design where the oil filtering system
shall stop automatically when the oil effluent exceeds 15ppm
Oily mixtures do not originate from the cargo pump room bilges in case of oil tankers
Oily mixtures in case of oil tankers is not mixed with oil cargo residues

1. Outside special Area’s: (Regulation 15)

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 The ship proceeding is en route
The oily mixture is processed through an oil filtering system
The oil content of the effluent without dilution does not exceed 15ppm.
Oily mixtures do not originate from the cargo pump room bilges in case of oil tankers
Oily mixtures in case of oil tankers is not mixed with oil cargo residues

Exceptions

1. he discharge into the sea of oil or oily mixture necessary for the purpose of securing the
safety of a ship or saving life at sea; or
2. the discharge into the sea of oil or oily mixture resulting from damage to a ship or its
equipment:
3. provided that all reasonable precautions have been taken after the occurrence of the
damage or discovery of the discharge for the purpose of preventing or minimizing the
discharge; and
4. except if the owner or the master acted either with intent to cause damage, or recklessly and
with knowledge that damage would probably result; or
5. the discharge into the sea of substances containing oil, approved by the Administration,
when being used for the purpose of combating specific pollution incidents in order to
minimize the damage from pollution. Any such discharge shall be subject to the approval of
any Government in whose jurisdiction it is contemplated the discharge will occur.

Regulation 17 Oil Record Book (PART 1)

Ballasting or Cleaning of fuel oil tanks

Discharge of dirty ballast or cleaning water from fuel oil tanks
Collection , Transfer and disposal of oil residues
Non automatic starting of discharge overboard, transfer or disposal otherwise of bilge water
accumulated in machinery spaces
Automatic starting of discharge overboard, transfer or disposal otherwise of bilge water
accumulated in machinery spaces
Condition of the oil filtering equipment
Accidental or other exceptional discharges of oil
Bunkering of fuel or bulk lubricating oil
Additional operational procedures and general remarks

FOR AN OIL TANKER DISCHARGING OIL FROM CARGO RESIDUES:

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Regulation 29: Slop Tanks

Oil tankers above 150 GT shall be provided with a slop tank arrangement having the following
provisions

1. Adequate means provided for cleaning of cargo tanks and transfer of dirty ballast residues
and tank washing from cargo tanks to slop tanks
2. Slop tank arrangement should be such to allow the transfer or discharge of oily mixture in
compliance with the discharge regulations
3. The slop tanks to have a capacity of min 3% of the total cargo carrying capacity of the
vessel. Maybe reduced to 2 or 1.5% if such an amount is sufficient for carrying out tank
cleaning operations without the introduction of additional water into the system

Regulation 31: ODMCS/ ODME

Tankers above 150 GT shall be fitted with an ODMCS/ODME

1. Must have a recording device to provide continuous record of the operation showing the
ltrs/nm, total qty of oil disch ,the oil content and the rate of discharge
2. Must be identifiable with date and time
3. Should come into operation when there is any discharge of effluents to the sea and should
be capable of stopping the operation if the instantaneous rate of discharge exceeds 30
ltrs/nm
4. Failure to the system shall stop the operation
5. In case of failure, the system may be used on manual mode but the defect to be repaired as
soon as possible. Vessel maybe allowed to undertake one ballast passage with the defective
equipment

Regulation 34 Control of Discharge of oil For an OIL TANKER

1. Outiside special areas

2. Vessel should not be in a special area
3. Vessel should be en route
4. Vessel should be atleast 50 miles from the nearest land
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 5. Any instantaneous discharge should not exceed more than 30 ltrs/nautical mile
6. Total oil residue discharge less than 1/15000 of the product carried for tankers built before 31
Dec 1979
7. Total oil residue discharged less than 1/30000 of the product carried for tankers built after 31
Dec 1979
8. The tanker has in operation an ODMCS/ODME (oil discharge monitoring and control system)
and a slop tank arrangement

1. In Special Area(Regulation 34)

Any discharge into the sea of oil or oily residues from cargo spaces of an oil tanker is
prohibited when in special area

REGULATION 36 ORB (PART 2) Cargo Oil record Book

Part2 is carried by the tankers and is for the cargo/ballast operations

Entries:

1. Loading of oil cargo

2. Internal transfer of oil cargo while on voyage
3. Discharging of oil cargo
4. Ballasting of the cargo tanks and Ballasting of the dedicated clean ballast tanks
5. Cleaning of cargo tanks including crude oil washing
6. Discharge of ballast except from the segregated ballast tanks
7. Discharge of water from the slop tanks
8. Closing of all applicable valves after slop tanks have been discharged
9. Closing of valves for isolation of dedicated clean ballast tanks from cargo and stripping lines
after slop tank discharge operations
10. Disposal of residues
11. Accidental discharge of any oil content and the reasons for the same
12. Conditions of the oil discharge monitoring system and the failures of the same to be recorded
too
13. All the entries made need to be signed by the responsible officer along with the date and to
be counter signed by the master. This record book needs to be maintained onboard for 3
years.

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Regulation 37: SOPEP (Shipboard Oil Pollution Emergency Plan)

1. Every oil tanker more than 150 gt and ship other than a tanker more than 400 gt shall carry
and MUST have a SOPEP (shipboard oil pollution emergency plan)
2. Procedures to be followed by the master or other persons having the charge of the ship to
report an oil pollution incident
3. List of authorities or persons to be contacted in event of any oil spill/pollution incident
4. Detailed description of the actions to be taken to reduce or control the discharge of oil
following the incident
5. Procedures and point of contact on the ship for co-ordinating the shipboard actions with the
national and local authorities in combating the pollution
6. All oil tankers of 5000 tones deadweight or more shall have access to computerized shore
based damage stability and residual structural strength calculation programs

Pollution prevention methods itemised on the tankers ship shore safety checklist

vessel should be securely moored

effective ship shore communication system established
emergency signals to be used by the ship and shore to be decided and understood
cargo hoses are properly rigged and not damaged
SOPEP equipments standby
Scupper plugs in place
High level alarms of the tanks to be operational

Checklist will also contain

Fire fighting equipments to be kept standby

Effective deck watch to be maintained to check any overflow
No unauthorised persons onboard
No unauthorised work to be carried out
No naked lights and flames
Tanks inerted and the inert gas systems checked
All doors to accommodation to be closed and the air conditioning systems to be on internal
circulation
Appropriate lights and flags shown

Certificates issued under annex 1

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International Oil Pollution Prevention (IOPP) Certificate

Surveys: Initial, Annual, Annual /Intermediate, Intermediate/Annual, Annual & Renewal

Attachments:

Form A: Listing equipments, arrangement & procedures in machinery spaces

Form B: Listing equipments, arrangement & procedures in cargo spaces

Annex II: Control of pollution by noxious liquid substances

Entry into force: 6 April 1987

(Revised Annex II enters into force 1 January 2007).
Annex II details the discharge criteria and measures for the control of pollution by noxious
liquid substances carried in bulk.
Annex II: Substances indicated in chapter 17 or 18 of the International Bulk Chemical code

Regulation 6: Categories of substances

Category X: Noxious Liquid Substance (NLS) which if discharged into the sea from tank cleaning
or deballasting operations are deemed to present a major hazard to either the marine environment
or human health and therefore justify the prohibition of discharge into the marine environment

Category Y: Noxious Liquid Substance (NLS) which if discharged into the sea from tank cleaning
or deballasting operations are deemed to present a hazard to the marine environment or to human
health or cause harm to the uses of the sea therefore limitations are applied on the quantity and
quality of discharge into the marine environment

Category Z: Noxious Liquid Substance (NLS) which if discharged into the sea from tank cleaning
or deballasting operations are deemed to present a minor hazard to the marine environment or

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human health or marine resources and therefore less stringent restrictions apply on the quality
and quantity of discharge into the marine environment

Other Substances: Noxious Liquid Substance (NLS) other than X, Y & Z which at the moment do
not pose any threat to the marine environment or human health on discharge into the sea from
tank cleaning or deballasting operations.

Regulation 13: Discharge standards for Annex 2 (NLS) within and outside the Special area
(applies to category X, Y & Z)

The discharge of these substances into sea is permitted with following discharge standards:

The ship is en route and doing a speed of atleast 7 knots in case of a self propelled ship or
atleast 4knots in case of a non self propelled ship
The discharge is made below the water line through the underwater discharge outlets and
not exceeding the rate by which the underwater discharge outlets are designed
The discharge is made at a distance of not less than 12 nautical miles from the nearest land
and in the depth of water of not less than 25 metres.

Discharge Criteria for category X

Tank from which category X substance has been unloaded shall be subjected to a pre wash
before the vsl leaves the port of unloading. The residues shall be discharged to port
reception facilities until the concentration falls to 0.1% by weight by analysis. All remaining
tank washings to be transferred until tank is empty. Entries to be made in the cargo record
book
Any water subsequently added maybe discharged into the sea
Where it is not possible to find the concentration of the effluent without delaying the ship then
alternate procedures maybe adopted to find the concentration provided that

1. Tank is pre washed in accordance with the procedure adopted by the administration
2. Appropriate entries are made into the cargo record book

Discharge Criteria for category Y & Z

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 If the unloading of the substance is not carried out in accordance with the manual, a pre
wash to be carried out prior the vessel leaves the port of unloading. The tank washings to be
discharged to shore reception facilities.
For high viscosity or solidifying substances in cat Y

1. Pre wash to be carried out

2. The residue to be discharged to shore reception facilities until tank is empty
3. Any subsequent water introduced into the tank maybe discharged at sea

Regulation 14: P & A manual

Every ship certified to carry CAT X , Y & Z shall have an approved P&A manual.
The main purpose being to help identify the the physical arrangements and all the
operational procedures w.r.t

1. cargo handling
2. tank cleaning
3. slops handling
4. cargo tank ballasting and deballasting.

Regulation 17: Shipboard Marine Pollution Emergency Plan (SMPEP)

Every ship above 150 GT certified to carry Noxious Liquid Substance (NLS) to have an approved
SMPEP

Procedures to be followed to report a NLS pollution incident

List of authorities and persons to be contacted
Detailed description of actions to be taken to reduce or control the discharge of NLS
Procedures and point of contact on the ship for co-ordinating shipboard action with national
and local authorities

Contents of a SMPEP

Reporting Requirements
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 Steps To Control Discharge
National And Local Co-Ordination
Additional Information
List Of Coastal State Contacts
List Of Ship Interest Contacts
Flow Chart And Checklists
IΜΟ Resolution A.851(20) & Resolution MEPC.138(53)
Vessel Specific Information

Entries in the Cargo Record Book

Loading of cargo
Internal transfer of cargo
Unloading of cargo
Mandatory pre wash in accordance with the ships P & A manual
Cleaning of cargo tanks except mandatory prewash
Discharge into the sea of tank washings
Ballasting of cargo tanks
Discharge of ballast water from cargo tanks
Accidental or exceptional discharge
Control by authorised surveyors
Additional operational procedures and remarks

Certificates issued under annex 2

Certificate of Fitness Surveys: Initial, Annual, Annual /Intermediate, Intermediate/Annual, Annual &
Renewal

Annex III: Prevention of pollution by harmful substances in packaged form

Entry into force: 1 July 1992

The first of the convention’s optional annexes. States ratifying the Convention must accept
Annexes I and II but can choose not to accept the other three – hence they have taken much
longer to enter into force.

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AnnexIII applies to substances listed as marine pollutants in the IMDG code:

Annex III contains general requirements for the issuing of detailed standards on packing,
marking, labelling, documentation, stowage, quantity limitations, exceptions and notifications
for preventing pollution by harmful substances.
No dangerous goods to be carried by the ships unless a marine pollutant or a dangerous
goods declaration has been issued to the master
Any dangerous goods carried onboard should be detailed in a stowage plan
Packaged goods shall not be accepted unless they are properly marked
No packaged goods to be carried unless the ship has an cargo securing manual

Annex IV: Prevention of pollution by sewage from ships

Entry into force: 27 September 2003.

The second of the optional Annexes, Annex IV contains requirements to control pollution of
the sea by sewage. (A revised Annex was adopted in 2004.)

Sewage means

Drainage and other wastes from any forms of toilets and urinals
Drainage from medical premises ,wash tubs and scuppers located in these premises
Drainage from spaces containing living animals

and other waste waters mixed with drainage as above

Regulation 10: Standard discharge connections

OD: 210 mm

ID: as per pipe OD

Bolt dia: 17mm

Slots in flange: 4 hole 18mm

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Flange thickness: 16mm

Bolts and nuts: 4 x 16mm

REGULATION 11: DISCHARGE OF SEWAGE

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
organization at a distance of 3 nautical miles from the nearest land and that which is not
comminuted or disinfected at a distance of 12 nautical miles from the nearest land

2. Sewage shall not be discharged instantaneously, but at a moderate rate when the ship is
enroute and doing a speed of not less than 4 knots.

3. Ship has in operation a sewage treatment plant or an approved sewage comminuting and
disinfecting system with storage tank or a holding tank of adequate capacity certified by the
organization,

4. Test results of the plant are laid down in the INTERNATIONAL SEWAGE POLLUTION
PREVENTION certificate. The validity of this certificate shall not exceed more than 5 years.

5. It should not cause any discoloration of the surrounding waters nor produce visible floating
solids

Certificates issued under Annex IV:

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International Sewage Pollution Prevention Certificate

Surveys: Initial & Renewal

Annex V: Prevention of pollution by garbage from ships

Entry into force: 31 December 1988

Garbage means all kind of domestic and operational waste other than fish, generated during
the normal operation of the ship.

The entries to be made in the garbage record book

Entries to be made are as follows:

When garbage discharged at sea

When Discharged at port
When incinerated
Accidental discharge

REGULATION 9: Garbage management plans

Every ship more than 12m or more in length shall display placards which notify the crew and
passengers for the disposal requirements of regulations. The placards shall be written in the
working language of the shall also be English, French ,or Spanish.

1. Every ship of 400 gt and above and every ship which is certified to carry 15 persons shall
carry a garbage management plan. This plan shall have written procedures for collecting,
storing, processing and disposing of the garbage including the use of the equipment
onboard.
2. Every ship of 400 gt and above and which is certified to carry 15 persons should have a
GARBAGE RECORD book

CATEGORY OF GARBAGE

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 1. Plastics, B. Food wastes, C. Domestic Wastes, D. Cooking Oil, E. Incinerator ashes, F.
Operational wastes, G. Cargo residues, H. Animal Carcass(es),
2. Fishing Gear

For a long while, many people believed that the oceans could absorb anything that was thrown
into them, but this attitude has changed along with greater awareness of the environment. Many
items can be degraded by the seas – but this process can take months or years, as the following
table shows:

Time taken for objects to dissolve at sea

Paper bus ticket 2-4 weeks

Cotton cloth 1-5 months

Rope 3-14 months

Woollen cloth 1 year

Painted wood 13 years

Tin can 100 years

Aluminium can 200-500 years

Plastic bottle 450 years

Source: Hellenic Marine Environment Protection Association (HELMEPA)

The MARPOL Convention sought to eliminate and reduce the amount of garbage being dumped
into the sea from ships.

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Simplified overview of the discharge provisions of the revised

MARPOL Annex V which entered into force on 1 January 2013

DISCLAIMER: Additional requirements may apply.

This simplified overview is for information or reference purposes only and is not meant as a
substitute for the comprehensive provisions in the revised MARPOL Annex V (resolution
MEPC.201(62)) or the

2012 Guidelines for the Implementation of MARPOL Annex V (resolution MEPC.219(63)).

Offshore platforms

Type of garbage Ships outside Ships within special and all ships within
special areas areas 500 m of such
platforms

Discharge permitted Discharge permitted

Food waste ≥3 nm from the ≥12 nm from the nearest Discharge permitted
comminuted or nearest land
ground land and en route ≥12 nm from the
and en route nearest land

Discharge permitted

Food waste not ≥12 nm from the

comminuted or nearest land and en
ground route Discharge prohibited

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 Discharge
prohibited

Cargo residues1
not contained in
wash water Discharge prohibited Discharge
prohibited
Discharge permitted

≥12 nm from the

nearest land
Cargo residues1 Discharge only
permitted in specific
and en route
contained in wash circumstances2 and Discharge
water ≥12 nm from the nearest prohibited

land and en route

Discharge only
permitted 2
Cleaning agents
and additives1 in specific
contained in cargo circumstances Discharge
hold wash water prohibited
and ≥12 nm from the
nearest land and en
route

Discharge permitted

Cleaning agents
and additives1
contained in deck Discharge permitted Discharge
and external prohibited
surfaces wash
water

Carcasses of
animals carried on
board as cargo and Discharge permitted
which died during
the voyage Discharge prohibited
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 as far from the Discharge
nearest land as prohibited
possible and en route

All other garbage

including plastics,
domestic wastes,
cooking oil,
incinerator ashes, Discharge Discharge prohibited Discharge
operational wastes prohibited prohibited
and fishing gear

When garbage is mixed with or contaminated by other substances

prohibited from discharge or having different discharge requirements, the
Mixed garbage more stringent requirements shall apply

1 These substances must not be harmful to the marine environment.

2 According to regulation 6.1.2 of MARPOL Annex V, the discharge shall only be allowed if: (a)
both the port of departure and the next port of destination are within the special area and the ship
will not transit outside the special area between these ports (regulation 6.1.2.2); and (b) if no
adequate reception facilities are available at those ports (regulation 6.1.2.3).

Annex VI: Prevention of Air Pollution from Ships

Adoption: September 1997

Entry into force: 19 May 2005

Emission Gases from Ships

Oxides of Nitrogen (NOx) – create Ozone

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 Sulphur Oxides (SOx) – create acidification
Carbon Dioxide (CO2) – is a GHG
Carbon Monoxide (CO)
Hydrocarbons (HC) – gas, soot and some particulates

AIR POLLUTION PREVENTION

IMO and Regional Ship Air Emission Developments (cont.)
• Baltic Sea – SECA from May 2006
• North Sea/English Channel– SECA from Nov 2007
– Major Revision of MARPOL Annex VI completed in Oct 2008
– Revised Annex VI effective from 1 July 2010
• European Sulphur Directive governing emissions in port
(0.1% S at berth 1 Jan 2010)
• Port regulations in California (USA), Vancouver (Canada) for ship berthing The California
Air Resources Board (CARB) adopted the Regulations to reduce emissions from auxiliary
diesel engines and diesel – electric engines operated on ocean-going vessels within
California waters and 24 nautical miles off the California baseline.

• ISO ongoing work on Marine Fuel Oil specifications

• Discussion and development : of on-shore power supply – also called Alternative Marine
Power (AMP) or Cold-ironing
• Green House Gases (GHG) limitations
MARPOL ANNEX VI applies to all ships but the certification requirements are depending on
size of the vessel and when it is constructed.

Annex VI has requirements to the following main issues:

Regulation 12 – Emissions from Ozone depleting substances from refrigerating plants and
fire fighting equipment
Regulation 13 – Nitrogen Oxide (NOx) emissions from diesel engines
Regulation 14 – Sulphur Oxide (SOx) emissions from ships
Regulation 15 – Volatile Organic Compounds (VOC) emissions from cargo oil tanks of oil
tankers
Regulation 16 – Emissions from shipboard incinerators

Regulation 17- Reception facilities

Regulation 18 – Fuel Oil quality.

MARPOL Annex VI and the Technical Code have retroactive requirements for the following:
Regulation 12 – Emissions from Ozone depleting substances from refrigerating plants
and fire fighting equipment

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 On all ships constructed on or after 19.05.2005.
Annex VI prohibits any deliberate emissions of ozone-depleting substances. Ozone-depleting
substances , and equipment containing such substances, shall be delivered to appropriate
reception facilities when removed from a ship. Installations which contain ozone-depleting
substances, other than hydrochlorofluorocarbons, are prohibited

Installations containing hydrochlorflourocarbons (HCFCs) are prohibited on ships

constructed on or after 1.01.2020.

For the ships under regulation 12 of Marpol Annex VI, a list of equipment containing ozone
depleting substances shall be maintain and in case a ship will have rechargeable systems
containing ozone depleting substances, an Ozone depleting Substances Record Book shall
be maintained on board.

The use of Halon in fire extinguishing systems and equipment is already prohibited for new
buildings. For new buildings, this requirement in Annex VI will therefore always be complied
with. More restrictive requirements for ozone depleting substances are in place regionally,
e.g. in the European Union (EU).

Vessels carrying ozone depleting substances (ODS) shall maintain a ozone record book. Entries to
be made in terms of mass of substance. Entries should be as follows:

1. Recharge (full or partial) of equipment containing ODS

2. Repair or maintenance on equipments containing ODS
3. Discharge of ODS deliberate or non delibrtae
4. Discharge of ODS to land based reception facilities
5. Supply of ODS to ships

Regulation 13: Nitrogen Oxide (NOx) emissions from diesel engines

Regulation 13 shall apply to:

– Each diesel engine with a power output of more than 130 kW which is installed on a ship
constructed on or after 1 January 2000.
– Each diesel engine with a power output of more than 130 kW which undergoes a major
conversion on or after 1 January 2000.
– Each diesel engine with a power output of more than 5000 kW and a per cylinder
displacement at or above 90 litres which is installed on a ship constructed on or after 1
January 1990 but prior to 1 January 2000.

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This regulation does not apply to:
– Emergency diesel engines, engines installed in life boats or for any equipment intended to
be used solely in case of emergency.
– Engines used solely to drive machinery dedicated to exploration, exploitation and
associated offshore processed of seabed mineral resources The phrase “major conversion”,
means a modification of an engine where:
The engine is replaced by a new engine built on or after 1 January 2000, or
2. Any substantial modification is made to the engine, as described in the Nox Technical
Code 1.3.2 (e.g. changing camshaft,fuel injection system, or any other NOx-related settings
or components), or

3. The maximum continuous rating of the engine is increased by more than 10% For this
purpose, Substantial Modification is defined as follows:

For engines installed on vessels constructed on or after 1 January 2000, a Substantial

Modification means any modification to an engine that could potentially cause the engine to
exceed the emission standards set out in Regulation 13 of Annex VI.
For engines installed on vessels constructed before 1 January 2000, a Substantial
Modification means any modification made to an engine which increases its existing
emission characteristics established by the simplified measurement method as described in
6.3 in excess of the allowances set out in 6.3.11(Ref. NOx Technical file.). These changes
include, but are not limited to, changes in its operations or in its technical parameters (e.g.
changing camshaft,fuel injection systems, air systems, combustion chamber configuration, or
timing calibration of the engine)

Regulation 13 contains further a 3-Tier approach as follows:

Tier I (current limits)
For diesel engines installed on ships constructed from 1 January 2000 to 1. January 2011
allowable emissions of total weighted NOx depending on engine speed, n, are:
17,0 g/kWh when n is less than 130 rpm
ii. 45,0 × n(-0,2) g/kWh when n is 130 or more but less than 2000 rpm
iii. 9,8 g/kWh when n is 2000 rpm or more

Tier II
For diesel engines installed on ships constructed on or after 1 January 2011 allowable
emissions of total weighted NOx depending on engine speed, n, are:
i. 14,4 g/kWh when n is less than 130 rpm

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 ii. 44,0 × n(-0,23) g/kWh when n is 130 or more but less than 2000 rpm
iii. 7,7 g/kWh when n is 2000 rpm or more

Tier III
Ships constructed on or after 1 January 2016 will have additional limitations when operating in an
Emission Control Area.
For Tier III ships operating in the NOx ECAs the allowable
emissions of total weighted NOx depending on engine speed, n, are:
i. 3,4 g/kWh when n is less than 130 rpm
ii. 9,0 × n(-0,2) g/kWh when n is 130 or more but less than 2000 rpm
iii. 2,0 g/kWh when n is 2000 rpm or more

The NOx-influencing components and settings depend on the design of the particular engine,
and shall be listed in the engine’s Technical File. The below list shows typical NOx-
influencing parameters, but are not limited to:
Injection timing
2. Injection system components (nozzle, injector, fuel pump)
3. Software no, checksums, or other identification of software version
4. Hardware for fuel injection control
5. Camshaft components (fuel cam, inlet- and exhaust cam)
6. Valve timing
7. Combustion chamber (piston, cylinder head, cylinder liner)
8. Compression ratio (connecting rod, piston rod, shim, gaskets)

9. Turbocharger type and build (internal components)

10. Charge air cooler/charge air pre-heater
11. Auxiliary blower
12. NOx reducing equipment “water injection”
13. NOx reducing equipment “emulsified fuel” (fuel/water emulsion)
14. NOx reducing equipment “exhaust gas recirculation”
15. NOx reducing equipment “selective catalytic reduction”
The actual Technical File of an engine may include less components and/or parameters
other than the list above, depending on the particular engine and the specific engine design.

The NOx emissions at Tier I level upgraded for engines of power output > 5,000 kW and per
cylinder displacement at or > 90 litres

The upgrading is provided with approved and cost effective method for NOx limitation and should
not:

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– reduce the engine rating by more than 1%
– increase the fuel consumption by more than 2%, and
– have negative effect on the engine durability or reliability

For Engines NOT complying with Tier I NOx emission limitations:

• measures against ship only if there is a certified, efficient commercially
available system
• rules for certification, verification and documentation of scrubbers
and upgrade at the ship’s first Renewal Survey if there is an approved
method for upgrading at least to Tier I standard
• if system not available, the next Annual Survey after that method is available

NOx Reduction Options:

For existing engines:

• Use of NOx injectors
• Retarding injection timing
• Temperature control of the charge air
• Exhaust Gas Recirculation (EGR)
• Fuel / water emulsion
• Water injection
• Humid Air Motor (HAM) Technique- addition of wet steam
to the engine
• Selective Catalytic Reduction (SCR)

For new engines:

Engine certification
– Pre-certification,
– Technical file clarification on engine family and group,
– Final certification

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 Regulation 13 requirements are fully defined by the NOx Technical Code – recommended
technical reading.
– Certification of the engine on manufacture and checked on installation for settings
– Certificates required for Ships – EIAPP & IAPP
– PSC Inspection of the engine by
Parameter Check method (Engine Technical File)
ii. Simplified measurement method

Regulation 14 – Sulphur Oxide (SOx) emissions from ships

– 19 May 2005 Annex VI to MARPOL entered into force.
– The revised Annex VI to MARPOL was adopted by IMO on 10 October 2008.
The sulphur oxide (SOx) and Particulate Matter emissions from ships will in general be
controlled by setting a limit on the sulphur content of marine fuel oils as follows. The sulphur
content of any fuel oil used on board ships shall not exceed the following limits:

* depending on the outcome of a review, to be concluded in 2018, as to the availability of the

required fuel oil, this date could be deferred to 1 January 2025.

SOx: Relates to the emission due to the sulphur content in the fuel

Under the revised MARPOL Annex VI, the global sulphur cap is reduced initially to 3.50%
effective from 1 January 2012
Then progressively to 0.50% effective from 1 January 2020.
The limits applicable in ECAs for SOx and particulate matter were reduced to 1.00%,
beginning on 1 July 2010
Being further reduced to 0.10 %, effective from 1 January 2015.
As per EU directives the limits applicable are 0.10% in EU ports

Inside an ECA established to limit SOx and

particulate matter emissions
Outside an ECA established to limit SOx and
particulate matter emissions

1.50% m/m prior to 1 July 2010

4.50% m/m prior to 1 January 2012

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 1.00% m/m on and after 1 July 2010

3.50% m/m on and after 1 January 2012

0.10% m/m on and after 1 January 2015

0.50% m/m on and after 1 January 2020*

Emission Control Area, ECA:

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 & SOx & particulate matter.

1. The ECA established are:

Baltic Sea area – as defined in Annex I of MARPOL (SOx only);
ii. North Sea area – as defined in Annex V of MARPOL (SOx only);
iii. North American area (entered into effect 1 August 2012) – as defined in Appendix VII of
Annex VI of MARPOL (SOx, NOx and PM); and
iv. United States Caribbean Sea area (expected to enter into effect 1 January 2014) – as
defined in Appendix VII of Annex VI of MARPOL (SOx, NOx and PM).

Most ships which operate both outside and inside these ECA will therefore operate on
different fuel oils in order to comply with the respective limits. In such cases, prior to entry
into the ECA, it is required to have fully changed-over to using the ECA compliant fuel oil,
regulation 14.6, and to have onboard implemented written procedures as to how this is to be
undertaken. Similarly change-over from using the ECA compliant fuel oil is not to commence
until after exiting the ECA. At each change-over it is required that the quantities of the ECA
compliant fuel oils onboard are recorded, together with the date, time and position of the ship
when either completing the change-over prior to entry or commencing change-over after exit
from such areas. These records are to be made in a logbook as prescribed by the ship’s flag
State, in the absence of any specific requirement in this regard the record could be made, for
example, in the ship’s Annex I Oil Record Book.

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 Sox Control:
– Arrangements for LSFO & HSFO: 2 0r more different types of fuels.
– Availability: Bunking strategies
– Switch-over: (12 to 24 hrs) will need to be changed over the fuel for the SECA passages.
– Handling of cylinder oils: 2 qualities may be required.
– More strict follow up through sample requirements, and control of documentation
and procedure to log down.

Other Methods for Controlling of Nox and Sox:

– Exhaust gas cleaning system or other equivalent system: May be used (abatement
technologies). The emission criteria for such systems are 6 g SOx/kWh.
– Relifiquation plants for LNG/LPG carriers: Reduction of NOx, Sox & cost saving through boiled
off gas reuse.
– Alfa Lubricator system: Reduction in cylinder oil consumption. Reduction in particulate emission.
– Electronic control engine: Programmed fuel injection and exhaust valve. Reduce fuel & reduction
of emission.
– Turbo generator plant: Use of high efficiency air flow for power take off. Reduce fuel & reduction
of emission.
– System integration: Humid air Motor (HAM)- engine intake air operating with water & exhaust
gas recirculation (EGR). 50% reduction of emission.
– HFO sulfur content – Use of low sulfur oil and modify the equipments to burn LSFO.
– Dual fuel option for low sulphur restricted areas: Need for additional tanks and dual fuel engines.

Regulation 15 – Volatile Organic compounds emissions from cargo oil tanks of oil tankers

Subject to individual terminal regulations tankers may have to be equipped with Vapour
return manifold.
Notification of VOC control by a port to the IMO shall be 6 months before enforcement.
Tankers can be can accept tankers upto 3 years after the date of VOC control enforcement
by the Terminal.
The standard for the design of VOC return manifold and operation is contained in
MSC/Circ.585

Regulation 16 – Emissions from shipboard incinerators

Incinerators installed after 1st Jan 2000 to meet regulations and must certified to meet the
specifications in MEPC Resolution 76(40) (Appendix IV of Annex VI).
Each incinerator must have a manufacturers operations manual.

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 Crew responsible for the incinerator operation shall be trained and follow the operations
manual.
The following substances are prohibited from incineration:
Annex I, II and III cargo residues and related packing material.
Garbage as defined by Annex V containing heavy metals.
Petroleum Products containing halogens.
PVC can only be incinerated in type approved incinerators.
Flue gas temperatures shall be monitored and not less than 850 deg C for continuous feed
and reach 600 deg C within 5 minutes for batch feed.

Regulation 17 – Reception Facilities

• Parties obliged to provide facilities without causing delay for:

– Reception of ODS in ship repair yards (Reg.17.1.1)
– Reception of Exhaust Gas Cleaning System residues (Reg.17.1.2)
• Reception of ODS in ship breaking facilities (Reg.17.1.3)
• If unable to provide reception facilities then Party shall inform IMO (Reg.17.2 & 17.3)

Regulation 18 – Fuel Oil quality.

“Fuel oil shall be blends of hydrocarbons derived from petroleum refining”

“Fuel oil shall be free from inorganic acid”
“Fuel oil shall not include any added substance or chemical waste which either:

– Jeopardises the safety of ships or adversely affects the performance of the machinery, or

– Is harmful to personnel, or

– Contributes overall to additional air pollution”

Bunker Delivery Note (BDN):

– Becomes a Statutory document
– Must be kept on board for 3 years for inspection and a copy may be taken for further
examination by PSC.
– Must contain all data required by Appendix V
– Name and IMO number of vessel Port
– Date of Commencement of delivery
– Details of fuel oil supplier

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– Product name, quantity , Density at 15 0C and Sulphur content % m/m
– A declaration that fuel supplied meets Regulation 14 and 18 requirements

Fuel Oil Sampling

– A sealed sample meeting the requirements in associated guidelines has to supplied to the ship
by the bunker supplier
– For each individual BDN a sample has to be taken at the vessel’s bunker receiving manifold.
(see procedure in associated guidelines) – ISM Manuals.
– The sample label has to be signed by both the bunker supplier’s representative and the vessel’s
Chief Engineer.
– The sample size shall be not less than 400 mls
– The sample is not to be used for any commercial purpose
– The sample is to be retained on board for at least 1 year for inspection by PSC as required

Shipboard Procedures for BDN and Samples

Adequate bunker manifold location for sampler attachment

External safe storage location for samples for 1 year period
Log book for sample retention and custody transfer
Safe storage for BDNs and other documents relating to bunkering onboard
Port/Flag State Control Guidelines
Proposed Guidelines from FSI 13 for MEPC 53 approval.
Initial inspections and Primary survey parameters – then “Clear Grounds” for

in-depth inspections

“In depth” inspection parameters

Detainable deficiencies
Non-Party ship inspections

Port/Flag State Control Guidelines

Parties are required to:

– inform the Party or non-Party under whose jurisdiction the BDN was issued in cases of delivery
of non- compliant fuel oil (Reg.10.1)

– ensure non-compliant fuel oil is brought into compliance (Reg.10.2)

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 For ships on scheduled services with frequent and regular port calls Administration can
provide alternative procedure to retaining on board BDN (Reg.11)

Enforcement – port State control

Resolution MEPC.181(59) adopted 17 July 2009

Identifies key compliance issues:

– Documentation – IAPP, EIAPP, BDN’s

– Compliance with SOx limits – fuel record book/EGS

– Compliance with engine limits for NOx

– Compliance with ODS provisions – ODS record book

– VOC management plan (if required)

– Type approval certificate for incinerator

Certificates issued under MARPOL Annex VI

International Air Pollution Prevention Certificate with supplement with details on the above 5
criteria

Surveys: Initial, Annual, Annual /Intermediate, Intermediate/Annual, Annual & Renewal

International Energy Efficiency certificate

Shipboard Energy Efficiency Management Plan

Ships of 400 gross tons and above engaged in international voyages involving countries that
have ratified the conventions, or ships flying the flag of those countries, are required to have
an International Air Pollution Prevention Certificate (IAPP Certificate).
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 The IAPP certificate will be issued following an initial survey carried out by the Flag
Administration or by the Class (e.g. DNV, ClassNK) on behalf of the Flag Administration,
confirming compliance with MARPOL Annex VI. For ships with the flag of an Administration
that have not yet ratified Annex VI, a Certificate of Compliance with Annex VI issued by the
Class.

Annex VI also requires diesel engines (as described above) to carry individual certificates
with regard to NOx emissions, named Engine International Air Pollution Prevention (EIAPP)
Certificates.
Annex VI requires that every ship of 400 gross tonnage or above and every fixed and floating
drilling rig and other platforms shall be subject to the surveys.

Surveys:
– An initial survey before the ship is put into service or before the IAPP Certificate is issued for the
first time.
– Periodical surveys at intervals specified by the Administration, but not exceeding five years.
– A minimum of one intermediate survey during the period of validity of the certificate.

– Renewal survey to revalidate the certificates before expiry.

In the case of ships of less than 400 gross tons, the Administration may establish appropriate
measures in order to ensure that Annex VI is complied with.

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